LegalizeCommission Regulation (EU) 2018/1832 of 5 November 2018 amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type approval tests and procedures for light passenger and commercial vehicles, including those for in-service conformity and real-driving emissions and introducing devices for monitoring the consumption of fuel and electric energy (Text with EEA relevance.)
The following data are required and calculations shall be performed in order to determine the gears to be used when driving the cycle on a chassis dynamometer: (a) Prated, the maximum rated engine power as declared by the manufacturer, kW; (b) nrated, the rated engine speed declared by the manufacturer as the engine speed at which the engine develops its maximum power, min– 1; (c) nidle, idling speed, min– 1. nidle shall be measured over a period of at least 1 minute at a sampling rate of at least 1 Hz with the engine running in warm condition, the gear lever placed in neutral, and the clutch engaged. The conditions for temperature, peripheral and auxiliary devices, etc. shall be the same as described in Sub-Annex 6 for the Type 1 test. The value to be used in this Sub-Annex shall be the arithmetic average over the measuring period, rounded or truncated to the nearest 10 min– 1; (d) ng, the number of forward gears. The forward gears in the transmission range designed for normal on-road operation shall be numbered in descending order of the ratio between engine speed in min– 1 and vehicle speed in km/h. Gear 1 is the gear with the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears; (e) (n/v)i, the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i to ngmax, min– 1/(km/h). (n/v)i shall be calculated using the equations in paragraph 8. of Sub-Annex 7; (f) f0, f1, f2, road load coefficients selected for testing, N, N/(km/h), and N/(km/h)2 respectively; (g) nmax nmax1 = n95_high, the maximum engine speed where 95 per cent of rated power is reached, min– 1; If n95_high cannot be determined because the engine speed is limited to a lower value nlim for all gears and the corresponding full load power is higher than 95 per cent of rated power, n95_high shall be set to nlim. nmax2 = (n/v)(ngmax) × vmax,cycle nmax3 = (n/v)(ngmax) × vmax,vehicle where: ngvmax is defined in paragraph 2.(i); vmax,cycle is the maximum speed of the vehicle speed trace in accordance with Sub-Annex 1, km/h; vmax,vehicle is the maximum speed of the vehicle in accordance with paragraph 2.(i), km/h; (n/v)(ngvmax) is the ratio obtained by dividing engine speed n by the vehicle speed v for the gear ngvmax, min– 1/(km/h); nmax is the maximum of nmax1, nmax2 and nmax3, min– 1. (h) Pwot(n), the full load power curve over the engine speed range The power curve shall consist of a sufficient number of data sets (n, Pwot) so that the calculation of interim points between consecutive data sets can be performed by linear interpolation. Deviation of the linear interpolation from the full load power curve in accordance with Annex XX shall not exceed 2 per cent. The first data set shall be at nmin_drive_set (see point (k)(3)) or lower. The last data set shall be at nmax or higher engine speed. Data sets need not be spaced equally but all data sets shall be reported. The data sets and the values Prated and nrated shall be taken from the power curve as declared by the manufacturer. The full load power at engine speeds not covered by Annex XX shall be determined in accordance with the method described in Annex XX; (i) Determination of ngvmax and vmax ngvmax, the gear in which the maximum vehicle speed is reached and shall be determined as follows: If vmax(ng) ≥ vmax(ng – 1) and vmax(ng – 1) ≥ vmax(ng – 2), then: ngvmax = ng and vmax = vmax(ng). If vmax(ng) < vmax(ng – 1) and vmax(ng – 1) ≥ vmax(ng – 2), then: ngvmax = ng – 1 and vmax = vmax(ng – 1), otherwise, ngvmax = ng -2 and vmax = vmax(ng – 2) where: vmax(ng) is the vehicle speed at which the required road load power equals the available power Pwot in gear ng (see Figure A2/1a). vmax(ng – 1) is the vehicle speed at which the required road load power equals the available power Pwot in the next lower gear (gear ng – 1). See Figure A2/1b. vmax(ng – 2) is the vehicle speed at which the required road load power equals the available power Pwot in the gear ng – 2. Vehicle speed values rounded to one place of decimal shall be used for the determination of vmax and ngvmax. The required road load power, kW, shall be calculated using the following equation: where: v is the vehicle speed specified above, km/h. The available power at vehicle speed vmax in gear ng, gear ng – 1 or gear ng – 2 may be determined from the full load power curve, Pwot(n), by using the following equations: nng = (n/v)ng × vmax(ng); nng – 1 = (n/v)ng – 1 × vmax(ng – 1); nng – 2 = (n/v)ng – 2 × vmax(ng – 2), and by reducing the power values of the full load power curve by 10 per cent. The method described above shall be extended to even lower gears, i.e. ng – 3, ng – 4, etc. if necessary. If, for the purpose of limiting maximum vehicle speed, the maximum engine speed is limited to nlim which is lower than the engine speed corresponding to the intersection of the road load power curve and the available power curve, then: ngvmax = ngmax and vmax = nlim / (n/v)(ngmax). Figure A2/1a An example where ngmax is the highest gear Figure A2/1b An example where ngmax is the 2nd highest gear (j) Exclusion of a crawler gear Gear 1 may be excluded at the request of the manufacturer if all of the following conditions are fulfilled: (1) The vehicle family is homologated to tow a trailer; (2) (n/v)1 × (vmax / n95_high) > 6,74; (3) (n/v)2 × (vmax / n95_high) > 3,85; (4) The vehicle, having a mass mt as defined in the equation below, is able to pull away from standstill within 4 seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of 5 minutes. mt = mr0 + 25 kg + (MC – mr0 – 25 kg) × 0,28 (factor 0,28 in the above equation shall be used for category N vehicles with a gross vehicle mass up to 3,5 tonnes and shall be replaced by factor 0,15 in the case of category M vehicles), where: vmax is the maximum vehicle speed as specified in paragraph 2. (i). Only the vmax value resulting from the intersection of the required road load power curve and the available power curve of the relevant gear shall be used for the conditions in (3) and (4) above. A vmax value resulting from a limitation of the engine speed which prevents this intersection of curves shall not be used; (n/v)(ngvmax) is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ngvmax, min– 1/(km/h); mr0 is the mass in running order, kg; MC is the gross train mass (gross vehicle mass + max. trailer mass), kg. In this case, gear 1 shall not be used when driving the cycle on a chassis dynamometer and the gears shall be renumbered starting with the second gear as gear 1. (k) Definition of nmin_drive nmin_drive is the minimum engine speed when the vehicle is in motion, min– 1; (1) For ngear = 1, nmin_drive = nidle, (2) For ngear = 2, (i) for transitions from first to second gear: nmin_drive = 1,15 × nidle, (ii) for decelerations to standstill: nmin_drive = nidle. (iii) for all other driving conditions: nmin_drive = 0,9 × nidle. (3) For ngear > 2, nmin_drive shall be determined by: nmin_drive = nidle + 0,125 ×( nrated – nidle ). This value shall be referred to as nmin_drive_set. The final results for nmin_drive shall be rounded to the nearest integer. Example:1 199,5 becomes 1 200 , 1 199,4 becomes 1 199 . Values higher than nmin_drive_set may be used for ngear > 2 if requested by the manufacturer. In this case, the manufacturer may specify one value for acceleration/constant speed phases (nmin_drive_up) and a different value for deceleration phases (nmin_drive_down). Samples which have acceleration values ≥ – 0,1389 m/s2 shall belong to the acceleration/constant speed phases. In addition, for an initial period of time (tstart_phase), the manufacturer may specify higher values (nmin_drive_start and/or nmin_drive_up_start) for the values nmin_drive and/or nmin_drive_up for ngear > 2 than specified above. The initial time period shall be specified by the manufacturer but shall not exceed the low speed phase of the cycle and shall end in a stop phase so that there is no change of nmin_drive within a short trip. All individually chosen nmin_drive values shall be equal to or higher than nmin_drive_set but shall not exceed (2 × nmin_drive_set). All individually chosen nmin_drive values and tstart_phase shall be included in all relevant test reports. Only nmin_drive_set shall be used as the lower limit for the full load power curve in accordance with paragraph 2(h). (l) TM, test mass of the vehicle, kg.
