(8) point 3.1.2 is replaced by the following:

‘3.1.2During type approval tests, if the approval authority is not satisfied with the data quality check and validation results of a PEMS test conducted in accordance with Appendices 1 and 4, the approval authority may consider the test to be void. In such case, the test data and the reasons for voiding the test shall be recorded by the approval authority.’;

(9) point 3.1.3 is replaced by the following: ‘3.1.3Reporting and dissemination of RDE type approval test information’;

(10) point 3.1.3.2.1. is replaced by the following: ‘3.1.3.2.1.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. 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 item number 3 in the Transparency List 1 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 IX to Directive 2007/46/EC.’;

(11) point 4.2. is replaced by the following: ‘4.2.For type approval, 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 payload and ambient conditions requirements, as specified in points 5.1 and 5.2, shall be used ex-ante to determine whether the conditions are acceptable for RDE testing.’

(12) point 4.5. is replaced by the following: ‘4.5.In order to also assess emissions during trips in hot start, a certain number of vehicles per PEMS test family, specified in point 4.2.8 in Appendix 7, shall be tested without conditioning the vehicle as described in point 5.3, but with a warm engine with engine coolant temperature and/or engine oil temperature above 70 °C.’;

(13) points 4.6. and 4.7. are added: ‘4.6. For RDE tests performed during type approval the TAA may verify if the test setup and the equipment used fulfills the requirements of Appendices 1 and 2, through a direct inspection or an analysis of the supporting evidence (e.g. photographs, records). 4.7. Compliance of the software tool used to verify the trip validity and calculate emissions in accordance with the provisions laid down in Appendices 4, 5, 6, 7a, and 7b shall be validated by the tool provider or a type approval authority. Where such software tool is incorporated in the PEMS instrument, proof of the validation shall be provided along with the instrument.’;

(14) points 5.4.1. and 5.4.2. are replaced by the following: ‘5.4.1. The excess or insufficiency of driving dynamics during the trip shall be checked using the methods described in Appendix 7a. 5.4.2. If the trip results are valid following the verifications in accordance with point 5.4.1, the methods for verifying the normality of the test conditions as laid down in Appendices 5, 7a and 7b shall be used.’;

(15) point 5.5.1. is replaced by the following: ‘5.5.1.The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their typically intended use at real driving on the road. Any use shall be documented. The vehicle windows shall be closed when the air conditioning or heating are used.’;

(16) points 5.5.2.2, 5.5.2.3. and 5.5.2.4. are replaced by the following: ‘5.5.2.2. All results shall be corrected with the Ki factors or with the Ki offsets developed by the procedures in Appendix 1 to Sub-Annex 6 of Annex XXI 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 6. 5.5.2.3. If the emissions do not fulfil the requirements of point 3.1.0, then the occurrence of regeneration shall be verified. The verification of 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 declared in Transparency List 1 set out in Table 1 of Appendix 5 to Annex II, it shall be used to determine the occurrence of regeneration. The manufacturer shall also declare in Transparency List 1 of set out in Table 1 of Appendix 5 to Annex II the procedure needed in order to complete the regeneration. The manufacturer may advise how to recognise whether regeneration has taken place in case such a signal is not available. If regeneration occurred during the test, the result without the application of either the Ki -factor or the Ki offset shall be checked against the requirements of point 3.1.0. If the resulting emissions do not fulfil the requirements, then the test shall be voided and repeated once. The completion of the regeneration and stabilisation through at least 1 hour of driving shall be ensured prior to the start of the second test. The second test is considered valid even if regeneration occurs during it. 5.5.2.4 Even if the vehicle fulfils the requirements of point 3.1.0, the occurrence of regeneration may be verified as in point 5.5.2.3. If the presence of regeneration can be proved and with the agreement of the Type Approval Authority, the final results will be calculated without the application of either the Ki factor or the Ki offset.’;

(17) points 5.5.2.5 and 5.5.2.6 are deleted.

(18) a new point 5.5.3 is inserted:

‘5.5.3.OVC-HEVs vehicles may be tested in any selectable mode, including battery charge mode.’;

(19) the following points 5.5.4., 5.5.5 and 5.5.6. are inserted: ‘5.5.4. Modifications that affect the vehicle aerodynamics are not permitted with the exception of the PEMS installation. 5.5.5. The test vehicles shall not be driven with the intention to generate a passed or failed test due to extreme driving patterns that do not represent normal conditions of use. In case of need, 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 GPS data and potentially further vehicle data parameters like engine speed, gear, accelerator pedal position etc. 5.5.6. The vehicle 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.’;

(20) point 6.2. is replaced by the following: ‘6.2.The trip shall always start with urban driving followed by rural and motorway driving in accordance with the shares specified in point 6.6. The urban, rural and motorway operation shall be run consecutively in accordance with point 6.12, but may also include a trip which starts and ends at the same point. Rural operation may be interrupted by short periods of urban operation when driving through urban areas. Motorway operation may be interrupted by short periods of urban or rural operation, e.g., when passing toll stations or sections of road works.’;

(21) point 7.6. is replaced by the following:

‘7.6.At the test start as defined in point 5.1. of Appendix 1, the vehicle shall move within 15 seconds. The vehicle stop during the entire cold start period, as defined in point 4 of Appendix 4, shall be kept to the minimum possible and it shall not exceed in total 90 seconds. If the engine stalls during the test, it may be restarted, but the sampling shall not be interrupted. If the engine stops during the test, the sampling shall not be interrupted.’;

(22) point 8.2. is replaced by the following: ‘8.2.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.’;

(23) point 9.2. is replaced by the following: ‘9.2.The trip validity shall be verified 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 points 4 to 8; STEP B: The trip complies with the requirements set out in Appendices 7a and 7b. STEP C: The trip complies with the requirements set out in Appendix 5. The steps of the procedure are detailed in Figure 1. Figure 1 Verification of trip validity If at least one of the requirements is not fulfilled, the trip shall be declared invalid’;

(24) point 9.4 is replaced by the following: ‘9.4.After establishing the validity of a trip in accordance with point 9.2, emission results shall be calculated using the methods laid down in Appendix 4 and Appendix 6. The emissions calculations shall be made between test start and test end, as defined in Appendix 1, points 5.1. and 5.3. respectively.’;

(25) point 9.6. is replaced by the following: ‘9.6.Gaseous pollutant and particle number emissions during cold start, as defined in point 4 of Appendix 4, shall be included in the normal evaluation in accordance with Appendices 4, 5 and 6. 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 point 5.2, then the provisions of point 9.5 apply to the data collected during the cold start period, even if the running conditions are not within the extended temperature range.’;

(26) Appendix 1 is amended as follows:

(a) the first paragraph of point 3.2 is replaced by the following: ‘Test parameters as specified in Table 1 of this Appendix shall be measured at a constant frequency of 1,0 Hz or higher and recorded and reported in accordance with the requirements of Appendix 8 at a frequency of 1,0 Hz. If ECU parameters are available, 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 2 and 3.’ (b) point 3.4.2. is replaced by the following: ‘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.’; (c) point 3.4.3. is replaced by the following: ‘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 in order to have the maximum expected flow rate during the test covering at least 75 % of 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 projected frontal area of multiple outlets, providing it improves measurement accuracy and does not adversely affect the operation or the exhaust after-treatment as specified in point 3.4.2. It is recommended to document the EFM set-up using photographs.’; (d) the third sub-paragraph of point 3.5 is replaced by: ‘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 exhaust 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 the point 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.’ (e) point 4.6. is replaced by the following: ‘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, usually 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.’; (f) point 5.1. is replaced by the following: ‘5.1.   Test start Test start (see Figure App.1.1) shall be defined by either: — the first ignition of the internal combustion engine; — or the first movement of the vehicle with speed greater than 1 km/h for OVC-HEVs and NOVC-HEVS starting with the internal combustion engine off. Sampling, measurement and recording of parameters shall begin prior to the test start. 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. Figure App.1.1 Test Start Sequence ’ (g) point 5.3 is replaced with the following: ‘5.3.   Test end The end of the test (see Figure App.1.2) is reached when the vehicle has completed the trip and either when: — the internal combustion engine is switched off; or: — for OVC-HEVs and NOVC-HEVS finishing the test with the internal combustion engine off, the vehicle stops and the speed is lower than or equal to 1 km/h. Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue until the response time of the sampling systems has elapsed. For vehicles with a signal detecting regeneration (see line 42 in the Transparency List 1 in Appendix 5 of Annex II), the OBD-check shall be performed and documented directly after data recording and before any further driven distance is driven. Figure App.1.2 Test End Sequence ’ (h) point 6.3. is replaced by the following: ‘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 % of the concentration values obtained from 99 % of the measurement of the valid parts of the emissions test. It is permissible that 1 % of the total number of measurements used for evaluation exceeds the used span gas by up to a factor of two. If these requirements are not met, the test shall be voided.’.

