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.)
If Ki is not applicable: MCO2,p,4 = MCO2,p,3 MCO2,p,4, g/km. 4b Output step 4 Mi,c,4, g/km; MCO2,c,4, g/km; MCO2,p,4, g/km. ATCT correction in accordance with paragraph 3.8.2. of Sub-Annex 6a. Deterioration factors calculated in accordance with Annex VII and applied to the criteria emissions values. Mi,c,5, g/km; MCO2,c,5, g/km; MCO2,p,5, g/km. 5 Result of a single test. Output step 5 For every test: Mi,c,5, g/km; MCO2,c,5, g/km; MCO2,p,5, g/km. Averaging of tests and declared value. Paragraphs 1.2. to 1.2.3. of Sub-Annex 6. Mi,c,6, g/km; MCO2,c,6, g/km; MCO2,p,6, g/km. MCO2,c,declared, g/km. 6 Output step 6 MCO2,c,6, g/km; MCO2,p,6, g/km. MCO2,c,declared, g/km. Alignment of phase values. Paragraph 1.2.4. of Sub-Annex 6. and: MCO2,c,7 = MCO2,c,declared MCO2,c,7, g/km; MCO2,p,7, g/km. 7 Output steps 6 and 7 Mi,c,6, g/km; MCO2,c,7, g/km; MCO2,p,7, g/km. Calculation of fuel consumption. Paragraph 6 of this Sub-Annex. The calculation of fuel consumption shall be performed for the applicable cycle and its phases separately. For that purpose: (a) the applicable phase or cycle CO2 values shall be used; (b) the criteria emission over the complete cycle shall be used. and: Mi,c,8 = Mi,c,6 MCO2,c,8 = MCO2,c,7 MCO2,p,8 = MCO2,p,7 FCc,8, l/100 km; FCp,8, l/100 km; Mi,c,8, g/km; MCO2,c,8, g/km; MCO2,p,8, g/km. 8 Result of a Type 1 test for a test vehicle. Step 8 For each of the test vehicles H and L: Mi,c,8, g/km; MCO2,c,8, g/km; MCO2,p,8, g/km; FCc,8, l/100 km; FCp,8, l/100 km. If a test vehicle L was tested in addition to a test vehicle H, the resulting criteria emission value shall be the highest of the two values and referred to as Mi,c. In the case of the combined THC + NOx emissions, the highest value of the sum referring to either the VH or VL is to be used. Otherwise, if no vehicle L was tested, Mi,c = Mi,c,8 For CO2 and FC, the values derived in step 8 shall be used, and CO2 values shall be rounded to two decimal places, and FC values shall be rounded to three decimal places. Mi,c, g/km; MCO2,c,H, g/km; MCO2,p,H, g/km; FCc,H, l/100 km; FCp,H, l/100 km; and if a vehicle L was tested: MCO2,c,L, g/km; MCO2,p,L, g/km; FCc,L, l/100 km; FCp,L, l/100 km. 9 Interpolation family result. Final criteria emission result. Step 9 MCO2,c,H, g/km; MCO2,p,H, g/km; FCc,H, l/100 km; FCp,H, l/100 km; and if a vehicle L was tested: MCO2,c,L, g/km; MCO2,p,L, g/km; FCc,L, l/100 km; FCp,L, l/100 km. Fuel consumption and CO2 calculations for individual vehicles in an interpolation family. Paragraph 3.2.3. of this Sub-Annex. CO2 emissions shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number; FC values shall be rounded to one decimal place, expressed in (l/100 km). MCO2,c,ind g/km; MCO2,p,ind, g/km; FCc,ind l/100 km; FCp,ind, l/100 km. 10 Result of an individual vehicle. Final CO2 and FC result.’ (d) in point 2.1., the following paragraph is added: ‘The volumetric flow shall be measured continuously. The total volume shall be measured for the duration of the test.’ (e) point 2.1.1. is deleted; (f) in point 3.2.1.1.3.1. the text ‘RfCH4 is the FID response factor to methane as defined in paragraph 5.4.3.2. of Sub-Annex 5.’ is replaced with the following: ‘RfCH4 is the FID response factor to methane determined and specified in paragraph 5.4.3.2. of Sub-Annex 5.’; (g) point 3.2.1.1.3.2. is replaced by the following: ‘3.2.1.1.3.2.For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration gas/method used for the zero/calibration adjustment. The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal manner. For the calibration of the FID in series with an NMC, the following methods are permitted: (a) The calibration gas consisting of propane/air bypasses the NMC; (b) The calibration gas consisting of methane/air passes through the NMC. It is highly recommended to calibrate the methane FID with methane/air through the NMC. In case (a), the concentration of CH4 and NMHC shall be calculated using the following equations: If RfCH4 < 1,05, it