Calculations of required power, engine speeds, available power, and possible gear to be used
3.1. Calculation of required power For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be calculated using the following equation: where: Prequired,j is the required power at second j, kW; aj is the vehicle acceleration at second j, m/s2, and is calculated as follows: ; kr is a factor taking the inertial resistances of the drivetrain during acceleration into account and is set to 1,03. 3.2. Determination of engine speeds For any vj < 1 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to nidle. The gear lever shall be placed in neutral with the clutch engaged except 1 second before beginning an acceleration from standstill where first gear shall be selected with the clutch disengaged. For each vj ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ngmax, the engine speed, ni,j, shall be calculated using the following equation: ni,j = (n/v)i × vj The calculation shall be performed with floating point numbers, the results shall not be rounded. 3.3. Selection of possible gears with respect to engine speed The following gears may be selected for driving the speed trace at vj: (a) All gears i < ngvmax where nmin_drive ≤ ni,j ≤ nmax1; (b) All gears i ≥ ngvmax where nmin_drive ≤ ni,j ≤ nmax2; (c) Gear 1, if n1,j < nmin_drive. If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutch shall be disengaged. If aj ≥ 0 and ni,j < max(1,15 × nidle; min. engine speed of the Pwot(n) curve), ni,j shall be set to the maximum of 1,15 × nidle or (n/v)i × vj and the clutch shall be set to “undefined”. “undefined” covers any status of the clutch between disengaged and engaged, depending on the individual engine and transmission design. In this case the real engine speed may deviate from the calculated engine speed. 3.4. Calculation of available power The available power for each possible gear i and each vehicle speed value of the cycle trace vi shall be calculated using the following equation: Pavailable_i,j = Pwot (ni,j) × (1 – (SM + ASM)) where: Prated is the rated power, kW; Pwot is the power available at ni,j at full load condition from the full load power curve; SM is a safety margin accounting for the difference between the stationary full load condition power curve and the power available during transition conditions. SM is set to 10 per cent; ASM is an additional power safety margin which may be applied at the request of the manufacturer. When requested, the manufacturer shall provide the ASM values (in per cent reduction of the wot power) together with data sets for Pwot(n) as shown by the example in Table A2/1. Linear interpolation shall be used between consecutive data points. ASM is limited to 50 per cent. The application of an ASM requires the approval of the approval authority. Table A2/1 n Pwot SM per cent ASM per cent Pavailable min– 1 kW kW 700 6,3 10,0 20,0 4,4 1 000 15,7 10,0 20,0 11,0 1 500 32,3 10,0 15,0 24,2 1 800 56,6 10,0 10,0 45,3 1 900 59,7 10,0 5,0 50,8 2 000 62,9 10,0 0,0 56,6 3 000 94,3 10,0 0,0 84,9 4 000 125,7 10,0 0,0 113,2 5 000 157,2 10,0 0,0 141,5 5 700 179,2 10,0 0,0 161,3 5 800 180,1 10,0 0,0 162,1 6 000 174,7 10,0 0,0 157,3 6 200 169,0 10,0 0,0 152,1 6 400 164,3 10,0 0,0 147,8 6 600 156,4 10,0 0,0 140,8 3.5. Determination of possible gears to be used The possible gears to be used shall be determined by the following conditions: (a) The conditions of paragraph 3.3. are fulfilled, and (b) For ngear > 2, if Pavailable_i,j ≥ Prequired,j. The initial gear to be used for each second j of the cycle trace is the highest final possible gear, imax. When starting from standstill, only the first gear shall be used. The lowest final possible gear is imin.
Additional requirements for corrections and/or modifications of gear use
The initial gear selection shall be checked and modified in order to avoid too frequent gearshifts and to ensure driveability and practicality. An acceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1 km/h and with monotonic increase of vehicle speed. A deceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1 km/h and with monotonic decrease of vehicle speed. Corrections and/or modifications shall be made in accordance with the following requirements: (a) If a one step higher gear (n + 1) is required for only 1 second and the gears before and after are the same (n) or one of them is one step lower (n – 1), gear (n + 1) shall be corrected to gear n. Examples: Gear sequence i – 1, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1; Gear sequence i – 1, i, i – 2 shall be replaced by: i – 1, i – 1, i – 2; Gear sequence i – 2, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1. Gears used during accelerations at vehicle speeds ≥ 1 km/h shall be used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by 1, 1, 2, 2, 3, 3, 3). This requirement shall not be applied on downshifts during an acceleration phase. Such downshifts shall be corrected in accordance with paragraph 4(b). Gears shall not be skipped during acceleration phases. However an upshift by two gears is permitted at the transition from an acceleration phase to a constant speed phase if the duration of the constant speed phase exceeds 5 seconds. (b) If a downshift is required during an acceleration phase the gear which is required during this downshift is noted (iDS). The start point of a correction procedure is defined by either the last previous second when iDS was identified, or the start point of the acceleration phase if all time samples before have gears > iDS. The following check shall then be applied. Working backwards from the end of the acceleration phase, the latest occurrence of a 10 second window containing iDS for either 2 or more consecutive seconds, or 2 or more individual seconds shall be identified. The last usage of iDS in this window defines the end point of the correction procedure. Between the start and end of the correction period, all requirements for gears greater than iDS shall be corrected to a requirement of iDS. From the end of the correction period to the end of the acceleration phase, all downshifts with a duration of only one second shall be removed, if the downshift was a one step downshift. If the downshift was a two step downshift, all requirements for gears greater than or equal to iDS up to the latest occurrence of iDS shall be corrected to (iDS + 1). This final correction shall also be applied from the start point to the end of the acceleration phase, if no 10 second window containing iDS for either 2 or more consecutive seconds or 2 or more individual seconds was identified. Examples: (i) If the initially calculated gear use is: 2, 2, 3, [3, 4, 4, 4, 4, 3, 4, 4, 4, 4], 4, 4, 3, 4, 4, 4, the gear use shall be corrected to: 2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 4, 4, 4. (ii) If the initially calculated gear use is: 2, 2, 3, [3, 4, 4, 3, 4, 4, 4, 4, 4, 4], 4, 4, 4, 4, 3, 4, the gear use shall be corrected to: 2, 2, 3, 3, 3, 3, 3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4. (iii) If the initially calculated gear use is: 2, 2, 3, [3, 4, 4, 4, 4, 4, 4, 4, 4, 4], 4, 4, 4, 3, 3, 4, the gear use shall be corrected to: 2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 4. The first 10 second windows are indicated by square brackets in the examples above. The underlined gears (e.g. 3) indicate those cases which could lead to a correction of the gear before it. This correction shall not be performed for gear 1. (c) If gear i is used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is one step lower and the gear after this sequence is one or two steps lower than within this sequence or the gear prior to this sequence is two steps lower and the gear after this sequence is one step lower than within the sequence, the gear for the sequence shall be corrected to the maximum of the gears before and after the sequence. Examples: (i) Gear sequence i – 1, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1; Gear sequence i – 1, i, i – 2 shall be replaced by: i – 1, i – 1, i – 2; Gear sequence i – 2, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1. (ii) Gear sequence i – 1, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1; Gear sequence i – 1, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1. (iii) Gear sequence i – 1, i, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1; Gear sequence i – 1, i, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1, i – 1. (iv) Gear sequence i – 1, i, i, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 1; Gear sequence i – 1, i, i, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1, i – 1, i – 1. (v) Gear sequence i – 1, i, i, i, i, i, i – 1 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1. Gear sequence i – 1, i, i, i, i, i, i – 2 shall be replaced by: i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 2; Gear sequence i – 2, i, i, i, i, i, i – 1 shall be replaced by: i – 2, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1. In all cases (i) to (v), i – 1 ≥ imin shall be fulfilled. (d) No upshift to a higher gear at the transition from an acceleration or constant speed phase to a deceleration phase shall be performed if the gear in the phase following the deceleration phase is lower than the upshifted gear. Example: If vi ≤ vi + 1 and vi + 2 < vi + 1 and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 = 5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the gear for the phase following the deceleration phase is gear 4 or lower. For all following cycle trace points with gear 5 within the deceleration phase, the gear shall also be set to 4. If the gear following the deceleration phase is gear 5, an upshift shall be performed. If there is an upshift during the transition and the initial deceleration phase by 2 gears, an upshift by 1 gear shall be performed. No upshift to a higher gear shall be performed within a deceleration phase. (e) During a deceleration phase, gears with ngear > 2 shall be used as long as the engine speed does not drop below nmin_drive. Gear 2 shall be used during a deceleration phase within a short trip of the cycle (not at the end of a short trip) as long as the engine speed does not drop below (0,9 × nidle). If the engine speed drops below nidle, the clutch shall be disengaged. If the deceleration phase is the last part of a short trip shortly before a stop phase, the second gear shall be used as long as the engine speed does not drop below nidle. (f) If during a deceleration phase the duration of a gear sequence between two gear sequences of 3 seconds or more is only 1 second, it shall be replaced by gear 0 and the clutch shall be disengaged. If during a deceleration phase the duration of a gear sequence between two gear sequences of 3 seconds or more is 2 seconds, it shall be replaced by gear 0 for the 1st second and for the 2nd second with the gear that follows after the 2 second period. The clutch shall be disengaged for the 1st second. Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2. This requirement shall only be applied if the gear that follows after the 2 second period is > 0. If several gear sequences with durations of 1 or 2 seconds follow one another, corrections shall be performed as follows: A gear sequence i, i, i, i – 1, i – 1, i – 2 or i, i, i, i – 1, i – 2, i – 2 shall be changed to i, i, i, 0, i – 2, i – 2. A gear sequence such as i, i, i, i – 1, i – 2, i – 3 or i, i, i, i – 2, i – 2, i – 3 or other possible combinations shall be changed to i, i, i, 0, i – 3, i – 3. This change shall also be applied to gear sequences where the acceleration is ≥ 0 for the first 2 seconds and < 0 for the 3rd second or where the acceleration is ≥ 0 for the last 2 seconds. For extreme transmission designs, it is possible that gear sequences with durations of 1 or 2 seconds following one another may last up to 7 seconds. In such cases, the correction above shall be complemented by the following correction requirements in a second step: A gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall be changed to j, 0, i – 1, i – 1, i – 1, k, if gear (i – 1) is one or two steps below imax for second 3 of this sequence (one after gear 0). If gear (i – 1) is more than two steps below imax for second 3 of this sequence, a gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall be changed to j, 0, 0, k, k, k. A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) shall be changed to j, 0, i – 2, i – 2, i – 2, k, if gear (i – 2) is one or two steps below imax for second 3 of this sequence (one after gear 0). If gear (i – 2) is more than two steps below imax for second 3 of this sequence, a gear sequence j, 0, i, i, i – 2, k with j > (i + 1) and k ≤ (i – 2) shall be changed to j, 0, 0, k, k, k. In all cases specified above in this sub-paragraph, the clutch disengagement (gear 0) for 1 second is used in order to avoid too high engine speeds for this second. If this is not an issue and, if requested by the manufacturer, it is allowed to use the lower gear of the following second directly instead of gear 0 for downshifts of up to 3 steps. The use of this option shall be recorded. If the deceleration phase is the last part of a short trip shortly before a stop phase and the last gear > 0 before the stop phase is used only for a period of up to 2 seconds, gear 0 shall be used instead and the gear lever shall be placed in neutral and the clutch shall be engaged. Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0. A downshift to first gear is not permitted during those deceleration phases.