(27) Appendix 2 is amended as follows: (a) in point 3.4.2., point (f) is replaced by the following: ‘(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.’; (b) in point 4.1.2., points (b) and (e) are replaced by the following: ‘(b) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over the expected range of pollutant concentrations and ambient conditions of the type-approval test defined in Annex XXI to this Regulation as well as a validation test as described in point 3 of Appendix 3 for a vehicle equipped with a spark-ignition and compression-ignition engine; the manufacturer of the analyser shall demonstrate the significance of equivalency within the permissible tolerances given in point 3.3 of Appendix 3. (e) a demonstration that the influence of vibrations, accelerations and ambient temperature on the analyser reading does not exceed the noise requirements for analysers set out in point 4.2.4.’; (c) point 4.2.4 is replaced by the following: ‘4.2.4.   Noise The noise shall not exceed 2 % of full scale. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds in which the analyser is exposed to an appropriate span gas. Before each sampling period and before each span period, sufficient time shall be given to purge the analyser and the sampling lines.’; (d) point 5.1 is replaced by the following: ‘5.1.Calibration and span gases for RDE tests’ (e) the following points 5.1.1., 5.1.2. and 5.1.3. are inserted: ‘5.1.1.   General The shelf life of calibration and span gases shall be respected. Pure as well as mixed calibration and span gases shall fulfil the specifications of Sub-Annex 5 of Annex XXI to this Regulation. 5.1.2.   NO2 calibration gas In addition, NO2 calibration gas is permissible. The concentration of the NO2 calibration gas shall be within two per cent of the declared concentration value. The amount of NO contained in the NO2 calibration gas shall not exceed 5 per cent of the NO2 content. 5.1.3.   Multicomponent mixtures Only multicomponent mixtures which fulfil the requirements of point 5.1.1. shall be used. These mixtures may contain two or more of the components. Multicomponent mixtures containing both NO and NO2 are exempted of the NO2 impurity requirement set out in points 5.1.1 and 5.1.2.’; (f) point 7.2.3 is replaced by the following: ‘7.2.3.   Accuracy The accuracy of the EFM, defined as the deviation of the EFM reading from the reference flow value, shall not exceed ± 3 percent of the reading, 0,5 % of full scale or ± 1,0 per cent of the maximum flow at which the EFM has been calibrated, whichever is larger.’; (g) point 7.2.5 is replaced by the following: ‘7.2.5.   Noise The noise shall not exceed 2 per cent of the maximum calibrated flow value. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds in which the EFM is exposed to the maximum calibrated flow.’;

(28) Appendix 3 is amended as follows: (a) points 3.2.2. and 3.2.3 are replaced by the following: ‘3.2.2.   Test conditions The validation test shall be conducted on a chassis dynamometer, as far as possible, under type approval conditions by following the requirements of Annex XXI to this Regulation. It is recommended to feed the exhaust flow extracted by the PEMS during the validation test back to the CVS. If this is not feasible, the CVS results shall be corrected for the extracted exhaust mass. If the exhaust mass flow rate is validated with an exhaust mass flow meter, it is recommended to cross-check the mass flow rate measurements with data obtained from a sensor or the ECU. 3.2.3.   Data analysis The total distance-specific emissions [g/km] measured with laboratory equipment shall be calculated in accordance to Sub-Annex 7 of Annex XXI. The emissions as measured with the PEMS shall be calculated in accordance with point 9 of Appendix 4, summed to give the total mass of pollutant emissions [g] and then divided by the test distance [km] as obtained from the chassis dynamometer. The total distance-specific mass of pollutants [g/km], as determined by the PEMS and the reference laboratory system, shall be evaluated against the requirements specified in point 3.3. For the validation of NOX emission measurements, humidity correction shall be applied in accordance with Sub-Annex 7 of Annex XXI to this Regulation.’; (b) Points 4.1 and 4.2 are replaced by the following: ‘4.1.   Frequency of validation In addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady-state conditions, the linearity of non-traceable exhaust mass flow meters or the exhaust mass flow rate calculated from non-traceable sensors or ECU signals shall be validated under transient conditions for each test vehicle against a calibrated exhaust mass flow meter or the CVS. 4.2.   Validation procedure The validation shall be conducted on a chassis dynamometer under type approval conditions, as far as applicable. As reference, a traceably calibrated flow meter shall be used. The ambient temperature can be any within the range specified in point 5.2. of this Annex. The installation of the exhaust mass flow meter and the execution of the test shall fulfil the requirement of point 3.4.3 of Appendix 1 to this Annex.’;

(29) Appendix 4 is amended as follows:

(a) point 1. is replaced by the following: ‘1.   INTRODUCTION This Appendix describes the procedure to determine the instantaneous mass and particle number emissions [g/s; #/s] that shall be used for the subsequent evaluation of an RDE trip and the calculation of the final emission result as described in Appendix 6.’; (b) the second paragraph of point 3.2 is replaced by the following: ‘The exhaust mass flow rate measured with an exhaust flow meter shall be time corrected by reverse shifting according to the transformation time of the exhaust mass flow meter. The transformation time of the mass flow meter shall be determined according to point 4.4. of Appendix 2:’ (c) point 4 is replaced by the following: ‘4.   Cold Start Cold start for the purposes of RDE is the period from the test start until the point when the vehicle has run for 5 minutes. If the coolant temperature is determined, the cold start period ends once the coolant is at least 70 °C for the first time but no later than 5 minutes after test start.’; (d) the following points 8.3 and 8.4 are inserted: ‘8.3   Correction of negative emission results Negative intermediate results shall not be corrected. Negative final results shall be set to zero. 8.4   Correction for extended conditions The second-by second emissions calculated in accordance with this Appendix may be divided by a value of 1,6 solely for the cases laid down in points 9.5 and 9.6. The corrective factor of 1,6 shall be applied only once. The corrective factor of 1,6 applies to pollutant emissions but not to CO2.’;

(30) Appendix 5 is replaced by the following: ‘Appendix 5 Verification of overall trip dynamics using the moving averaging window method

The Moving Averaging Window method is used to verify the overall trip dynamics. The test is divided in sub-sections (windows) and the subsequent analysis aims at determining whether the trip is valid for RDE purposes. The ‘normality’ of the windows is conducted by comparing their CO2 distance-specific emissions with a reference curve obtained from the vehicle CO2 emissions measured in accordance with the WLTP procedure.

Index (i) refers to the time step Index (j) refers to the window Index (k) refers to the category (t = total, u = urban, r = rural, m- = motorway) or to the CO2 characteristic curve (cc) Δ — difference ≥ — larger or equal

— number % — per cent ≤ — smaller or equal a 1, b 1 — coefficients of the CO2 characteristic curve a 2, b 2 — coefficients of the CO2 characteristic curve — CO2 mass, [g] — CO2 mass in window j, [g] ti — total time in step i, [s] tt — duration of a test, [s] vi — actual vehicle speed in time step i, [km/h] — average vehicle speed in window j, [km/h] tol 1 H — upper tolerance for the vehicle CO2 characteristic curve, [%] tol 1 L — lower tolerance for the vehicle CO2 characteristic curve, [%]

3.1.   Definition of averaging windows The instantaneous emissions calculated in accordance with Appendix 4 shall be integrated using a moving averaging window method, based on the reference CO2 mass. The principle of the calculation is as follows: The RDE distance-specific CO2 mass emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these sub-sets being determined so as to match always the same fraction of the CO2 mass emitted by the vehicle over the WLTP cycle. The moving window calculations are conducted with a time increment Δt corresponding to the data sampling frequency. These sub-sets used to calculate the vehicle on-road CO2 emissions and its average speed are referred to as “averaging windows” in the following sections. The calculation described in the present point shall be run from the first data point (forward). The following data shall not be considered for the calculation of the CO2 mass, the distance and the vehicle average speed in the averaging windows: — The periodic verification of the instruments and/or after the zero drift verifications; — Vehicle ground speed is smaller than 1 km/h. The calculation shall start from when vehicle ground speed is higher than or equal to 1 km/h and include driving events during which no CO2 is emitted and where the vehicle ground speed is higher than or equal to 1 km/h. Figure 1 Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window Figure 2 Definition of CO2 mass based averaging windows The duration (t 2 ,j – t 1 ,j) of the j^th averaging window is determined by: Where: is the CO2 mass measured between the test start and time ti,j, [g]; is the half of the CO2 mass emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation. During type approval the CO2 reference value shall be taken from the WLTP performed during type approval testing of the individual vehicle. For ISC testing purposes, the reference CO2 mass shall be obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (f0, f1 & f2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The value for OVC-HEV vehicles is to be obtained from the WLTP test conducted using the Charge Sustaining mode. t 2 ,j shall be selected such as: Where Δt is the data sampling period. The CO2 masses

in the windows are calculated by integrating the instantaneous emissions calculated as specified in Appendix 4 to this Annex. 3.2.   Calculation of window parameters The following shall be calculated for each window determined in accordance with point 3.1. — The distance-specific CO2 emissions ; — The average vehicle speed .