may be omitted from the equation above for CCH4. In case (b), the concentration of CH4 and NMHC shall be calculated using the following equations: where: CHC(w/NMC) is the HC concentration with sample gas flowing through the NMC, ppm C; CHC(w/oNMC) is the HC concentration with sample gas bypassing the NMC, ppm C; RfCH4 is the methane response factor as determined per paragraph 5.4.3.2. of Sub-Annex 5; EM is the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this Sub-Annex; EE is the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this Sub-Annex. If RfCH4 < 1,05, it may be omitted in the equations for case (b) above for CCH4 and CNMHC.’; (h) in point 3.2.1.1.3.4., the second paragraph is replaced by the following: ‘The equation to calculate CCH4 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:’ (i) point 3.2.3.1. is replaced by the following: ‘3.2.3.1. Fuel consumption and CO2 emissions without using the interpolation method (i.e. using vehicle H only) The CO2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. of this Sub-Annex, and fuel consumption, as calculated in accordance with paragraph 6. of this Sub-Annex, shall be attributed to all individual vehicles in the interpolation family and the interpolation method shall not be applicable.’; (j) point 3.2.3.2.2. is replaced by the following: ‘3.2.3.2.2. Road load calculation for an individual vehicle In the case that the interpolation family is derived from one or more road load families, the calculation of the individual road load shall only be performed within the road load family applicable to that individual vehicle.’; (k) point 3.2.3.2.2.2. is replaced by the following: ‘3.2.3.2.2.2.Rolling resistance of an individual vehicle’; (l) the following points 3.2.3.2.2.2.1., 3.2.3.2.2.2.2. and 3.2.3.2.2.2.3. are inserted: ‘3.2.3.2.2.2.1. The actual RRC values for the selected tyres on test vehicle L, RRL, and test vehicle H, RRH, shall be used as input for the interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4. If the tyres on the front and rear axles of vehicle L or H have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex. 3.2.3.2.2.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RRind shall be set to the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4. 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. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used and calculated using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex. If the same tyres, or tyres with the same rolling resistance coefficient were fitted to test vehicles L and H, the value of RRind for the interpolation method shall be set to RRH. 3.2.3.2.2.2.3. Calculating the weighted mean of the rolling resistances RRx = (RRx,FA × mpx,FA) + (RRx,RA × (1 – mpx,FA)) where: x represents vehicle L, H or an individual vehicle. RRL,FA and RRH,FA are the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/tonne; RRind,FA is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the front axle tyres on the individual vehicle, kg/tonne; RRL,RA, and RRH,RA are the actual RRCs of the rear axle tyres on vehicles L and H respectively, kg/tonne; RRind,RA is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the rear axle tyres on the individual vehicle, kg/tonne; mpx,FA is the proportion of the vehicle mass in running order on the front axle; RRx shall not be rounded or categorised to tyre energy efficiency classes.’; (m) point 3.2.3.2.2.3. is replaced by the following: ‘3.2.3.2.2.3.Aerodynamic drag of an individual vehicle’; (n) the following points 3.2.3.2.2.3.1. to 3.2.3.2.2.3.6. are inserted: ‘3.2.3.2.2.3.1. Determination of aerodynamic influence of optional equipment The aerodynamic drag shall be measured for each of the aerodynamic drag-influencing items of optional equipment and body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Sub-Annex 4 verified by the approval authority. 