Paragraphs 4.(a) to 4.(f) shall be applied sequentially, scanning the complete cycle trace in each case. Since modifications to paragraphs 4.(a) to 4.(f) may create new gear use sequences, these new gear sequences shall be checked three times and modified if necessary.
In order to enable the assessment of the correctness of the calculation, the average gear for v ≥ 1 km/h, rounded to four places of decimal, shall be calculated and included in all relevant test reports.’
(29) Sub-Annex 4 is amended as follows: (a) point 2.4. is replaced by the following: ‘2.4.f0, f1, f2 are the road load coefficients of the road load equation F = f0 + f1 × v + f2 × v2 determined in accordance with this Sub-Annex. f0 is the constant road load coefficient and shall be rounded to one place of decimal, N; f1 is the first order road load coefficient and shall be rounded to three places of decimal, N/(km/h); f2 is the second order road load coefficient and shall be rounded to five places of decimal, N/(km/h)2. Unless otherwise stated, the road load coefficients shall be calculated with a least square regression analysis over the range of the reference speed points.’; (b) in point 2.5.3., the first paragraph below the title is replaced by the following: ‘If the vehicle is tested on a dynamometer in 4WD operation, the equivalent inertia mass of the chassis dynamometer shall be set to the applicable test mass.’ (c) the following point 2.6. is inserted: ‘2.6.Additional masses for setting the test mass shall be applied such that the weight distribution of that vehicle is approximately the same as that of the vehicle with its mass in running order. In the case of category N vehicles or passenger vehicles derived from category N vehicles, the additional masses shall be located in a representative manner and shall be justified to the approval authority upon their request. The weight distribution of the vehicle shall be included in all relevant test reports and shall be used for any subsequent road load determination testing.’; (d) points 3. and 3.1. are replaced by the following: ‘3. General requirements The manufacturer shall be responsible for the accuracy of the road load coefficients and shall ensure this for each production vehicle within the road load family. Tolerances within the road load determination, simulation and calculation methods shall not be used to underestimate the road load of production vehicles. At the request of the approval authority, the accuracy of the road load coefficients of an individual vehicle shall be demonstrated. 3.1. Overall measurement accuracy, precision, resolution and frequency The required overall measurement accuracy shall be as follows: (a) Vehicle speed accuracy: ± 0,2 km/h with a measurement frequency of at least 10 Hz; (b) Time: min. accuracy: ± 10 ms; min. precision and resolution:10 ms; (c) Wheel torque accuracy: ± 6 Nm or ± 0,5 per cent of the maximum measured total torque, whichever is greater, for the whole vehicle, with a measurement frequency of at least 10 Hz; (d) Wind speed accuracy: ± 0,3 m/s, with a measurement frequency of at least 1 Hz; (e) Wind direction accuracy: ± 3°, with a measurement frequency of at least 1 Hz; (f) Atmospheric temperature accuracy: ± 1 °C, with a measurement frequency of at least 0,1 Hz; (g) Atmospheric pressure accuracy: ± 0,3 kPa, with a measurement frequency of at least 0,1 Hz; (h) Vehicle mass measured on the same weighing scale before and after the test: ± 10 kg (± 20 kg for vehicles > 4 000 kg); (i) Tyre pressure accuracy: ± 5 kPa; (j) Wheel rotational speed accuracy: ± 0,05 s– 1 or 1 per cent, whichever is greater.’; (e) points 3.2.5., 3.2.6. and 3.2.7. are replaced by the following: ‘3.2.5. Rotating wheels To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at such a speed that the resulting vehicle velocity is within ± 3 km/h of the wind velocity. 3.2.6. Moving belt To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a moving belt extending from the front to the rear of the vehicle. The speed of the moving belt shall be within ± 3 km/h of the wind velocity. 3.2.7. Fluid flow angle At nine equally distributed points over the nozzle area, the root mean square deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the nozzle outlet shall not exceed 1°.’; (f) point 3.2.12. is replaced by the following: ‘3.2.12. Measurement precision The precision of the measured force shall be within ± 3 N.’; (g) points 4.1.1.1., 4.1.1.1.1. and 4.1.1.1.2. are replaced by the following: ‘4.1.1.1. Permissible wind conditions The maximum permissible wind conditions for road load determination are described in paragraphs 4.1.1.1.1. and 4.1.1.1.2. In order to determine the applicability of the type of anemometry to be used, the arithmetic average of the wind speed shall be determined by continuous wind speed measurement, using a recognized meteorological instrument, at a location and height above the road level alongside the test road where the most representative wind conditions will be experienced. If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track with an obligatory driving direction), wind speed and direction at each part of the test track shall be measured. In this case the higher measured arithmetic average wind speed determines the type of anemometry to be used and the lower arithmetic average wind speed the criterion for the allowance of waiving of a wind correction. 4.1.1.1.1. Permissible wind conditions when using stationary anemometry Stationary anemometry shall be used only when wind speeds over a period of 5 seconds average less than 5 m/s and peak wind speeds are less than 8 m/s for less than 2 seconds. In addition, the average vector component of the wind speed across the test road shall be less than 2 m/s during each valid run pair. Run pairs that do not meet the above criteria shall be excluded from the analysis. Any wind correction shall be calculated as given in paragraph 4.5.3. Wind correction may be waived when the lowest arithmetic average wind speed is 2 m/s or less. 4.1.1.1.2. Permissible wind conditions when using on-board anemometry For testing with an on-board anemometer, a device as described in paragraph 4.3.2. shall be used. The arithmetic average of the wind speed during each valid run pair over the test road shall be less than 7 m/s with peak wind speeds of less than 10 m/s for more than 2 seconds. In addition, the average vector component of the wind speed across the road shall be less than 4 m/s during each valid run pair. Run pairs that do not meet the above criteria shall be excluded from the analysis.’; (h) point 4.2.1.1. is replaced by the following: ‘4.2.1.1.Requirements for test vehicle selection’; (i) the following points 4.2.1.1.1. and 4.2.1.1.2. are inserted: ‘4.2.1.1.1. Without using the interpolation method A test vehicle (vehicle H) with the combination of road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the family (see paragraphs 5.6. and 5.7. of this Annex). If the aerodynamic influence of the different wheels within one interpolation family is not known, the selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic drag may be expected for wheels with (a) the largest width, (b) the largest diameter, and (c) the most open structure design (in that order of importance). The wheel selection shall be performed additional to the requirement of the highest cycle energy demand. 4.2.1.1.2. Using an interpolation method At the request of the manufacturer, an interpolation method may be applied. In this case, two test vehicles shall be selected from the family complying with the respective family requirement. Test vehicle H shall be the vehicle producing the higher, and preferably highest, cycle energy demand of that selection, test vehicle L the one producing the lower, and preferably lowest, cycle energy demand of that selection. All items of optional equipment and/or body shapes that are chosen not to be considered when applying the interpolation method shall be identical for both test vehicles H and L such that these items of optional equipment produce the highest combination of the cycle energy demand due to their road load relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance). In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment. As a guidance, the following minimum deltas between vehicles H and L should be fulfilled for that road load relevant characteristic: (i) mass at least 30 kg; (ii) rolling resistance at least 1,0 kg/t; (iii) aerodynamic drag CD × A at least 0,05 m2. To achieve a sufficient delta between vehicle H and L on a particular road load relevant characteristic, the manufacturer may artificially worsen vehicle H, e.g. by applying a higher test mass.’; (j) point 4.2.1.2. is replaced by the following: ‘4.2.1.2.Requirements for families;’ (k) the following points 4.2.1.2.1. to 4.2.1.2.3.4. are inserted: ‘4.2.1.2.1. Requirements for applying the interpolation family without using the interpolation method For the criteria defining an interpolation family, see paragraph 5.6. of this Annex. 