4.1.   Introduction The reference dynamic conditions of the test vehicle are defined from the vehicle CO2 emissions versus average speed measured at type approval on the Type 1 test and referred to as “vehicle CO2 characteristic curve”. To obtain the distance specific CO2 emissions, the vehicle shall be tested on the WLTP cycle in accordance with Annex XXI to this Regulation. 4.2.   CO2 Characteristic curve reference points The distance-specific CO2 emissions to be considered in this paragraph for the definition of the reference curve shall be obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (f0, f1 & f2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The value for OVC-HEV vehicles is to be that obtained from the WLTP test conducted using the Charge Sustaining mode. During type approval, the values shall be taken from the WLTP performed during type approval testing of the individual vehicle. The reference points P 1, P 2 and P 3 required to define the vehicle CO2 characteristic curve shall be established as follows: 4.2.1.   Point P 1 = 18,882 km/h (Average Speed of the Low Speed phase of the WLTP cycle) = Vehicle CO2 emissions over the Low Speed phase of the WLTP cycle [g/km] 4.2.2.   Point P 2 = 56,664 km/h (Average Speed of the High Speed phase of the WLTP cycle) = Vehicle CO2 emissions over the High Speed phase of the WLTP cycle [g/km] 4.2.3.   Point P 3 = 91,997 km/h (Average Speed of the Extra High Speed phase of the WLTP cycle) = Vehicle CO2 emissions over the Extra High Speed phase of the WLTP cycle [g/km] 4.3.   CO2 Characteristic curve definition Using the reference points defined in point 4.2, the characteristic curve CO2 emissions are calculated as a function of the average speed using two linear sections (P 1, P 2) and (P 2, P 3). The section (P 2, P 3) is limited to 145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows: For the section (P 1, P 2): with: and: For the section (P 2, P 3): with: and: Figure 3 Vehicle CO2 characteristic curve and tolerances for ICE and NOVC-HEV vehicles Figure 4 Vehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles 4.4.   Urban, rural and motorway windows 4.4.1.   Urban windows 4.4.2.   Rural windows 4.4.3.   Motorway windows Figure 5 Vehicle CO2 characteristic curve: urban, rural and motorway driving definitions (Illustrated for ICE and NOVC-HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h) Figure 6 Vehicle CO2 characteristic curve: urban, rural and motorway driving definitions (Illustrated for OVC-HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h) 4.5.   Verification of trip validity 4.5.1.   Tolerances around the vehicle CO2 characteristic curve The upper tolerance of the vehicle CO2 characteristic curve is tol 1H = 45 % for urban driving and tol 1H = 40 % for rural and motorway driving. The lower tolerance of the vehicle CO2 characteristic curve is tol 1L = 25 % for ICE and NOVC-HEV vehicles and tol 1L = 100 % for OVC-HEV vehicles. 4.5.2.   Verification of test validity The test is valid when it comprises at least 50 % of the urban, rural and motorway windows that are within the tolerances defined for the CO2 characteristic curve. For NOVC-HEVs and OVC-HEVs, if the minimum requirement of 50 % between tol1H and tol1L is not met, the upper positive tolerance tol1H may be increased by steps of 1 % until the 50 % target is reached. When using this mechanism, the value of tol1H shall never exceed 50 %.’

(31) Appendix 6 is replaced by the following:

‘Appendix 6 CALCULATION OF THE FINAL RDE EMISSIONS RESULTS

Index (k) refers to the category (t = total, u = urban, 1-2 = first two phases of the WLTP cycle) ICk is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip dICE,k is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip dEV,k is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip MRDE,k is the final RDE distance-specific mass of gaseous pollutants [mg/km] or particle number [#/km] mRDE,k is the distance-specific mass of gaseous pollutant [mg/km] or particle number [#/km] emissions, emitted over the complete RDE trip and prior to any correction in accordance with this Appendix is the distance-specific mass of CO2 [g/km], emitted over the RDE trip is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle for an OVC-HEV vehicle tested on its charge sustaining mode rk ratio between the CO2 emissions measured during the RDE test and the WLTP test RFk is the result evaluation factor calculated for the RDE trip RFL 1 is the first parameter of the function used to calculate the result evaluation factor RFL 2 is the second parameter of the function used to calculate the result evaluation factor

2.1.   Introduction The trip validity shall be verified in accordance with point 9.2. of Annex IIIA. For the valid trips, the final RDE results are calculated as follows for vehicles with ICE, NOVC-HEV and OVC-HEV. For the complete RDE trip and for the urban part of the RDE trip (k = t = total, k = u = urban): MRDE,k = mRDE,k · RFk The values of the parameter RFL 1 and RFL 2 of the function used to calculate the result evaluation factor are as follows: — Upon the request of the manufacturer and only for type approvals granted before 1 January 2020, RFL 1 = 1,20 and RFL 2 = 1,25; in all other cases: RFL 1 = 1,30 and RFL 2 = 1,50; The RDE result evaluation factors RFk (k = t = total, k = u = urban) shall be obtained using the functions laid down in point 2.2. for vehicles with ICE and NOVC-HEV, and in point 2.3. for OVC-HEV. These evaluation factors shall be subject to review by the Commission and shall be revised as a result of technical progress. A graphical illustration of the method is provided in Figure App 6.1 below, while the mathetical formulas are found in Table App 6.1: Figure App 6.1 Function to calculate the result evaluation factor Table App 6.1 Result evaluation factors calculation When: Then the Result evaluation factor RFk is: Where: rk ≤ RFL 1 RFk = 1 RFL 1 < rk ≤ RFL 2 RFk = a 1 rk + b 1 b 1 = 1 – a 1 RFL 1 rk > RFL 2 2.2.   RDE result evaluation factor for vehicles with ICE and NOVC-HEV The value of the RDE result evaluation factor depends on the ratio rk between the distance specific CO2 emissions measured during the RDE test and the distance-specific CO2 emitted by the vehicle over the WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. For the urban emissions, the relevant phases of the WLTP driving cycle shall be:

2.3.   RDE result evaluation factor for OVC-HEV The value of the RDE result evaluation factor depends on the ratio rk between the distance-specific CO2 emissions measured during the RDE test and the distance-specific CO2 emitted by the vehicle over the WLTP test conducted using the Charge Sustaining mode in accordance with Sub-Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II with interpolation between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained from the Certificate of Conformity for the individual vehicle as defined in Annex IX. The ratio rk is corrected by a ratio reflecting the respective usage of the internal combustion engine during the RDE trip and on the WLTP test, to be conducted using the charge sustaining mode. The formula below shall be subject to review by the Commission and shall be revised as a result of technical progress. For either the urban or the total driving: where ICk is the ratio of the distance driven either in urban or total trip with the combustion engine on divided by the total urban or total trip distance: With determination of combustion engine operation in accordance with Appendix 4 Paragraph 5.’