3.2.3.2.2.3.2. Alternative method for determination of aerodynamic influence of optional equipment At the request of the manufacturer and with approval of the approval authority, an alternative method (e.g. simulation, wind tunnel not fulfilling the criteria in Sub-Annex 4) may be used to determine Δ(CD × Af) if the following criteria are fulfilled: (a) The alternative method shall fulfil an accuracy for Δ(CD × Af) of ± 0,015 m2 and, additionally, in the case that simulation is used, the Computational Fluid Dynamics method should be validated in detail such that the actual air flow patterns around the body, including magnitudes of flow velocities, forces, or pressures, are shown to match the validation test results; (b) The alternative method shall be used only for those aerodynamic-influencing parts (e.g. wheels, body shapes, cooling system) for which equivalency was demonstrated; (c) Evidence of equivalency shall be shown in advance to the approval authority for each road load family in the case that a mathematical method is used, or every four years in the case that a measurement method is used, and in any case shall be based on wind tunnel measurements fulfilling the criteria of this Annex; (d) If the Δ(CD × Af) of a particular item of optional equipment is more than double the value of the optional equipment for which the evidence was given, aerodynamic drag shall not be determined by the alternative method; and (e) In the case that a simulation model is changed, a revalidation shall be necessary. 3.2.3.2.2.3.3. Application of aerodynamic influence on the individual vehicle Δ(CD × Af)ind is the difference in the product of the aerodynamic drag coefficient multiplied by frontal area between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that differ from those of test vehicle L, m2; These differences in aerodynamic drag, Δ(CD × Af), shall be determined with an accuracy of ± 0,015 m2. Δ(CD × Af)ind may be calculated using the following equation maintaining the accuracy of ± 0,015 m2 also for the sum of items of optional equipment and body shapes: where: CD is the aerodynamic drag coefficient; Af is the frontal area of the vehicle, m2; n is the number of items of optional equipment on the vehicle that are different between an individual vehicle and test vehicle L; Δ(CD × Af)i is the difference in the product of the aerodynamic drag coefficient multiplied by frontal area due to an individual feature, i, on the vehicle and is positive for an item of optional equipment that adds aerodynamic drag with respect to test vehicle L and vice versa, m2. The sum of all Δ(CD × Af)i differences between test vehicles L and H shall correspond to Δ(CD × Af)LH. 3.2.3.2.2.3.4. Definition of complete aerodynamic delta between test vehicles H and L The total difference of the aerodynamic drag coefficient multiplied by frontal area between test vehicles L and H shall be referred to as Δ(CD × Af)LH and shall be included in all the relevant test reports, m2. 3.2.3.2.2.3.5. Documentation of aerodynamic influences The increase or decrease of the product of the aerodynamic drag coefficient multiplied by frontal area expressed as Δ(CD × Af) for all items of optional equipment and body shapes in the interpolation family that: (a) have an influence on the aerodynamic drag of the vehicle; and (b) are to be included in the interpolation, shall be included in all relevant test reports, m2. 3.2.3.2.2.3.6. Additional provisions for aerodynamic influences The aerodynamic drag of vehicle H shall be applied to the whole interpolation family and Δ(CD × Af)LH shall be set to zero, if: (a) the wind tunnel facility is not able to accurately determine Δ(CD × Af); or (b) there are no drag-influencing items of optional equipment between the test vehicles H and L that are to be included in the interpolation method.’; (o) in point 3.2.3.2.2.4., the title, first paragraph and first equation are replaced by the following: ‘3.2.3.2.2.4. Calculation of road load coefficients for individual vehicles The road load coefficients f0, f1 and f2 (as defined in Sub-Annex 4) for test vehicles H and L are referred to as f0,H, f1,H and f2,H, and f0,L, f1,L and f2,L respectively. An adjusted road load curve for the test vehicle L is defined as follows: FL(v) = f0,L + f1,H × v + f2,L × v2’; (p) in point 3.2.3.2.3. the following paragraph is added: ‘These three sets of road loads may be derived from different road load families.’ (q) in point 3.2.3.2.4., the final paragraph is replaced with the following: ‘The terms E1,p, E2,p and E3,p and E1, E2 and E3 respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this Sub-Annex.’ (r) in point 3.2.3.2.5., the final paragraph is replaced with the following: ‘The terms E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be calculated as specified in paragraph 3.2.3.2.3. of this Sub-Annex.’ (s) the following point 3.2.3.2.6. is inserted: ‘3.2.3.2.6.The individual CO2 value determined in accordance with paragraph 3.2.3.2.4. of this Sub-Annex may be increased by the OEM. In such cases: (a) The CO2 phase values shall be increased by the ratio of the increased CO2 value divided by the calculated CO2 value; (b) The fuel consumption values shall be increased by the ratio of the increased CO2 value divided by the calculated CO2 value. This shall not compensate for technical elements that would effectively require a vehicle to be excluded from the interpolation family.’; (t) point 3.2.4.1.1.2. is replaced with the following: ‘3.2.4.1.1.2.Rolling resistance of an individual vehicle’; (u) the following points 3.2.4.1.1.2.1. to 3.2.4.1.1.2.3. are inserted: ‘3.2.4.1.1.2.1. The rolling resistance coefficient (RRC) values for vehicle LM, RRLM, and vehicle HM, RRHM, selected under paragraph 4.2.1.4. of Sub-Annex 4 shall be used as input. If the tyres on the front and rear axles of vehicle LM or HM have different RRC values, the weighted mean of the rolling resistances shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex. 3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coefficient RRind shall be set to the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4. 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. If the tyres on the front and rear axles belong to different energy efficiency classes, the weighted mean shall be used, calculated with the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex. If the same rolling resistance is used for vehicles LM and HM, the value of RRind shall be set to RRHM for the road load matrix family method. 3.2.4.1.1.2.3. Calculating the weighed mean of the rolling resistancesRRx = (RRx,FA × mpx,FA) + (RRx,RA × (1 – mpx,FA)) where: x represents vehicle L, H or an individual vehicle; RRLM,FA and RRHM,FA are the actual RRCs of the front axle tyres on vehicles L and H respectively, kg/tonne; RRind,FA is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the front axle tyres on the individual vehicle, kg/tonne; RRLM,RA, and RRHM,RA are the actual rolling resistance coefficients of the rear axle tyres on vehicles L and H respectively, kg/tonne; RRind,RA is the RRC value of the applicable tyre energy efficiency class in accordance with Table A4/2 of Sub-Annex 4 of the rear axle tyres on the individual vehicle, kg/tonne; mpx,FA is the proportion of the vehicle mass in running order on the front axle. RRx shall not be rounded or categorised to tyre energy efficiency classes.’; (v) in point 3.3.1.1., the words ‘paragraph 1.2.1.3.1. of Sub-Annex 6’ (2 occurrences) are replaced by the words ‘paragraph 2.1.3.1. of Sub-Annex 6’. (w) point 4 is replaced by the following: ‘4. Determination of PN PN shall be calculated using the following equation: where: PN is the particle number emission, particles per kilometre; V is the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of double dilution) and corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa); k is a calibration factor to correct the PNC measurements to the level of the reference instrument where this is not applied internally within the PNC. Where the calibration factor is applied internally within the PNC, the calibration factor shall be 1; is the corrected particle number concentration from