4.2.1.2.2. Requirements for applying the interpolation family using the interpolation method are: (a) Fulfilling the interpolation family criteria listed in paragraph 5.6. of this Annex; (b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of Sub-Annex 6; (c) Performing the calculations in paragraph 3.2.3.2. of Sub-Annex 7. 4.2.1.2.3. Requirements for applying the road load family4.2.1.2.3.1. At the request of the manufacturer and upon fulfilling the criteria of paragraph 5.7. of this Annex, the road load values for vehicles H and L of an interpolation family shall be calculated. 4.2.1.2.3.2. Test vehicles H and L as defined in paragraph 4.2.1.1.2. shall be referred to as HR and LR for the purpose of the road load family. 4.2.1.2.3.3. In addition to the requirements of an interpolation family in paragraphs 2.3.1. and 2.3.2. of Sub-Annex 6, the difference in cycle energy demand between HR and LR of the road load family shall be at least 4 per cent and shall not exceed 35 per cent based on HR over a complete WLTC Class 3 cycle. If more than one transmission is included in the road load family, a transmission with the highest power losses shall be used for road load determination. 4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction difference is determined in accordance with paragraph 6.8., a new road load family shall be calculated which includes the road load delta in both vehicle L and vehicle H of that new road load family. f0,N = f0,R + f0,Delta f1,N = f1,R + f1,Delta f2,N = f2,R + f2,Delta where: N refers to the road load coefficients of the new road load family; R refers to the road load coefficients of the reference road load family; Delta refers to the delta road load coefficients determined in paragraph 6.8.1.’; (l) points 4.2.1.3. and 4.2.1.3.1. are replaced by the following: ‘4.2.1.3. Allowable combinations of test vehicle selection and family requirements Table A4/1 shows the permissible combinations of test vehicle selection and family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2. Table A4/1 Permissible combinations of test vehicle selection and family requirements Requirements to be fulfilled: (1) w/o interpolation method (2) Interpolation method w/o road load family (3) Applying the road load family (4) Interpolation method using one or more road load families Road load test vehicle Paragraph 4.2.1.1.1. Paragraph 4.2.1.1.2. Paragraph 4.2.1.1.2. n.a. Family Paragraph 4.2.1.2.1. Paragraph 4.2.1.2.2. Paragraph 4.2.1.2.3. Paragraph 4.2.1.2.2. Additional none none none Application of column (3) “Applying the road load family” and application of paragraph 4.2.1.3.1. 4.2.1.3.1. Deriving road loads of an interpolation family from a road load family Road loads HR and/or LR shall be determined in accordance with this Sub-Annex. The road load of vehicle H (and L) of an interpolation family within the road load family shall be calculated in accordance with paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. of Sub-Annex 7 by: (a) Using HR and LR of the road load family instead of H and L as inputs for the equations; (b) Using the road load parameters (i.e. test mass, Δ(CD × Af) compared to vehicle LR, and tyre rolling resistance) of vehicle H (or L) of the interpolation family as inputs for the individual vehicle; (c) Repeating this calculation for each H and L vehicle of every interpolation family within the road load family. The road load interpolation shall only be applied on those road load-relevant characteristics that were identified to be different between test vehicle LR and HR. For other road load-relevant characteristic(s), the value of vehicle HR shall apply. H and L of the interpolation family may be derived from different road load families. If that difference between these road load families comes from applying the delta method, refer to paragraph 4.2.1.2.3.4.’; (m) points 4.2.1.3.2, 4.2.1.3.3., 4.2.1.3.4. and 4.2.1.3.5. are deleted; (n) in point 4.2.1.8.1., the following paragraph is added: ‘At the request of the manufacturer, a vehicle with a minimum of 3 000 km may be used.’ (o) point 4.2.1.8.1.1. is deleted; (p) point 4.2.1.8.5. is replaced by the following: ‘4.2.1.8.5. Vehicle coastdown mode If the determination of dynamometer settings cannot meet the criteria described in paragraphs 8.1.3. or 8.2.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved by the approval authority and its use shall be included in all relevant test reports. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer.’; (q) point 4.2.1.8.5.1. is deleted; (r) point 4.2.2.1. is replaced by the following: ‘4.2.2.1. Tyre rolling resistance Tyre rolling resistances shall be measured in accordance with Annex 6 to UN/ECE Regulation No 117 – 02 series of amendments. The rolling resistance coefficients shall be aligned and categorised in accordance with the rolling resistance classes in Regulation (EC) No 1222/2009 (see Table A4/2). Table A4/2 Energy efficiency classes in accordance with rolling resistance coefficients (RRC) for C1, C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in the interpolation, kg/tonne Energy Efficiency Class Value of RRC to be used for interpolation for C1 tyres Value of RRC to be used for interpolation for C2 tyres Value of RRC to be used for interpolation for C3 tyres A RRC = 5,9 RRC = 4,9 RRC = 3,5 B RRC = 7,1 RRC = 6,1 RRC = 4,5 C RRC = 8,4 RRC = 7,4 RRC = 5,5 D Empty Empty RRC = 6,5 E RRC = 9,8 RRC = 8,6 RRC = 7,5 F RRC = 11,3 RRC = 9,9 RRC = 8,5 G RRC = 12,9 RRC = 11,2 Empty If the interpolation method is applied to rolling resistance, for the purpose of the calculation in paragraph 3.2.3.2. of Sub-Annex 7, the actual rolling resistance values for the tyres fitted to the test vehicles L and H shall be used as input for the calculation procedure. For an individual vehicle within an interpolation family, the RRC value for the energy efficiency class of the tyres fitted shall be used. In the case where individual vehicles may be supplied with a complete set of standard wheels and tyres and a complete set of snow tyres (marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the additional wheels/tyres shall not be considered as optional equipment.’; (s) in point 4.2.2.2., the following paragraph is added: ‘After measurement of tread depth, the driving distance shall be limited to 500 km. If 500 km are exceeded, the tread depth shall be measured again.’ (t) point 4.2.2.2.1. is deleted; (u) point 4.2.4.1.2., is amended ad follows: (i) the first paragraph below the title is replaced by the following: ‘All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle shall be warmed up for at least 20 minutes until stable conditions are reached.’ (ii) Table A4/2 is replaced by the following; ‘Table A4/3 Reserved’; (v) points 4.3.1.1. and 4.3.1.2. are replaced by the following: ‘4.3.1.1. Selection of reference speeds for road load curve determination Reference speeds for road load determination shall be selected in accordance with paragraph 2.2. During the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 10 Hz.’; (w) points 4.3.1.3.3. and 4.3.1.3.4. are replaced by the following: ‘4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical precision requirements as specified in paragraph 4.3.1.4.2. 4.3.1.3.4. Although it is recommended that each coastdown run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, the following additional requirements shall apply: (a) Care shall be taken to keep the vehicle condition as constant as possible at each split point; (b) At least one speed point shall overlap with the higher speed range coastdown; (c) At each of all overlapped speed point, the average force of the lower speed range coastdown shall not deviate from the average force of the higher speed range coastdown by ± 10 N or ± 5 percent, whichever is greater; (d) If the track length does not allow fulfilling requirement (b) in this paragraph, one additional speed point shall be added to serve as overlapping speed point.’; (x) points 4.3.1.4. to 4.3.1.4.4. are replaced by the following: ‘4.3.1.4. Coastdown time measurement 4.3.1.4.1. The coastdown time corresponding to reference speed vj as the elapsed time from vehicle speed (vj + 5 km/h) to (vj – 5 km/h) shall be measured. 4.3.1.4.2. These measurements shall be carried out in opposite directions until a minimum of three pairs of measurements have been obtained that satisfy the statistical precision pj defined in the following equation:
where: pj is the statistical precision of the measurements made at reference speed vj; n is the number of pairs of measurements; Δtpj is the harmonic average of the coastdown time at reference speed vj in seconds, given by the following equation:
where: Δtji is the harmonic average coastdown time of the ith pair of measurements at velocity vj, seconds, s, given by the following equation:
where: Δtjai and Δtjbi are the coastdown times of the ith measurement at reference speed vj, in seconds, s, in the respective directions a and b; σj is the standard deviation, expressed in seconds, s, defined by: h is a coefficient given in Table A4/4.