(32) Appendix 7 is amended as follows:

(a) point 1 is replaced by the following: ‘1.   INTRODUCTION Due to their particular characteristics, PEMS tests shall not be required for each vehicle type with regard to emissions and vehicle repair and maintenance information as defined in Article 2(1), hereinafter ‘vehicle emission type’. Several vehicle emission types and several vehicles with different declared maximum RDE values in accordance with Part I of Annex IX to Directive 2007/46/EC may be put together by the vehicle manufacturer to form a PEMS test family in accordance with the requirements of point 3, which shall be validated in accordance with the requirements of point 4.’; (b) point 4.2.6 is deleted. (c) in point 4.2.8., in the table, explanatory note (2) is replaced by the following: ‘(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 condition.’; (d) point 5.3. is replaced by the following: ‘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 section 0.2 of the vehicle's EC certificate of conformity shall be provided as well.’;

(33) Appendix 7a is amended as follows: (a) the title is replaced by the following: ‘Appendix 7a Verification of trip dynamics’ (b) point 1 is replaced by the following: ‘1.   Introduction This Appendix describes the calculation procedures to verify the trip dynamics by determining the excess or absence of dynamics during urban, rural and motorway driving.’; (c) point 3.1.1. is replaced by: ‘3.1.1.   Data pre-processing Dynamic parameters like acceleration, (v · apos) or RPA shall be determined with a speed signal of an accuracy of 0,1 % for all speed values above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement is generally fulfilled by distance calibrated signals obtained from a wheel (rotational) speed sensor. Otherwise, acceleration shall be determined with an accuracy of 0,01 m/s² and a sampling frequency of 1 Hz. In this case the separate speed signal, in (v · apos), shall have an accuracy of at least 0,1 km/h. The correct speed trace builds the basis for further calculations and binning as described in paragraph 3.1.2 and 3.1.3.’; (d) point 3.1.3 is replaced by the following: ‘3.1.3   Binning of the results After the calculation of ai and (v · a)i, the values vi, di, ai and (v · a)i shall be ranked in ascending order of the vehicle speed. All datasets with vi ≤ 60 km/h belong to the “urban” speed bin, all datasets with 60 km/h < vi ≤ 90 km/h belong to the “rural” speed bin and all datasets with vi > 90 km/h belong to the “motorway” speed bin. For N2 category vehicles that are equipped with a device limiting vehicle speed to 90 km/h, all datasets with vi ≤ 60 km/h belong to the “urban” speed bin, all datasets with 60 km/h < vi ≤ 80 km/h belong to the “rural” speed bin and all datasets with vi > 80 km/h belong to the “motorway” speed bin. The number of datasets with acceleration values ai > 0,1 m/s² shall be greater or equal to 100 in each speed bin. , i = 1 to Nk, k= u, r, m Where: Nk is the total number of samples of the urban, rural, and motorway shares.’; (e) in point 4.1.1., the following text is added: ‘Upon the request of the manufacturer, and only for those N1 or N2 vehicles where the vehicle power-to-mass ratio is less than or equal to 44 W/kg then: and is fulfilled, the trip is invalid. and is fulfilled, the trip is invalid. To calculate the power-to-mass ratio, the following values shall be used: — the mass which corresponds to the actual test mass of the vehicle including the drivers and the PEMS equipment (kg); — the maximum rated engine power as declared by the manufacturer (W).’ (f) point 4.1.2. is replaced by the following: ‘4.1.2   Verification of RPA per speed bin If

and RPAk < 0,025 is fulfilled, the trip is invalid.’.

(34) Appendix 7b is amended as follows: (a) point 4.4.3 is replaced by the following: ‘4.4.3.   Calculation of the final result The positive cumulative elevation gain of a total trip shall be calculated by integrating all positive interpolated and smoothed road grades, i.e. road grade,2(d). The result should be normalized by the total test distance dtot and expressed in metres of cumulative elevation gain per one hundred kilometres of distance. The positive cumulative elevation gain of the urban part of a trip shall then be calculated based on the vehicle speed over each discrete way point: vw = 1 / (tw,i – tw,i – 1) · 60² / 1 000 Where: vw - waypoint vehicle speed [km/h] All datasets with vw =< 60 km/h belong to the urban part of the trip. Integrate all of the positive interpolated and smoothed road grades that correspond to urban datasets. Integrate the number of 1m waypoints which correspond to urban datasets and divide by 1 000 to calculate urban test distance d urban [km]. The positive cumulative elevation gain of the urban part of trip shall then be calculated by dividing the urban elevation gain by the urban test distance, and expressed in metres of cumulative elevation gain per one hundred kilometres of distance.’

(35) Appendix 7c is deleted.

(36) Appendix 8 is amended as follows: (a) points 1 and 2 are replaced by the following: ‘1.   INTRODUCTION This Appendix describes the requirements for the data exchange between the measurement systems and the data evaluation software and for the reporting and exchange of intermediate and final RDE results after the completion of the data evaluation. The exchange and reporting of mandatory and optional parameters shall follow the requirements of point 3.2 of Appendix 1. The technical report is composed of 5 items: (i) the Data Exchange file as described in point 4.1; (ii) the Reporting file #1 as described in point 4.2.1; (iii) the Reporting file #2 as described in point 4.2.2; (iv) the Vehicle and engine description as described in point 4.3; (v) the visual supporting material of the PEMS installation as described in point 4.4.