the diluted exhaust gas expressed as the arithmetic average number of particles per cubic centimetre from the emissions test including the full duration of the drive cycle. If the volumetric mean concentration results from the PNC are not measured at standard conditions (273,15 K (0 °C) and 101,325 kPa), the concentrations shall be corrected to those conditions ; Cb is either the dilution air or the dilution tunnel background particle number concentration, as permitted by the approval authority, in particles per cubic centimetre, corrected for coincidence and to standard conditions (273,15 K (0 °C) and 101,325 kPa); is the mean particle concentration reduction factor of the VPR at the dilution setting used for the test; is the mean particle concentration reduction factor of the VPR at the dilution setting used for the background measurement; d is the distance driven corresponding to the applicable test cycle, km. shall be calculated using the following equation:
where: Ci is a discrete measurement of particle number concentration in the diluted gas exhaust from the PNC; particles per cm3 and corrected for coincidence; n is the total number of discrete particle number concentration measurements made during the applicable test cycle and shall be calculated using the following equation: n = t × f where: t is the time duration of the applicable test cycle, s; f is the data logging frequency of the particle counter, Hz.’; (x) point 4.1. is deleted; (y) in point 5. the line for ‘vi’ (3 occurrences) is replaced by the following: ‘vi is the target velocity at time ti, km/h;’; (z) point 6.2.1. is replaced by the following: ‘6.2.1.The general equation in paragraph 6.12. of this Sub-Annex using H/C and O/C ratios shall be used for the calculation of fuel consumption.’; (aa) in point 6.13., the second paragraph is replaced by the following: ‘For vehicles fuelled either with gaseous or liquid hydrogen, and with approval of the approval authority, the manufacturer may choose to calculate fuel consumption using either the equation for FC below or a method using a standard protocol such as SAE J2572.’ (ab) points 7., 7.1. and 7.2. are replaced by the following: ‘7. Drive trace indices 7.1. General requirement The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by linear interpolation at a frequency of 10 Hz. In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the actual vehicle speed for drive trace index calculations during such periods of operation. For PEVs, the calculation of the drive trace indices shall include all the WLTC cycles and phases completed before the occurrence of the break-off criterion, as specified in paragraph 3.2.4.5. of Sub-Annex 8. 7.2. Calculation of drive trace indices The following indices shall be calculated in accordance with SAE J2951(Revised Jan-2014): (a) IWR: Inertial Work Rating, per cent; (b) RMSSE: Root Mean Squared Speed Error, km/h. 7.3. Criteria for drive trace indices In the case of a type approval test, the indices shall fulfil the following criteria: (a) IWR shall be in the range of – 2,0 to + 4,0 per cent; (b) RMSSE shall be less than 1,3 km/h.’; (ac) the following point 8. is added: ‘8. Calculating n/v ratios n/v ratios shall be calculated using the following equation: where: n is engine speed, min– 1; v is the vehicle speed, km/h; ri is the transmission ratio in gear i; raxle is the axle transmission ratio. Udyn is the dynamic rolling circumference of the tyres of the drive axle and is calculated using the following equation:
where: H/W is the tyre's aspect ratio, e.g. “45” for a 225/45 R17 tyre; W is the tyre width, mm; e.g. “225” for a 225/45 R17 tyre; R is the wheel diameter, inch; e.g. “17” for a 225/45 R17 tyre. Udyn shall be rounded to whole millimetres. If Udyn is different for the front and the rear axles, the value of n/v for the mainly powered axle shall be applied. Upon request, the approval authority shall be provided with the necessary information for that selection.’;