TableA4/4 Coefficient h as a function of n n h n h 3 4,3 17 2,1 4 3,2 18 2,1 5 2,8 19 2,1 6 2,6 20 2,1 7 2,5 21 2,1 8 2,4 22 2,1 9 2,3 23 2,1 10 2,3 24 2,1 11 2,2 25 2,1 12 2,2 26 2,1 13 2,2 27 2,1 14 2,2 28 2,1 15 2,2 29 2,0 16 2,1 30 2,0 4.3.1.4.3. If during a measurement in one direction any external factor or driver action occurs that obviously influences the road load test, that measurement and the corresponding measurement in the opposite direction shall be rejected. All the rejected data and the reason for rejection shall be recorded, and the number of rejected pairs of measurement shall not exceed 1/3 of the total number of measurement pairs. The maximum number of pairs that still fulfil the statistical precision as defined in paragraph 4.3.1.4.2. shall be evaluated. In the case of exclusion, pairs shall be excluded from the evaluations starting with the pair having the maximum deviation from the average. 4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the road load where the harmonic average of the alternate coastdown times shall be used.
where: Δtj is the harmonic average of alternate coastdown time measurements at velocity vj, seconds, s, given by:
where: Δtja and Δtjb are the harmonic average coastdown times in directions a and b, respectively, corresponding to reference speed vj, in seconds, s, given by the following two equations:
and: .where: mav is the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg; mr is the equivalent effective mass of rotating components in accordance with paragraph 2.5.1.; The coefficients, f0, f1 and f2, in the road load equation shall be calculated with a least squares regression analysis. In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient f1 shall be set to zero and the coefficients f0 and f2 shall be recalculated with a least squares regression analysis.’; (y) point 4.3.2.3. is replaced by the following: ‘4.3.2.3. Data collection During the procedure, elapsed time, vehicle speed, and air velocity (wind speed, direction) relative to the vehicle, shall be measured at a minimum frequency of 5 Hz. Ambient temperature shall be synchronised and sampled at a minimum frequency of 0,1 Hz.’; (z) point 4.3.2.4.3. is replaced by the following: ‘4.3.2.4.3.Although it is recommended that each coastdown run be performed without interruption, split runs may be performed if data cannot be collected in a single run for all the reference speed points. For split runs, the following additional requirements shall apply: (a) Care shall be taken to keep the vehicle condition as constant as possible at each split point; (b) At least one speed point shall be overlapped with the higher speed range coastdown; (c) At each of all overlapped speed point(s), the average force of the lower speed range coastdown shall not deviate from the average force of the higher speed range coastdown by ± 10 N or ± 5 percent, whichever is greater; (d) If the track length does not allow fulfilling the requirement in point (b), one additional speed point shall be added to serve as overlapping speed point.’; (aa) point 4.3.2.5. is amended as follows: (i) the first paragraph after the title of point 4.3.2.5. is replaced as follows: ‘Symbols used in the on-board anemometer equations of motion are listed in Table A4/5.’ (ii) Table A4/4 is renumbered Table A4/5. (iii) in the table, after the row ‘mav’, the following row is inserted: ‘me kg effective vehicle inertia including rotating components’; (ab) point 4.3.2.5.1. is replaced by the following: ‘4.3.2.5.1. General form The general form of the equation of motion is as follows: where: Dmech = Dtyre + Df + Dr; ; In the case that the slope of the test track is equal to or less than 0,1 per cent over its length, Dgrav may be set to zero.’; (ac) in point 4.3.2.5.4. the equation is replaced by the following: (ad) point 4.3.2.6.3. is replaced by the following: ‘4.3.2.6.3. Preliminary analysis Using a linear least squares regression technique, all data points shall be analysed at once to determine Am, Bm, Cm, a0, a1, a2, a3 and a4 given me,
,
, v, vr, and ρ.’; (ae) point 4.3.2.6.7. is replaced by the following: ‘4.3.2.6.7. Final data analysis All data that has not been flagged shall be analysed using a linear least squares regression technique. Am, Bm, Cm, a0, a1, a2, a3 and a4 shall be determined given me,
,
, v, vr, and ρ.’; (af) point 4.4.1. is replaced by the following: ‘4.4.1. Installation of torque meter Wheel torque meters shall be installed between the wheel hub and the wheel of each driven wheel, measuring the required torque to keep the vehicle at a constant speed. The torque meter shall be calibrated on a regular basis, at least once a year, traceable to national or international standards, in order to meet the required accuracy and precision.’; (ag) in point 4.4.2.4. the following amendments are made: (i) in the first paragraph after the title, the words ‘Table A4/5’ are replaced by the words ‘Table A4/6’; (ii) in the title of the table, the words ‘Table A4/5’ are replaced by the words ‘Table A4/6’; (ah) in point 4.4.3.2., the text: ‘h is a coefficient as a function of n as given in Table A4/3 in paragraph 4.3.1.4.2. of this Sub-Annex.’ is replaced with the following: ‘h is a coefficient as a function of n as given in Table A4/4 in paragraph 4.3.1.4.2. of this Sub-Annex.’; (ai) in point 4.4.4., in the first paragraph below the title, the introductory part is replaced by the following: ‘The arithmetic average speed and arithmetic average torque at each reference speed point shall be calculated using the following equations:’ (aj) point 4.5.3.1.1. is replaced by the following: ‘4.5.3.1.1.A wind correction for the absolute wind speed alongside the test road shall be made by subtracting the difference that cannot be cancelled out by alternate runs from the coefficient f0 determined in accordance with paragraph 4.3.1.4.4., or from c0 determined in accordance with paragraph 4.4.4.’; (ak) in point 4.5.4., the line for ‘mav’ is replaced by the following: ‘mav is the arithmetic average of the test vehicle masses at the beginning and end of road load determination, kg.’; (al) in point 4.5.5.1., the lines for ‘f1’ and ‘f2’ are replaced by the following: ‘f1 is the coefficient of the first order term, N/(km/h); f2 is the coefficient of the second order term, N/(km/h)2;’; (am) in point 4.5.5.2.1., the lines for ‘c1’ and ‘c2’ are replaced by the following: ‘c1 is the coefficient of the first order term as determined in paragraph 4.4.4., Nm/(km/h); c2 is the coefficient of the second order term as determined in paragraph 4.4.4., Nm/(km/h)2;’; (an) point 5.1.1.1. is replaced by the following: ‘5.1.1.1.The road load force for an individual vehicle shall be calculated using the following equation: Fc = f0 + (f1 × v) + (f2 × v2) where: Fc is the calculated road load force as a function of vehicle velocity, N; f0 is the constant road load coefficient, N, defined by the equation: f0r is the constant road load coefficient of the representative vehicle of the road load matrix family, N; f1 is the first order road load coefficient, N/(km/h), and shall be set to zero; f2 is the second order road load coefficient, N/(km/h)2, defined by the equation: f2 = Max((0,05 × f2r + 0,95 × f2r × Af/Afr); (0,2 × f2r + 0,8 × f2r × Af/Afr)) f2r is the second order road load coefficient of the representative vehicle of the road load matrix family, N/(km/h)2; v is the vehicle speed, km/h; TM is the actual test mass of the individual vehicle of the road load matrix family, kg; TMr is the test mass of the representative vehicle of the road load matrix family, kg; Af is the frontal area of the individual vehicle of the road load matrix family, m2, Afr is the frontal area of the representative vehicle of the road load matrix family, m2; RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne; RRr is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne. For the tyres fitted to an individual vehicle, the value of the rolling resistance RR shall be set to the class value of the applicable tyre energy efficiency class in accordance with Table A4/2. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated using the equation in paragraph 3.2.3.2.2.2. of Sub-Annex 7. If the same tyres were fitted to test vehicles L and H, the value of RRind when using the interpolation method shall be set to RRH.’; (ao) point 5.1.2.1. is replaced by the following: ‘5.1.2.1.The running resistance for an individual vehicle shall be calculated using the following equation: Cc = c0 + c1 × v + c2 × v2 where: Cc is the calculated running resistance as a function of vehicle velocity, Nm; c0 is the constant running resistance coefficient, Nm, defined by the equation: c0r is the constant running resistance coefficient of the representative vehicle of the road load matrix family, Nm; c1 is the first order road load coefficient, Nm/(km/h), and shall be set to zero; c2 is the second order running resistance coefficient, Nm/(km/h)2, defined by the equation: c2 = r′/1,02 × Max((0,05 × 1,02 × c2r/r′ + 0,95 × 1,02 × c2r/r′ × Af/Afr); (0,2 × 1,02 × c2r/r′ + 0,8 × 1,02 × c2r/r′ × Af/Afr)) c2r is the second order running resistance coefficient of the representative vehicle of the road load matrix family, N/(km/h)2; v is the vehicle speed, km/h; TM is the actual test mass of the individual vehicle of the road load matrix family, kg; TMr is the test mass of the representative vehicle of the road load matrix family, kg; Af is the frontal area of the individual vehicle of the road load matrix family, m2; Afr is the frontal area of the representative vehicle of the road load matrix family, m2; RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne; RRr is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne; r′ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m; 1,02 is an approximate coefficient compensating for drivetrain losses.’; (ap) in point 5.2.2., the lines for ‘f1’ and ‘f2’ are replaced by the following: ‘f1 is the first order road load coefficient, N/(km/h), and shall be set to zero; f2 is the second order road load coefficient, N/(km/h)2, determined using the following equation: f2 = (2,8 × 10– 6 × TM) + (0,0170 × width × height);’; (aq) in point 6.2.4.