a1 coefficient of the CO2 characteristic curve b1 coefficient of the CO2 characteristic curve a2 coefficient of the CO2 characteristic curve b2 coefficient of the CO2 characteristic curve tol1– primary lower tolerance tol1+ primary upper tolerance (v · apos)95k 95th percentile of the product of vehicle speed and positive acceleration greater than 0,1 m/s² for urban, rural and motorway driving [m²/s³ or W/kg] RPAk relative positive acceleration for urban, rural and motorway driving [m/s² or kWs/(kgkm)] ICk is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip dICE,k is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip dEV,k is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip is the distance-specific mass of CO2 [g/km], emitted over the RDE trip is the distance-specific mass of CO2 [g/km], emitted over the WLTP is the distance-specific mass of CO2 [g/km], emitted over the WLTP for an OVC-HEV vehicle tested on its charge sustaining mode rk ratio between the CO2 emissions measured during the RDE test and the WLTP test RFk is the result evaluation factor calculated for the RDE trip RFL1 is the first parameter of the function used to calculate the result evaluation factor RFL2 is the second parameter of the function used to calculate the result evaluation factor’; (b) point 3.1. is replaced by the following: ‘3.1.   General Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. Sub-parameter values shall be separated by a colon, ASCII-Code #h3B. The decimal marker of numerical values shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return-linefeed, ASCII-Code #h0D #h0A. No thousands separators shall be used.’ (c) point 3.3. is replaced by the following: ‘3.3.   Intermediate and final results Summary parameters of intermediate results shall be recorded and structured as indicated in Table 3. The information in Table 3 shall be obtained prior to the application of the data evaluation and emission calculation methods laid down in Appendices 5 and 6. The vehicle manufacturer shall record the available results of the data evaluation methods in separate files. The results of the data evaluation with the method described in Appendix 5 and emissions calculation described in Appendix 6 shall be reported in accordance with Tables 4, 5 and 6. The header of the data reporting file shall be composed of three parts. The first 95 lines shall be reserved for specific information about the settings of the data evaluation method. Lines 101-195 shall report the results of the data evaluation method. Lines 201-490 shall be reserved for reporting the final emission results. Line 501 and all consecutive data lines comprise the body of the data reporting file and shall contain the detailed results of the data evaluation.’; (d) points 4.1. to 4.2.2. are replaced by the following: ‘4.1.   Data exchange: Left column in Table 1 is the parameter to be reported (fixed format and content). Central column in Table 1 is the description and or unit (fixed format and content). If a parameter can be described with an element of a pre-defined list from the central column, then the parameter shall be described using the predefined nomenclature (e.g. In the Data Exchange file line 19, a manual transmission vehicle should be described as manual and not MT or Man, or any other nomenclature). Right column in Table 1 is where the actual data should be inserted. In the tables, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines (including blanks) must be respected. Table 1 Header of the data exchange file TEST ID [code] TEST_01_Veh01 Test date [dd.mm.yyyy] 13.10.2016 Organisation supervising the test [name of the organization] Dummy Test location [City (Country)] Ispra (Italy) Organisation commissioning the test [name of the organization] Dummy Vehicle driver [TS/Lab/OEM] VELA lab Vehicle type [vehicle commercial name] Commercial name Vehicle manufacturer [name] Dummy Vehicle model year [year] 2017 Vehicle ID [VIN code as defined in ISO 3779:2009] ZA1JRC2U912345678 Odometer value at test start [km] 5 252 Odometer value at test end [km] 5 341 Vehicle category [category as defined in Annex II to Directive 70/156/EEC] M1 Type approval emissions limit [Euro X] Euro 6c Ignition type [PI/CI] PI Engine rated power [kW] 85 Peak torque [Nm] 190 Engine displacement [ccm] 1 197 Transmission [manual/automatic/CVT] CVT Number of forward gears [#] 6 Fuel type. If flexifuel indicate fuel used in the test [gasoline/diesel/LPG/NG/biomethane/ ethanol/biodiesel] Diesel Lubricant [product label] 5W30 Front and rear tyre size [width.height.rim diameter/ width.height.rim diameter] 195.55.20/195.55.20 Front and rear axle tyre pressure [bar/bar] 2,5/2,6 Road load parameters [F0/F1/F2] 60,1/0,704/0,03122 Type-approval test cycle [NEDC/WLTC] WLTC Type-approval CO2 emissions [g/km] 139,1 CO2 emissions in WLTC mode Low [g/km] 155,1 CO2 emissions in WLTC mode Mid [g/km] 124,5 CO2 emissions in WLTC mode High [g/km] 133,8 CO2 emissions in WLTC mode Extra High [g/km] 146,2 Vehicle test mass (¹) [kg] 1 743,1 PEMS manufacturer [name] MANUF 01 PEMS type [PEMS commercial name] PEMS X56 PEMS serial number [number] C9658 PEMS power supply [battery type Li-ion/Ni-Fe/Mg-ion] Li-ion Gas analyser manufacturer [name] MANUF 22 Gas analyser type [type] IR Gas analyser serial number [number] 556 Propulsion type [ICE/NOVC-HEV/ OVC-HEV] ICE Electric motor power [kW. 0 if vehicle with ICE only] 0 Engine condition at test start [cold/warm] Cold Wheel drive mode [2WD/4WD] 2WD Artificial payload [% deviation from the payload] 28 Fuel used [reference/market/EN228] market Tyre tread depth [mm] 5 Vehicle age [months] 26 Fuel supply system [Direct injection/Indirect injection/Direct and indirect injection] Direct injection Type of bodywork [saloon/hatchback/station wagon/coupé/convertible/lorry/van] saloon CO2 emission on charge sustaining (OVC-HEVs) [g/km] — EFM manufacturer (²) [name] EFMman 2 EFM sensor type (²) [functional principle] Pitot EFM serial number (²) [number] 556 Source of exhaust mass flow rate [EFM/ECU/sensor] EFM Air pressure sensor [type/ manufacturer] Piezoresistor/AAA Test date [dd.mm.yyyy] 13.10.2016 Start time of pre-test procedure [h:min] 15:25 Start time of trip [h:min] 15:42 Start time of post-test procedure [h:min] 17:28 End time of pre-test procedure [h:min] 15:32 End time of trip [h:min] 17:25 End time of post-test procedure [h:min] 17:38 Soaking maximum temperature [K] 291,2 Soaking minimum temperature [K] 290,7 Soaking done totally or partially in ambient temperature extended conditions [yes/no] No Drive mode for ICE if any [normal/sport/eco] Eco Drive mode for PHEV [charge sustaining/charge depleting/battery charge/mild operation] Any active safety system disabled during the test? [No/ESP/ABS/AEB] No Start-stop system active [yes/no/no SS] no SS Air conditioning [off/on] off Time correction: Shift THC [s] Time correction: Shift CH4 [s] Time correction: Shift NMHC [s] Time correction: Shift O2 [s] – 2 Time correction: Shift PN [s] 3,1 Time correction: Shift CO [s] 2,1 Time correction: Shift CO2 [s] 2,1 Time correction: Shift NO [s] – 1,1 Time correction: Shift NO2 [s] – 1,1 Time correction: Shift exhaust mass flow rate [s] 3,2 Span reference value THC [ppm] Span reference value CH4 [ppm] Span reference value NMHC [ppm] Span reference value O2 [%] Span reference value PN [#] Span reference value CO [ppm] 18 000 Span reference value CO2 [%] 15 Span reference value NO [ppm] 4 000 Span Reference Value NO2 [ppm] 550 (³) (³) (³) (³) (³) (³) Pre-test zero response THC [ppm] Pre-test zero response CH4 [ppm] Pre-test zero response NMHC [ppm] Pre-test zero response O2 [%] Pre-test zero response PN [#] Pre-test zero response CO [ppm] 0 Pre-test zero response CO2 [%] 0 Pre-test zero response NO [ppm] 0,03 Pre-test zero response NO2 [ppm] – 0,06 Pre-test span response THC [ppm] Pre-test span response CH4 [ppm] Pre-test span response NMHC [ppm] Pre-test span response O2 [%] Pre-test span response PN [#] Pre-test span response CO [ppm] 18 008 Pre-test span response CO2 [%] 14,8 Pre-test span response NO [ppm] 4 000 Pre-test span response NO2 [ppm] 549 Post-test zero response THC [ppm] Post-test zero response CH4 [ppm] Post-test zero response NMHC [ppm] Post-test zero response O2 [%] Post-test zero response PN [#] Post-test zero response CO [ppm] 0 Post-test zero response CO2 [%] 0 Post-test zero response NO [ppm] 0,11 Post-test zero response NO2 [ppm] 0,12 Post-test span response THC [ppm] Post-test span response CH4 [ppm] Post-test span response NMHC [ppm] Post-test span response O2 [%] Post-test span response PN [#] Post-test span response CO [ppm] 18 010 Post-test span response CO2 [%] 14,55 Post-test span response NO [ppm] 4 505 Post-test span response NO2 [ppm] 544 PEMS validation - results THC [mg/km] PEMS validation - results CH4 [mg/km] PEMS validation - results NMHC [mg/km] PEMS validation - results PN [#/km] PEMS validation - results CO [mg/km] 56,0 PEMS validation - results CO2 [g/km] 2,2 PEMS validation - results NOX [mg/km] 11,5 PEMS validation - results THC [% of the laboratory reference] PEMS validation - results CH4 [% of the laboratory reference] PEMS validation - results NMHC [% of the laboratory reference] PEMS validation - results PN [% of the PMP system] PEMS validation - results CO [% of the laboratory reference] 2,0 PEMS validation - results CO2 [% of the laboratory reference] 3,5 PEMS validation - results NOX [% of the laboratory reference] 4,2 PEMS validation - results NO [mg/km] PEMS validation - results NO2 [mg/km] PEMS validation - results NO [% of the laboratory reference] PEMS validation - results NO2 [% of the laboratory reference] NOx margin [value] 0,43 PN margin [value] 0,5 CO margin [value] Ki used [none/additive/multiplicative] none Ki factor/ Ki offset [value] (⁴) (¹)Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial payload. (²)Mandatory if the exhaust mass flow rate is determined by an EFM. (³)If required, additional information may be added here. (⁴)Additional parameters may be added to characterise and label the test. (²)  Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used. The body of the data exchange file is composed of a 3-line header corresponding to lines 198, 199, and 200 (Table 2, transposed) and the actual values recorded during the trip, to be included from line 201 onward until the end of data. Left column of Table 2 corresponds to line 198 of the data exchange file (fixed format). Central column of Table 2 corresponds to line 199 of the data exchange file (fixed format). Right column of Table 2 corresponds to line 200 of the data exchange file (fixed format). Table 2 Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the data exchange file Time trip [s] Vehicle speed (¹) Sensor [km/h] Vehicle speed (¹) GPS [km/h] Vehicle speed (¹) ECU [km/h] Latitude GPS [deg:min:s] Longitude GPS [deg:min:s] Altitude (¹) GPS [m] Altitude (¹) Sensor [m] Ambient pressure Sensor [kPa] Ambient temperature Sensor [K] Ambient humidity Sensor [g/kg] THC concentration Analyser [ppm] CH4 concentration Analyser [ppm] NMHC concentration Analyser [ppm] CO concentration Analyser [ppm] CO2 concentration Analyser [ppm] NOX concentration Analyser [ppm] NO concentration Analyser [ppm] NO2 concentration Analyser [ppm] O2 concentration Analyser [ppm] PN concentration Analyser [#/m³] Exhaust mass flow rate EFM [kg/s] Exhaust temperature in the EFM EFM [K] Exhaust mass flow rate Sensor [kg/s] Exhaust mass flow rate ECU [kg/s] THC mass Analyser [g/s] CH4 mass Analyser [g/s] NMHC mass Analyser [g/s] CO mass Analyser [g/s] CO2 mass Analyser [g/s] NOX mass Analyser [g/s] NO mass Analyser [g/s] NO2 mass Analyser [g/s] O2 mass Analyser [g/s] PN Analyser [#/s] Gas measurement active PEMS [active (1); inactive (0); error (> 1)] Engine speed ECU [rpm] Engine torque ECU [Nm] Torque at driven axle Sensor [Nm] Wheel rotational speed Sensor [rad/s] Fuel rate ECU [g/s] Engine fuel flow ECU [g/s] Engine intake air flow ECU [g/s] Engine Coolant temperature ECU [K] Engine Oil temperature ECU [K] Regeneration status ECU — Pedal position ECU [%] Vehicle status ECU [error (1); normal (0)] Percent torque ECU [%] Per cent friction torque ECU [%] State of charge ECU [%] Relative ambient humidity Sensor [%] (²) (¹)To be determined by at least one method (²)Additional parameters may be added to characterise vehicle and test conditions. Left column in Table 3 is the parameter to be reported (fixed format). Central column in Table 3 is the description and or unit (fixed format). If a parameter can be described with an element of a pre-defined list from the central column, then the parameter shall be described using the predefined nomenclature. Right column in Table 3 is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. 