(b), the following paragraph is inserted after the equation: ‘The approval shall be recorded by the approval authority including measurement data and the facilities concerned.’ (ar) in point 6.4.1., the first paragraph is replaced by the following: ‘The wind tunnel design, test methods and the corrections shall provide a value of (CD × Af) representative of the on-road (CD × Af) value and with a precision of ± 0,015 m2.’ (as) in point 6.4.2., the second and third paragraphs below the title are replaced by the following: ‘The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum tolerance of ± 10 mm. The vehicle shall be placed with a yaw angle of 0° within a tolerance of ± 0,1°.’ (at) point 6.5.1.6. is replaced by the following: ‘6.5.1.6. Cooling A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding dynamometer speed above measurement speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding measurement speed, whichever is greater.’; (au) point 6.5.2.3.2. is replaced wih the following: ‘The measurement shall be performed according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this Sub-Annex. If coasting down in opposite directions is not possible then the equation used to calculate Δtji in paragraph 4.3.1.4.2. of this Sub-Annex shall not apply. The measurement shall be stopped after two decelerations if the force of both coastdowns at each reference speed point is within ± 10 N, otherwise at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of this Sub-Annex.’ (av) in point 6.5.2.4. the second paragraph below the title is deleted; (aw) point 6.6.1.1. is replaced by the following: ‘6.6.1.1. Description of a chassis dynamometer The front and rear axles shall be equipped with a single roller with a diameter of not less than 1,2 metres.’; (ax) point 6.6.1.5. is replaced by the following: ‘6.6.1.5. Roller surface The roller surface shall be clean, dry and free from foreign material that might cause tyre slippage.’; (ay) point 6.6.3. is replaced by the following: ‘6.6.3. Correcting measured chassis dynamometer forces to those on a flat surface The measured forces on the chassis dynamometer shall be corrected to a reference equivalent to the road (flat surface) and the result shall be referred to as fj. where: c1 is the tyre rolling resistance fraction of fjDyno; c2 is a chassis dynamometer-specific radius correction factor; fjDyno is the force calculated in paragraph 6.5.2.3.3. for each reference speed j, N; RWheel is one-half of the nominal design tyre diameter, m; RDyno is the radius of the chassis dynamometer roller, m. The manufacturer and the approval authority shall agree on the factors c1 and c2 to be used, based on correlation test evidence provided by the manufacturer for the range of tyre characteristics intended to be tested on the chassis dynamometer. As an alternative the following conservative equation may be used: C2 shall be 0,2 except that 2,0 shall be used if the road load delta method (see paragraph 6.8.) is used and the road load delta calculated in accordance with paragraph 6.8.1. is negative.’; (az) the following points 6.8., 6.8.1. and 6.8.2. are inserted: ‘6.8. Road load delta method For the purpose of including options when using the interpolation method which are not incorporated in the road load interpolation (i.e. aerodynamics, rolling resistance and mass), a delta in vehicle friction may be measured by the road load delta method (e.g. friction difference between brake systems). The following steps shall be performed: (a) The friction of reference vehicle R shall be measured; (b) The friction of the vehicle with the option (vehicle N) causing the difference in friction shall be measured; (c) The difference shall be calculated in accordance with paragraph 6.8.1. These measurements shall be performed on a flat belt in accordance with paragraph 6.5. or on a chassis dynamometer in accordance with paragraph 6.6., and the correction of the results (excluding aerodynamic force) calculated in accordance with paragraph 6.7.1. The application of this method is permitted only if the following criterion is fulfilled: where: FDj,R is the corrected resistance of vehicle R measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1., N; FDj,N is the corrected resistance of vehicle N measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1., N; n is the total number of speed points. This alternative road load determination method may only be applied if vehicles R and N have identical aerodynamic resistance and if the measured delta appropriately covers the entire influence on the vehicle's energy consumption. This method shall not be applied if the overall accuracy of the absolute road load of vehicle N is compromised in any way. 6.8.1. Determination of delta flat belt or chassis dynamometer coefficients The delta road load shall be calculated using the following equation: FDj,Delta = FDj,N – FDj,R where: FDj,Delta is the delta road load at reference speed j, N; FDj,N is the corrected resistance measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1. for vehicle N, N; FDj,R is the corrected resistance of the reference vehicle measured on the flat belt or chassis dynamometer at reference speed j calculated in accordance with paragraph 6.7.1. for reference vehicle R, N. For all calculated FDj,Delta, the coefficients f0,Delta, f1,Delta and f2,Delta in the road load equation shall be calculated with a least squares regression analysis. 6.8.2. Determination of total road load If the interpolation method (see paragraph 3.2.3.2. of Sub-Annex 7) is not used, the road load delta method for vehicle N shall be calculated in accordance with the following equations: f0,N = f0,R + f0,Delta f1,N = f1,R + f1,Delta f2,N = f2,R + f2,Delta where: N refers to the road load coefficients of vehicle N; R refers to the road load coefficients of reference vehicle R; Delta refers to the delta road load coefficients determined in paragraph 6.8.1.’; (ba) the following point 7.1.0. is inserted: ‘7.1.0. Selection of dynamometer operation The test shall be done on either a dynamometer in 2WD operation or 4WD operation, in accordance with paragraph 2.4.2.4. of Sub-Annex 6.’ (bb) point 7.1.1.1. is replaced by the following: ‘7.1.1.1. Roller(s) The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre slippage. The dynamometer shall be run in the same coupled or uncoupled state as the subsequent Type 1 test. Chassis dynamometer speed shall be measured from the roller coupled to the power absorption unit.’; (bc) point 7.3.2. is replaced by the following: ‘7.3.2.If the determination of dynamometer settings cannot meet the criteria described in paragraph 8.1.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The vehicle coastdown mode shall be approved by the approval authority and the use of a vehicle coastdown mode shall be included in all relevant test reports. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load determination and on the chassis dynamometer.’; (bd) point 7.3.2.1. is deleted; (be) points 7.3.3. and 7.3.3.1. are replaced by the following: ‘7.3.3. Vehicle placement on the dynamometer The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a safe manner. In the case that a single roller chassis dynamometer is used, the centre of the tyre's contact patch on the roller shall be within ± 25 mm or ± 2 per cent of the roller diameter, whichever is smaller, from the top of the roller. If the torque meter method is used, the tyre pressure shall be adjusted such that the dynamic radius is within 0,5 per cent of the dynamic radius rj calculated using the equations in paragraph 4.4.3.1. at the 80 km/h reference speed point. The dynamic radius on the chassis dynamometer shall be calculated in accordance with the procedure described in paragraph 4.4.3.1. If this adjustment is outside the range defined in paragraph 7.3.1., the torque meter method shall not apply. 7.3.3.1. [Reserved]’; (bf) point 7.3.4.1. and Table A4/6 are replaced by the following: ‘7.3.4.1.The vehicle shall be warmed up with the applicable WLTC.’; (bg) in point 8.1.1., point (a) is amended as follows: (i) the text ‘Ad = 0, 5 × At, Bd = 0, 2 × Bt, Cd = Ct’ is replaced by the following: ‘Ad = 0,5 × At, Bd = 0,2 × Bt, Cd = Ct’ (ii) the text ‘Ad = 0, 1 × At, Bd = 0, 2 × Bt, Cd = Ct’ is replaced by the following: ‘Ad = 0,5 × At, Bd = 0,2 × Bt, Cd = Ct’ (bh) in point 8.1.3.1., the line for ‘At, Bt and Ct’ is replaced by the following: ‘At, Bt and Ct are the target road load parameters;’ (bi) in point 8.1.3.3., the first paragraph is replaced by the following: ‘The simulated road load on the chassis dynamometer shall be calculated in accordance with the method as specified in paragraph 4.3.1.4., with the exception of measuring in opposite directions: Fs = As + Bs × v + Cs × v2’ (bj) in point 8.1.3.4.1.2., the line for ‘At, Bt and Ct’ is replaced by the following: ‘At, Bt and Ct are the target road load parameters;’ (bk) point 8.1.3.4.2. is replaced by the following: ‘8.1.3.4.2. Iterative method The calculated forces in the specified speed ranges shall either be within ± 10 N after a least squares regression of the forces for two consecutive coastdowns when compared with the target values, or additional coastdowns shall be performed after adjusting the chassis dynamometer load setting in accordance with paragraph 8.1.4. until the tolerance is satisfied.’; (bl) the following point 8.1.5. is inserted: ‘8.1.5.At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used for the following purposes: (a) Determination of downscaling, paragraph 8. of Sub-Annex 1; (b) Determination of gearshift points, Sub-Annex 2; (c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3. of Sub-Annex 7; (d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8.’; (bm) in point 8.2.3.2., in the first paragraph, the words ‘paragraph 4.4.3.’ are replaced by the words ‘paragraph 4.4.3.2.’; (bn) point 8.2.3.3. is replaced by the following: ‘8.2.3.3. Adjustment The chassis dynamometer load setting shall be adjusted using the following equation: therefore: where: Fdj is the new chassis dynamometer setting load, N; Fej is the adjustment road load equal to (Fsj – Ftj), Nm; Fsj is the simulated road load at reference speed vj, Nm; Ftj is the target road load at reference speed vj, Nm; Ad, Bd and Cd are the new chassis dynamometer setting coefficients; r′ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m. Paragraphs 8.2.2. and 8.2.3. shall be repeated until the tolerance in paragraph 8.2.3.2. is met.’; (bo) point 8.2.4.1. is replaced by the following: ‘8.2.4.1If the vehicle does not coast down in a repeatable manner and a vehicle coastdown mode in accordance with paragraph 4.2.1.8.5. is not feasible, the coefficients f0, f1 and f2 in the road load equation shall be calculated using the equations in paragraph 8.2.4.1.1. In any other case, the procedure described in paragraphs 8.2.4.2. to 8.2.4.4. shall be performed.’; (bp) in point 8.2.4.1.2., point (d) is replaced by the following: ‘(d)Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8.’;