4.2.   Intermediate and final results 4.2.1.   Intermediate results Table 3 Reporting file #1 - Summary parameters of intermediate results Total trip distance [km] 90,9 Total trip duration [h:min:s] 01:37:03 Total stop time [min:s] 09:02 Trip average speed [km/h] 56,2 Trip maximum speed [km/h] 142,8 Average THC emissions [ppm] Average CH4 emissions [ppm] Average NMHC emissions [ppm] Average CO emissions [ppm] 15,6 Average CO2 emissions [ppm] 119 969,1 Average NOX emissions [ppm] 6,3 Average PN emissions [#/m³] Average exhaust mass flow rate [kg/s] 0,010 Average exhaust temperature [K] 368,6 Maximum exhaust temperature [K] 486,7 Cumulated THC mass [g] Cumulated CH4 mass [g] Cumulated NMHC mass [g] Cumulated CO mass [g] 0,69 Cumulated CO2 mass [g] 12 029,53 Cumulated NOX mass [g] 0,71 Cumulated PN [#] Total trip THC emissions [mg/km] Total trip CH4 emissions [mg/km] Total trip NMHC emissions [mg/km] Total trip CO emissions [mg/km] 7,68 Total trip CO2 emissions [g/km] 132,39 Total trip NOX emissions [mg/km] 7,98 Total trip PN emissions [#/km] Distance urban part [km] 34,7 Duration urban part [h:min:s] 01:01:42 Stop time urban part [min:s] 09:02 Average speed urban part [km/h] 33,8 Maximum speed urban part [km/h] 59,9 Average urban THC concentration [ppm] Average urban CH4 concentration [ppm] Average urban NMHC concentration [ppm] Average urban CO concentration [ppm] 23,8 Average urban CO2 concentration [ppm] 115 968,4 Average urban NOX concentration [ppm] 7,5 Average urban PN concentration [#/m³] Average urban exhaust mass flow rate [kg/s] 0,007 Average urban exhaust temperature [K] 348,6 Maximum urban exhaust temperature [K] 435,4 Cumulated urban THC mass [g] Cumulated urban CH4 mass [g] Cumulated urban NMHC mass [g] Cumulated urban CO mass [g] 0,64 Cumulated urban CO2 mass [g] 5 241,29 Cumulated urban NOX mass [g] 0,45 Cumulated urban PN [#] Urban THC emissions [mg/km] Urban CH4 emissions [mg/km] Urban NMHC emissions [mg/km] Urban CO emissions [mg/km] 18,54 Urban CO2 emissions [g/km] 150,64 Urban NOX emissions [mg/km] 13,18 Urban PN emissions [#/km] Distance rural part [km] 30,0 Duration rural part [h:min:s] 00:22:28 Stop time rural part [min:s] 00:00 Average speed rural part [km/h] 80,2 Maximum speed rural part [km/h] 89,8 Average rural THC concentration [ppm] Average rural CH4 concentration [ppm] Average rural NMHC concentration [ppm] Average rural CO concentration [ppm] 0,8 Average rural CO2 concentration [ppm] 126 868,9 Average rural NOX concentration [ppm] 4,8 Average rural PN concentration [#/m³] Average rural exhaust mass flow rate [kg/s] 0,013 Average rural exhaust temperature [K] 383,8 Maximum rural exhaust temperature [K] 450,2 Cumulated rural THC mass [g] Cumulated rural CH4 mass [g] Cumulated rural NMHC mass [g] Cumulated rural CO mass [g] 0,01 Cumulated rural CO2 mass [g] 3 500,77 Cumulated rural NOX mass [g] 0,17 Cumulated rural PN [#] Rural THC emissions [mg/km] Rural CH4 emissions [mg/km] Rural NMHC emissions [mg/km] Rural CO emissions [mg/km] 0,25 Rural CO2 emissions [g/km] 116,44 Rural NOX emissions [mg/km] 5,78 Rural PN emissions [#/km] Distance motorway part [km] 26,1 Duration motorway part [h:min:s] 00:12:53 Stop time motorway part [min:s] 00:00 Average speed motorway part [km/h] 121,3 Maximum speed motorway part [km/h] 142,8 Average motorway THC concentration [ppm] Average motorway CH4 concentration [ppm] Average motorway NMHC concentration [ppm] Average motorway CO concentration [ppm] 2,45 Average motorway CO2 concentration [ppm] 127 096,5 Average motorway NOX concentration [ppm] 2,48 Average motorway PN concentration [#/m³] Average motorway exhaust mass flow rate [kg/s] 0,022 Average motorway exhaust temperature [K] 437,9 Maximum motorway exhaust temperature [K] 486,7 Cumulated motorway THC mass [g] Cumulated motorway CH4 mass [g] Cumulated motorway NMHC mass [g] Cumulated motorway CO mass [g] 0,04 Cumulated motorway CO2 mass [g] 3 287,47 Cumulated motorway NOX mass [g] 0,09 Cumulated motorway PN [#] Motorway THC emissions [mg/km] Motorway CH4 emissions [mg/km] Motorway NMHC emissions [mg/km] Motorway CO emissions [mg/km] 1,76 Motorway CO2 emissions [g/km] 126,20 Motorway NOX emissions [mg/km] 3,29 Motorway PN emissions [#/km] Altitude at start point of the trip [m above sea level] 123,0 Altitude at end point of the trip [m above sea level] 154,1 Cumulative elevation gain during the trip [m/100 km] 834,1 Cumulative urban elevation gain [m/100 km] 760,9 Urban datasets with acceleration values > 0,1 m/s² [number] 845 (v · apos)95 urban [m²/s³] 9,03 RPAurban [m/s²] 0,18 Rural datasets with acceleration values > 0,1 m/s² [number] 543 (v · apos)95 rural [m²/s³] 9,60 RPArural [m/s²] 0,07 Motorway datasets with acceleration values > 0,1 m/s² [number] 268 (v · apos)95 motorway [m²/s³] 5,32 RPAmotorway [m/s²] 0,03 Cold start distance [km] 2,3 Cold start duration [h:min:s] 00:05:00 Cold start stop time [min:s] 60 Cold start average speed [km/h] 28,5 Cold start maximum speed [km/h] 55,0 Urban distance driven with ICE on [km] 34,8 Speed signal used [GPS/ECU/sensor] GPS T4253H-Filter used [yes/no] no Duration of longest stop period [s] 54 urban stops > 10 seconds [number] 12 Idling time after 1st ignition [s] 7 Motorway speed share > 145 km/h [%] 0,1 Maximum altitude during the trip [m] 215 Maximum ambient temperature [K] 293,2 Minimum ambient temperature [K] 285,7 Trip done totally or partially in altitude extended conditions [yes/no] no Trip done totally or partially in ambient temperature extended conditions [yes/no] no Average NO emissions [ppm] 3,2 Average NO2 emissions [ppm] 2,1 Cumulated NO mass [g] 0,23 Cumulated NO2 mass [g] 0,09 Total trip NO emissions [mg/km] 5,90 Total trip NO2 emissions [mg/km] 2,01 Average urban NO concentration [ppm] 7,6 Average urban NO2 concentration [ppm] 1,2 Cumulated urban NO mass [g] 0,33 Cumulated urban NO2 mass [g] 0,12 Urban NO emissions [mg/km] 11,12 Urban NO2 emissions [mg/km] 2,12 Average rural NO concentration [ppm] 3,8 Average rural NO2 concentration [ppm] 1,8 Cumulated rural NO mass [g] 0,33 Cumulated rural NO2 mass [g] 0,12 Rural NO emissions [mg/km] 11,12 Rural NO2 emissions [mg/km] 2,12 Average motorway NO concentration [ppm] 2,2 Average motorway NO2 concentration [ppm] 0,4 Cumulated motorway NO mass [g] 0,33 Cumulated motorway NO2 mass [g] 0,12 Motorway NO emissions [mg/km] 11,12 Motorway NO2 emissions [mg/km] 2,21 TEST ID [code] TEST_01_Veh01 Test date [dd.mm.yyyy] 13.10.2016 Organisation supervising the test [name of the organization] Dummy (¹) (¹)Parameters may be added to characterize additional elements of the trip. 4.2.2.   Results of the data evaluation In Table 4, from lines 1 to 497, the left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. Table 4 Header of reporting file #2 - Calculation settings of the data evaluation method in accordance with Appendix 5 and Appendix 6 Reference CO2 mass [g] 1 529,48 Coefficient a1 of the CO2 characteristic curve — – 1,99 Coefficient b1 of the CO2 characteristic curve — 238,07 Coefficient a2 of the CO2 characteristic curve — 0,49 Coefficient b2 of the CO2 characteristic curve — 97,02 [reserved] — [reserved] — [reserved] — [reserved] — [reserved] — Calculation software and version — EMROAD V.5.90 B5 Primary upper tolerance tol1+ [%][% URB/ % RUR/ % MOT] 45/40/40 Primary lower tolerance tol1– [%] 25 IC(t) [ICE ratio on total trip] 1 dICE(t) [km on ICE on total trip] 88 dEV(t) [km on electric on total trip] 0 mCO2_WLTP_CS(t) [kg of CO2 emitted over the WLTP for an OVC-HEV tested on its charge sustaining mode] MCO2_WLTP(t) [distance-specific CO2 emitted over the WLTP g/km] 154 MCO2_WLTP_CS(t) [distance-specific CO2 for an OVC-HEV emitted over the WLTP tested on its charge sustaining mode g/km] MCO2_RDE(t) [distance-specific mass of CO2 [g/km], emitted over the total RDE trip] 122,4 MCO2_RDE(u) [distance-specific mass of CO2 [g/km], emitted over the urban RDE trip] 135,8 r(t) [ratio between the CO2 emissions measured during the RDE test and the WLTP test] 1,15 rOVC-HEV(t) [ratio between the CO2 emissions measured during the total RDE test and the total WLTP for an OVC-HEV] RF(t) [result evaluation factor calculated for the total RDE trip] 1 RFL1 [first parameter of the function used to calculate the result evaluation factor] 1,2 RFL2 [second parameter of the function used to calculate the result evaluation factor] 1,25 IC(u) [ICE ratio on urban trip] 1 dICE(u) [km on ICE on urban trip] 25 dEV(u) [km on electric on urban trip] 0 r(u) [ratio between the CO2 emissions measured during the urban part of the RDE test and the WLTP test phases 1 + 2] 1,26 rOVC-HEV(u) [ratio between the CO2 emissions measured during the urban part of the RDE test and the total WLTP for an OVC-HEV] RF(u) [result evaluation factor calculated for the urban RDE trip] 0,793651 TEST ID [code] TEST_01_Veh01 Test date [dd.mm.yyyy] 13.10.2016 Organisation supervising the test [name of the organization] Dummy (¹) (¹)Parameters may be added until line 95 to characterize additional calculation settings. Table 5a starts from lines 101 of the data reporting file #2. The left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. Table 5a Header of reporting file #2 – Results of the data evaluation method in accordance with Appendix 5 Number of windows — 4 265 Number of urban windows — 1 551 Number of rural windows — 1 803 Number of motorway windows — 910 [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Number of windows within tol1 — 4 219 Number of urban windows within tol1 — 1 535 Number of rural windows within tol1 — 1 774 Number of motorway windows within tol1 — 910 [reserved] — — [reserved] — — [reserved] — — [reserved] — — Share of urban windows within tol1 [%] 99,0 Share of rural windows within tol1 [%] 98,4 Share of motorway windows within tol1 [%] 100,0 Share of urban windows within tol1 greater than 50 % [1 = Yes; 0 = No] 1 Share of rural windows within tol1 greater than 50 % [1 = Yes; 0 = No] 1 Share of motorway windows within tol1 greater than 50 % [1 = Yes; 0 = No] 1 [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — (¹) (¹)Additional parameters may be added until line 195. Table 5b starts from lines 201 of the data reporting file #2. The left column is the parameter to be reported (fixed format), the central column is the description and or unit (fixed format), and the right column is where the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill in the reported content. The order of the columns and lines must be respected. Table 5b Header of reporting file #2 – Final emission results in accordance with Appendix 6 Total trip - THC emissions [mg/km] Total trip - CH4 emissions [mg/km] Total trip - NMHC emissions [mg/km] Total trip - CO emissions [mg/km] Total trip - NOX emissions [mg/km] 6,73 Total trip - PN emissions [#/km] 1,15 × 10¹¹ Total trip - CO2 emissions [g/km] Total trip - NO emissions [mg/km] 4,73 Total trip - NO2 emissions [mg/km] 2 Urban trip - THC emissions [mg/km] Urban trip - CH4 emissions [mg/km] Urban trip - NMHC emissions [mg/km] Urban trip - CO emissions [mg/km] Urban trip - NOX emissions [mg/km] 8,13 Urban trip - PN emissions [#/km] 0,85 × 10¹¹ Urban trip - CO2 emissions [g/km] Urban trip - NO emissions [mg/km] 6,41 Urban trip - NO2 emissions [mg/km] 2,5 (¹) (¹)Additional parameters may be added. The body of the reporting file #2 is composed by a 3-line header corresponding to lines 498, 499, and 500 (Table 6, transposed) and the actual values describing the Moving Average Windows as calculated in accordance with Appendix 5 shall be included from line 501 onward until the end of data. Left column of Table 6 corresponds to line 498 of the reporting file #2 (fixed format). Central column of Table 6 corresponds to line 499 of the reporting file #2 (fixed format). Right column of Table 6 corresponds to line 500 of the reporting file #2 (fixed format). Table 6 Body of reporting file #2 - Detailed results of the data evaluation method in accordance with Appendix 5; the rows and columns of this table shall be transposed in the body of the data reporting file* Window Start Time

[s] Window End Time

[s] Window Duration

[s] Window Distance Source (1 = GPS; 2 = ECU; 3 = Sensor) [km] [reserved] — — [reserved] — — [reserved] — — [reserved] — — Window CO2 emissions

[g]

[reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Window CO2 emissions

[g/km] [reserved] — — [reserved] — — [reserved] — — [reserved] — — [reserved] — — Window distance to CO2 characteristic curve h_j

[%]

[reserved]

[-] Window Average Vehicle Speed Source (1 = GPS; 2 = ECU; 3 = Sensor) [km/h] (¹) (¹)Additional parameters may be added to characterise window characteristics.’ (e) the following Point 4.4 is added: ‘4.4   Visual supporting material of the PEMS installation It is necessary to document with visual material (photographs and/or videos) the installation of the PEMS on every tested vehicle. The pictures should be in quantity and quality enough to identify the vehicle and to assess if the installation of the PEMS main unit, the EFM, the GPS antenna, and the weather station follow the instrument manufacturers recommendations and the general good practices of PEMS testing.’;

(37) Appendix 9 is replaced by the following: ‘Appendix 9 Manufacturer's certificate of compliance Manufacturer's certificate of compliance with the Real Driving Emissions requirements (Manufacturer): … (Address of the Manufacturer): … Certifies that The vehicle types listed in the attachment to this Certificate comply with the requirements laid down in point 2.1 of Annex IIIA to Regulation (EU) 2017/1151 relating to real driving emissions for all possible RDE tests, which are in accordance to the requirements of this Annex. Done at [… (Place)] On [… (Date)] … (Stamp and signature of the manufacturer's representative) Annex: — List of vehicle types to which this certificate applies — List of the declared maximum RDE values for each vehicle type expressed as mg/km or particle numbers/km as appropriate, without the inclusion of the margin specified in point 2.1.1 of Annex IIIA.’

ANNEX IV

‘ANNEX VI

DETERMINATION OF EVAPORATIVE EMISSIONS

(TYPE 4 TEST)

1. Introduction

This Annex provides the method to determine the levels of evaporative emission from light-duty vehicles in a repeatable and reproducible manner designed to be representative of real world vehicle operation.

2. Reserved

For the purposes of this Annex, the following definitions shall apply:

3.1.   Test equipment

3.1.1. “Accuracy” means the difference between a measured value and a reference value, traceable to a national standard and describes the correctness of a result.

3.1.2. “Calibration” means the process of setting a measurement system's response so that its output agrees with a range of reference signals.

3.2.   Hybrid electric vehicles

3.2.1. “Charge-depleting operating condition” means an operating condition in which the energy stored in the Rechargeable Electric Energy Storage System (REESS) may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation.

3.2.2. “Charge-sustaining operating condition” means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven.

3.2.3. “Not off-vehicle charging hybrid electric vehicle” (NOVC-HEV) means a hybrid electric vehicle that cannot be charged from an external source.

3.2.4. “Off-vehicle charging hybrid electric vehicle” (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source.

3.2.5. “Hybrid electric vehicle” (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric machine.

3.2.6. “Hybrid vehicle” (HV) means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems.

3.3.   Evaporative emission

3.3.1. “Fuel tank system” means the devices which allow storing the fuel, comprising the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or on the fuel tank.

3.3.2. “Fuel system” means the components which store or transport fuel on board the vehicle and comprise the fuel tank system, all fuel and vapour lines, any non-tank mounted fuel pumps and the activated carbon canister.

3.3.3. “Butane working capacity” (BWC) means the mass of butane which a canister can adsorb.