(30) Sub-Annex 5 is amended as follows: (a) point 1.1.1. is replaced by the following: ‘1.1.1.A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding roller speed, whichever is greater.’; (b) in point 1.1.4. the following point (c) is inserted: ‘(c)Approximately on the longitudinal centreline of the vehicle.’; (c) points 1.1.5. and 1.1.6. are replaced by the following: ‘1.1.5. At the request of the manufacturer and if considered appropriate by the approval authority, the height, lateral position and distance from the vehicle of the cooling fan may be modified. If the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear-mounted engines or side air intakes, or it does not provide adequate cooling to properly represent in-use operation, at the request of the manufacturer and if considered appropriate by the approval authority, the height, capacity, longitudinal and lateral position of the cooling fan may be modified and additional fans which may have different specifications (including constant speed fans) may be used. 1.1.6. In the cases described in paragraph 1.1.5., the position and capacity of the cooling fan(s) and details of the justification supplied to the approval authority shall be included in all relevant test reports. For any subsequent testing, similar positions and specifications shall be used in consideration of the justification to avoid non-representative cooling characteristics.’; (d) point 2.1.2. is replaced by the following: ‘2.1.2.The chassis dynamometer may have a single or twin-roller configuration. In the case that twin-roller chassis dynamometers are used, the rollers shall be permanently coupled or the front roller shall drive, directly or indirectly, any inertial masses and the power absorption device.’ (e) point 2.2.7. is replaced by the following: ‘2.2.7.Roller speed shall be measured at a frequency of not less than 10 Hz.’; (f) points from 2.3., 2.3.1. and 2.3.1.1. are replaced by the following: ‘2.3. Additional specific requirements for a chassis dynamometer in 4WD operation 2.3.1. The 4WD control system of the dynamometer shall be designed such that the following requirements are fulfilled when tested with a vehicle driven over the WLTC. 2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD operation reproduces the same proportioning of forces as would be encountered when driving the vehicle on a smooth, dry, level road surface.’; (g) point 2.4.1. is replaced by the following: ‘2.4.1. Force measurement system The accuracy of the force transducer shall be at least ± 10 N for all measured increments. This shall be verified upon initial installation, after major maintenance and within 370 days before testing.’; (h) in point 3.3.2.2., the last sentence is replaced by the following: ‘See paragraph 2.1.3. of Sub-Annex 6.’ (i) point 3.3.5.3. is replaced by the following: ‘3.3.5.3.A temperature sensor shall be installed immediately before the volume measuring device. This temperature sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil).’; (j) point 3.3.6.1. is replaced by the following: ‘3.3.6.1. Positive displacement pump (PDP) A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this Sub-Annex by metering the flow of gas through the pump at constant temperature and pressure. The total volume is measured by counting the revolutions made by the calibrated positive displacement pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve at a constant flow rate.’; (k) point 3.3.6.1.1. is deleted; (l) point 3.3.6.4.3.(c) is replaced by the following: ‘(c)A temperature sensor (T) for the diluted exhaust shall be installed immediately before the ultrasonic flow meter. This sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a given temperature variation (value measured in silicone oil);’; (m) in point 3.4.1.1., the last sentence is replaced by the following: ‘The device shall be of certified accuracy.’ (n) point 3.4.2.4. is amended as follows: (i) the words ‘± 0,2 K’ (3 occurrences) are replaced by the words ‘± 0,2 °C’; (ii) the words ‘± 0,15 K’ (1 occurrence) are replaced by the words ‘± 0,15 °C’; (o) point 3.4.3.2. is amended as follows: (i) the first sentence is replaced by the following: ‘Measurements for flow calibration of a critical flow venturi are required and the following data shall be within the limits of accuracy given:’ (ii) the words ‘± 0,2 K’ (1 occurrence) are replaced by the words ‘± 0,2 °C’; (iii) the words ‘± 0,15 K’ (1 occurrence) are replaced by the words ‘± 0,15 °C’; (p) point 3.4.5.6. is amended as follows: (i) the first sentence is replaced by the following: ‘Measurements for flow calibration of the ultrasonic flow meter are required and the following data (in the case that a laminar flow element is used) shall be found within the limits of accuracy given:’ (ii) the words ‘± 0,2 K’ (1 occurrence) are replaced by the words ‘± 0,2 °C’; (iii) the words ‘± 0,15 K’ (1 occurrence) are replaced by the words ‘± 0,15 °C’; (q) in point 3.5.1.1., in the final paragraph, the text ‘2 per cent.’ is replaced with: ‘± 2 per cent.’; (r) in point 3.5.1.1.1., the following paragraph is added: ‘A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q which is restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical flow). The CVS system shall be operated as in a normal exhaust emissions test and enough time shall be allowed for subsequent analysis. The gas collected in the sample bag shall be analysed by the usual equipment (paragraph 4.1. of this Sub-Annex) and the results compared to the concentration of the known gas samples If deviations exceed 2 per cent, the cause of the malfunction shall be determined and corrected.’ (s) point 3.5.1.1.1.1. is deleted; (t) in point 3.5.1.1.2., the following paragraph is added: ‘The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall be determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust emissions test conditions while the pure gas is injected into the system for a time sufficient for subsequent analysis. The quantity of pure gas involved shall be determined by means of differential weighing. The gas accumulated in the bag shall be analysed by means of the equipment normally used for exhaust gas analysis as described in paragraph 4.1.). The results shall be subsequently compared to the concentration figures computed previously. If deviations exceed ± 2 per cent, the cause of the malfunction shall be determined and corrected.’ (u) point 3.5.1.1.2.1. is deleted; (v) in point 4.1.2.1., the following paragraph is added: ‘With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM measurement equipment) and paragraph 4.3. (PN measurement equipment), the dilute exhaust gas sample may be taken downstream of the conditioning devices (if any).’ (w) point 4.1.2.1.1. is deleted; (x) in point 4.1.4.2., the following paragraph is added: ‘The analysers shall be of the non-dispersive infrared (NDIR) absorption type.’ (y) point 4.1.4.2.1. is deleted; (z) in point 4.1.4.3., the following paragraph is added: ‘The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in equivalent carbon atoms (C 1 ).’ (aa) point 4.1.4.3.1. is deleted; (ab) in point 4.1.4.4., the following paragraph is added: ‘The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to 190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C 1).’ (ac) point 4.1.4.4.1. is deleted; (ad) in point 4.1.4.5., the following paragraph is added: ‘The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane or propane gas expressed equivalent to carbon atoms (C 1 ).’ (ae) point 4.1.4.5.1. is deleted; (af) in point 4.1.4.6., the following paragraph is added: ‘The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption (NDUV) types.’ (ag) point 4.1.4.6.1. is deleted; (ah) point 4.2.1.2.7. is replaced by the following: ‘4.2.1.2.7.Temperatures required for the measurement of PM shall be measured with an accuracy of ± 1 °C and a response time (t90 – t10) of 15 seconds or less.’; (ai) in point 4.2.1.3.2., the following paragraph is added: ‘Any bends in the PTT shall be smooth and have the largest possible radii.’ (aj) point 4.2.1.3.2.1. is deleted; (ak) point 4.2.2.2. is replaced by the following: ‘4.2.2.2. Linear response of an analytical balance The analytical balance used to determine the filter weight shall meet the linearity verification criteria of Table A5/1 applying a linear regression. This implies a precision of at least ± 2 μg and a resolution of at least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value shall be within ± 1 μg. Table A5/1 Analytical balance verification criteria Measurement system Intercept a0 Slope a1 Standard error of estimate (SEE) Coefficient of determination r2 Particulate balance ≤ 1 μg 0,99 – 1,01 ≤ 1 per cent max ≥ 0,998’; (al) points 5.3.1.1. and 5.3.1.2. are replaced by the following: ‘5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration gas in accordance with paragraph 2.14.2.3. of Sub-Annex 6. 