3.3.4. “BWC300” means the butane working capacity after 300 cycles of fuel ageing cycles experienced.

3.3.5. “Permeability Factor” (PF) means the factor determined from hydrocarbon losses over a period of time and used to determine the final evaporative emissions.

3.3.6. “Monolayer non-metal tank” means a fuel tank constructed with a single layer of non-metal material including fluorinated/sulfonated materials.

3.3.7. “Multilayer tank” means a fuel tank constructed with at least two different layered materials, one of which is a hydrocarbon barrier material.

3.3.8. “Sealed fuel tank system” means a fuel tank system where the fuel vapours do not vent during parking over the 24-hour diurnal cycle defined in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 when performed with a reference fuel defined in Section A.1 of Annex IX to this Regulation.

3.3.9. “Evaporative emissions” means in the context of this Regulation the hydrocarbon vapours lost from the fuel system of a motor vehicle during parking and immediately before refuelling of a sealed fuel tank.

3.3.10. “Mono-fuel gas vehicle” means a mono-fuel vehicle that runs primarily on liquefied petroleum gas, natural gas/biomethane, or hydrogen but may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain more than 15 litres of petrol.

3.3.11. “Depressurisation puff loss” means hydrocarbons venting from a sealed fuel tank system pressure relief exclusively through the vapour storage unit allowed by the system.

3.3.12. “Depressurisation puff loss overflow” are the depressurisation puff loss hydrocarbons that pass through the vapour storage unit during depressurisation.

3.3.13. “Fuel tank relief pressure” is the minimum pressure value at which the sealed fuel tank system starts venting in response only to pressure inside the tank.

3.3.14. “Auxiliary canister” is the canister used to measure depressurisation puff loss overflow.

3.3.15. “2 gram breakthrough” shall be considered accomplished when the cumulative quantity of hydrocarbons emitted from the activated carbon canister equals 2 grams.

4. Abbreviations

BWC	Butane working capacity
PF	Permeability factor
APF	Assigned permeability factor
OVC-HEV	Off-vehicle charging hybrid electric vehicle
NOVC-HEV	Not off-vehicle charging hybrid electric vehicle
WLTC	Worldwide light-duty test cycle
REESS	Rechargeable electric energy storage system

5.2. The test vehicle shall be selected in accordance with paragraph 5.5.2.

5.6. The approval authority shall not grant type approval if the information provided is insufficient to demonstrate that the evaporative emissions are effectively limited during the normal use of the vehicle.

6.1.   Limit values

The limit value shall be that specified in Table 3 of Annex I to Regulation (EC) No 715/2007.

Appendix 1

Type 4 test procedures and test conditions

This Annex describes the procedure for the Type 4 test which determines the evaporative emission of vehicles.

2.1. The procedure includes the evaporative emissions test and two additional tests, one for the ageing of carbon canisters, as described in paragraph 5.1. of this Appendix, and one for the permeability of the fuel tank system, as described in paragraph 5.2. of this Appendix. The evaporative emissions test (Figure VI.4) determines hydrocarbon evaporative emissions as a consequence of diurnal temperature fluctuations and hot soaks during parking.

2.2. In the case that the fuel system contains more than one carbon canister, all references to the term “canister” in this Annex shall apply to each canister.

3. Vehicle

The vehicle shall be in good mechanical condition and have been run-in and driven at least 3 000 km before the test. For the purpose of the determination of evaporative emissions, the mileage and the age of the vehicle used for certification shall be included in all relevant test reports. The evaporative emission control system shall be connected and functioning correctly during the run-in period. A carbon canister aged in accordance with the procedure described in paragraph 5.1. of this Appendix shall be used.

4. Test equipment

4.1.   Chassis dynamometer

The chassis dynamometer shall meet the requirements of paragraph 2. of Sub-Annex 5 of Annex XXI.

4.2.   Evaporative emission measurement enclosure

The evaporative emission measurement enclosure shall meet the requirements of paragraph 4.2. of Annex 7 of UN/ECE Regulation No 83.

4.3.   Analytical systems

The analytical systems shall meet the requirements of paragraph 4.3. of Annex 7 of UN/ECE Regulation No 83. Continuous measuring of hydrocarbons is not mandatory unless the fixed volume type enclosure is used.

4.4.   Temperature recording system

The temperature recording shall meet the requirements of paragraph 4.5. of Annex 7 of UN/ECE Regulation No 83.

4.5.   Pressure recording system

The pressure recording shall meet the requirements of paragraph 4.6. of Annex 7 of UN/ECE Regulation No 83, except that the accuracy and resolution of the pressure recording system defined in paragraph 4.6.2. of Annex 7 of UN/ECE Regulation No 83 shall be:

(a) Accuracy: ± 0,3 kPa

(b) Resolution: 0,025 kPa

4.6.   Fans

The fans shall meet the requirements of paragraph 4.7. of Annex 7 of UN/ECE Regulation No 83, except that the capacity of the blowers shall be 0,1 to 0,5 m³/sec instead of 0,1 to 0,5 m³/min.

4.7.   Calibration gases

The gases shall meet the requirements of paragraph 4.8. of Annex 7 of UN/ECE Regulation No 83.

4.8.   Additional Equipment

The additional equipment shall meet the requirements of paragraph 4.9. of Annex 7 of UN/ECE Regulation No 83.

4.9.   Auxiliary canister

The auxiliary canister should be identical to the main canister but not necessarily aged. The connection tube to the vehicle canister shall be as short as possible. The auxiliary canister shall be fully-purged with dry air prior to loading.

4.10.   Canister weighing scale

The canister weighing scale shall have an accuracy of ±0,02 g.

5. Procedure for canister bench ageing and PF determination

5.1.   Canister bench ageing

Before performing the hot soak and diurnal losses sequences, the canister shall be aged in accordance with the procedure described in Figure VI.1.

5.1.1.   Ageing through exposure to temperature cycling

The canister shall be cycled between temperatures from – 15 °C to 60 °C in a dedicated temperature enclosure with 30 minutes of stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 minutes (see Figure VI.2).

The temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the canister.

The cycle shall be repeated 50 times consecutively. In total, this procedure lasts 175 hours.

5.1.2.   Ageing through exposure to vibration

Following the temperature ageing procedure, the canister shall be shaken vertically with the canister mounted as per its orientation in the vehicle with an overall Grms > 1,5 m/sec² with a frequency of 30 ± 10 Hz. The test shall last 12 hours.

5.1.3.   Ageing through exposure to fuel vapour and determining BWC300

5.1.3.2. If an aged canister is provided by a supplier, the manufacturer shall inform the approval authority in advance of the ageing process to enable the witnessing of any part of that process in the supplier's facilities.

5.1.3.3. The manufacturer shall provide the approval authority a test report including at least the following elements:

5.2.   Determination of the PF of the fuel tank system (see Figure VI.3)

5.2.1. The fuel tank system representative of a family shall be selected and mounted on a rig in a similar orientation as in the vehicle. The tank shall be filled to 40 ± 2 per cent of its nominal capacity with reference fuel at a temperature of 18 °C ± 2 °C. The rig with the fuel tank system shall be placed in a room with a controlled temperature of 40 °C ± 2 °C for 3 weeks.

5.2.2. At the end of the third week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal procedure shall be performed over the first 24-hour period of the procedure described in paragraph 6.5.9. of this Appendix. The fuel vapour in the tank shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be included in all relevant test reports as HC3W.

5.2.3. The rig with the fuel tank system shall be placed again in a room with a controlled temperature of 40 °C ± 2 °C for the remaining 17 weeks.

5.2.4. At the end of the seventeenth week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity. Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal procedure shall be performed over a first period of 24 hours of the procedure described in accordance with paragraph 6.5.9. of this Appendix. The fuel tank system shall be vented to the outside of the enclosure to eliminate the possibility of the tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall be included in all relevant test reports in this case as HC20W.

5.2.5. The PF is the difference between HC20W and HC3W in g/24h calculated to 3 significant digits using the following equation:

PF = HC20w – HC3W

5.2.6. If the PF is determined by a supplier, the vehicle manufacturer shall inform the approval authority in advance of the determination to allow witness check in the supplier's facility.

5.2.7. The manufacturer shall provide the approval authority with a test report containing at least the following:

5.2.8. As an alternative to paragraphs 5.2.1. to 5.2.7. of this Appendix, a manufacturer using multilayer tanks or metal tanks may choose to use an Assigned Permeability Factor (APF) instead of performing the complete measurement procedure mentioned above: APF multilayer/metal tank = 120 mg /24 h Where the manufacturer chooses to use an APF, the manufacturer shall provide the approval authority with a declaration in which the type of tank is clearly specified as well as a declaration of the type of materials used.