5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-checking in accordance with paragraph 2.14.2.4. of Sub-Annex 6.’; (am) in point 5.5.1.7., the following paragraph is added: ‘The efficiency of the converter shall not be less than 95 per cent. The efficiency of the converter shall be tested in the frequency defined in Table A5/3.’ (an) point 5.5.1.7.1. is deleted: (ao) in point 5.6., the following paragraph is added: ‘The calibration of the microgram balance used for particulate sampling filter weighing shall be traceable to a national or international standard. The balance shall comply with the linearity requirements given in paragraph 4.2.2.2. The linearity verification shall be performed at least every 12 months or whenever a system repair or change is made that could influence the calibration.’ (ap) point 5.6.1. is deleted; (aq) in point 5.7.3., the following paragraph is added: ‘On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC nominal flow rate when checked with a calibrated flow meter.’ (ar) point 5.7.3.1. is deleted; (as) point 6.1.1. is replaced by the following: ‘6.1.1.All values in ppm mean volume-ppm (vpm)’; (at) points 6.1.2.1. and 6.1.2.2. are replaced by the following: ‘6.1.2.1. Nitrogen: Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO, ≤ 0,1 ppm N2O, ≤ 0,1 ppm NH3. 6.1.2.2. Synthetic air: Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO, ≤ 0,1 ppm NO2; oxygen content between 18 and 21 per cent volume.’; (au) point 6.2. is replaced by the following: ‘6.2. Calibration gases The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given below, and shall be traceable to national or international standards. Mixtures of gases having the following compositions shall be available with bulk gas specifications in accordance with paragraphs 6.1.2.1. or 6.1.2.2.: (a) C3H8 in synthetic air (see paragraph 6.1.2.2.); (b) CO in nitrogen; (c) CO2 in nitrogen; (d) CH4 in synthetic air; (e) NO in nitrogen (the amount of NO2 contained in this calibration gas shall not exceed 5 per cent of the NO content).’; (av) point 6.2.1. is deleted;
(31) Sub-Annex 6 is replaced by the following: ‘Sub-Annex 6 Type 1 test procedures and test conditions
Description of tests
1.1. The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number, CO2 mass emission, fuel consumption, electric energy consumption and electric ranges over the applicable WLTP test cycle. 1.1.1. The tests shall be carried out in accordance with the method described in paragraph 2. of this Sub-Annex or paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate matter and particle number shall be sampled and analysed by the prescribed methods. 1.2. The number of tests shall be determined in accordance with the flowchart in Figure A6/1. The limit value is the maximum allowed value for the respective criteria emission as specified in Table 2 of Annex I of Regulation (EC) No 715/2007. 1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to single phases. 1.2.2. The test results shall be the values after the target speed, REESS energy change-based, Ki, ATCT and Deterioration Factor corrections are applied. 1.2.3. Determination of total cycle values1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected. 1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle value of the CO2 mass emission, the electric energy consumption, fuel consumption for NOVC-FCHV as well as PER and AER in accordance with Table A6/1. 1.2.3.3. The declared value of the electric energy consumption for OVC-HEVs under charge-depleting operating condition shall not be determined in accordance with Figure A6/1. It shall be taken as the type approval value if the declared CO2 value is accepted as the approval value. If that is not the case, the measured value of electric energy consumption shall be taken as the type approval value. 1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle. 1.2.3.5. After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle. 1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value. 1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or second test, at the request of the manufacturer and with the approval of the approval authority, the values may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges, in order to reduce the required number of tests for type approval. 1.2.3.8. Determination of the acceptance value dCO21, dCO22 and dCO23 1.2.3.8.1. Additional to the requirement of paragraph 1.2.3.8.2., the following values for dCO21, dCO22 and dCO23 shall be used in relation to the criteria for the number of tests in Table A6/2: dCO21 = 0,990 dCO22 = 0,995 dCO23 = 1,000 1.2.3.8.2. If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and the dCO2x value is below 1,0, the dCO2x value shall be replaced by 1,0. 1.2.3.9. In the case that a test result or an average of test results was taken and confirmed as the type approval value, this result shall be referred to as the “declared value” for further calculations.
Table A6/1 Applicable rules for a manufacturer's declared values (total cycle values) (1) Vehicle type MCO2 (2) (g/km) FC (kg/100 km) Electric energy consumption (3) (Wh/km) All electric range/Pure Electric Range (3) (km) Vehicles tested in accordance with Sub-Annex 6 (pure ICE) MCO2 Paragraph 3. of Sub-Annex 7. — — — NOVC-FCHV — FCCS Paragraph 4.2.1.2.1. of Sub-Annex 8. — — NOVC-HEV MCO2,CS Paragraph 4.1.1. of Sub-Annex 8. — — — OVC-HEV CD MCO2,CD Paragraph 4.1.2. of. — ECAC,CD Paragraph 4.3.1. of Sub-Annex 8. AER Paragraph 4.4.1.1. of Sub-Annex 8. CS MCO2,CS Sub-Annex 8 Paragraph 4.1.1. of Sub-Annex 8. — — — PEV — — ECWLTC Paragraph 4.3.4.2. of Sub-Annex 8. PERWLTC Paragraph 4.4.2. of Sub-Annex 8. (1)The declared value shall be the value to which the necessary corrections are applied (i.e. Ki, ATCT and DF corrections (2)Rounding xxx,xx (3)Rounding xxx,x Figure A6/1 Flowchart for the number of Type 1 tests
Table A6/2 Criteria for number of tests
For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test. Test Judgement parameter Criteria emission MCO2 Row 1 First test First test results ≤ Regulation limit × 0,9 ≤ Declared value × dCO21 Row 2 Second test Arithmetic average of the first and second test results ≤ Regulation limit × 1,0 (1) ≤ Declared value × dCO22 Row 3 Third test Arithmetic average of three test results ≤ Regulation limit × 1,0 (1) ≤ Declared value × dCO23 (1)Each test result shall fulfil the regulation limit.
For OVC-HEVs charge-depleting Type 1 test. Test Judgement parameter Criteria emissions MCO2,CD AER Row 1 First test First test results ≤ Regulation limit × 0,9 (1) ≤ Declared value × dCO21 ≥ Declared value × 1,0 Row 2 Second test Arithmetic average of the first and second test results ≤ Regulation limit × 1,0 (2) ≤ Declared value × dCO22 ≥ Declared value × 1,0 Row 3 Third test Arithmetic average of three test results ≤ Regulation limit × 1,0 (2) ≤ Declared value × dCO23 ≥ Declared value × 1,0 (1)“0,9” shall be replaced by “1,0” for charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test contains two or more applicable WLTC cycles. (2)Each test result shall fulfil the regulation limit.
For PEVs Test Judgement parameter Electric energy consumption PER Row 1 First test First test results ≤ Declared value × 1,0 ≥ Declared value × 1,0 Row 2 Second test Arithmetic average of the first and second test results ≤ Declared value × 1,0 ≥ Declared value × 1,0 Row 3 Third test Arithmetic average of three test results ≤ Declared value × 1,0 ≥ Declared value × 1,0
For NOVC-FCHVs Test Judgement parameter FCCS Row 1 First test First test results ≤ Declared value × 1,0 Row 2 Second test Arithmetic average of the first and second test results ≤ Declared value × 1,0 Row 3 Third test Arithmetic average of three test results ≤ Declared value × 1,0 1.2.4. Determination of phase-specific values1.2.4.1. Phase-specific value for CO2 1.2.4.1.1. After the total cycle declared value of the CO2 mass emission is accepted, the arithmetic average of the phase-specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to compensate for the difference between the declared value and the test results. This corrected value shall be the type approval value for CO2.
where:
where: is the arithmetic average CO2 mass emission result for the L phase test result(s), g/km; is the arithmetic average CO2 mass emission result for the M phase test result(s), g/km; is the arithmetic average CO2 mass emission result for the H phase test result(s), g/km; is the arithmetic average CO2 mass emission result for the exH phase test result(s), g/km; DL is theoretical distance of phase L, km; DM is theoretical distance of phase M, km; DH is theoretical distance of phase H, km; DexH is theoretical distance of phase exH, km. 1.2.4.1.2. If the total cycle declared value of the CO2 mass emission is not accepted, the type approval phase-specific CO2 mass emission value shall be calculated by taking the arithmetic average of the all test results for the respective phase. 1.2.4.2. Phase-specific values for fuel consumption The fuel consumption value shall be calculated by the phase-specific CO2 mass emission using the equations in paragraph 1.2.4.1. of this Sub-Annex and the arithmetic average of the emissions. 1.2.4.3. Phase-specific value for electric energy consumption, PER and AER The phase-specific electric energy consumption and the phase-specific electric ranges are calculated by taking the arithmetic average of the phase specific values of the test result(s), without an adjustment factor.
Type 1 test conditions
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