(35) Sub-Annex 8 is amended as follows: (a) points 1.1. and 1.2. are replaced by the following: ‘1.1. Units, accuracy and resolution of electric parameters Units, accuracy and resolution of measurements shall be as shown in Table A8/1. Table A8/1 Parameters, units, accuracy and resolution of measurements Parameter Units Accuracy Resolution Electrical energy (1) Wh ± 1 per cent 0,001 kWh (2) Electrical current A ± 0,3 per cent FSD or ± 1 per cent of reading (3) (4) 0,1 A Electric voltage V ± 0,3 per cent FSD or ± 1 per cent of reading (3) 0,1 V (1)Equipment: static meter for active energy. (2)AC watt-hour meter, Class 1 in accordance with IEC 62053-21 or equivalent. (3)Whichever is greater. (4)Current integration frequency 20 Hz or more. 1.2. Emission and fuel consumption testing Parameters, units and accuracy of measurements shall be the same as those required for pure ICE vehicles.’; (b) in point 1.3., Table A8/2 is replaced by the following: ‘Table A8/2 Units and precision of final test results Parameter Units Precision of final test result PER(p) (2), PERcity, AER(p) (2), AERcity, EAER(p) (2), EAERcity, RCDA (1), RCDC km Rounded to nearest whole number FCCS(,p) (2), FCCD, FCweighted for HEVs l/100 km Rounded to the first place of decimal FCCS(,p) (2) for FCHVs kg/100 km Rounded to the second place of decimal MCO2,CS(,p) (2), MCO2,CD, MCO2,weighted g/km Rounded to the nearest whole number EC(p) (2), ECcity, ECAC,CD, ECAC,weighted Wh/km Rounded to the nearest whole number EAC kWh Rounded to the first place of decimal (1)No vehicle individual parameter. (2)(p) means the considered period which can be a phase, a combination of phases or the whole cycle.’ (c) points 1.4.1.1. and 1.4.1.2. are replaced by the following: ‘1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of Sub-Annex 1. 1.4.1.2. For PEVs, the downscaling procedure, in accordance with paragraphs 8.2.3. and 8.3. of Sub-Annex 1, may be applied on the test cycles in accordance with paragraph 3.3. of Sub-Annex 1 by replacing the rated power with maximum net power in accordance with UN/ECE Regulation No. 85. In such a case, the downscaled cycle is the reference test cycle.’; (d) points 1.4.2.2. and 1.5. are replaced by the following: ‘1.4.2.2. Applicable WLTP city test cycle The Class 3 WLTP city test cycle (WLTCcity) is specified in paragraph 3.5. of Sub-Annex 1. 1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions The vehicles shall be driven in accordance with the technical gear shift indicator, if available, or in accordance with instructions incorporated in the manufacturer's handbook.’; (e) points 2., 2.1. and 2.2. are replaced with the following: ‘2. Run-in of test vehicle The vehicle tested in accordance with this Annex shall be presented in good technical condition and shall be run-in in accordance with the manufacturer's recommendations. In the case that the REESSs are operated above the normal operating temperature range, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal management system of the REESS is neither disabled nor reduced. 2.1. OVC-HEVs and NOVC-HEVs shall have been run-in in accordance with the requirements of paragraph 2.3.3. of Sub-Annex 6. 2.2. NOVC-FCHVs shall have been run-in at least 300 km with their fuel cell and REESS installed.’; (f) the following points 2.3. and 2.4. are inserted: ‘2.3. PEVs shall have been run-in at least 300 km or one full charge distance, whichever is longer. 2.4. All REESS having no influence on CO2 mass emissions or H2 consumption shall be excluded from monitoring.’; (g) point 3.1.1.2. is replaced by the following: ‘3.1.1.2.If the vehicle cannot follow the applicable test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully activated until the required speed trace is reached again.’; (h) point 3.1.2. is replaced by the following: ‘3.1.2.Forced cooling as described in paragraph 2.7.2. of Sub-Annex 6 shall apply only for the charge-sustaining Type 1 test for OVC-HEVs in accordance with paragraph 3.2. of this Sub-Annex and for testing NOVC-HEVs in accordance with paragraph 3.3. of this Sub-Annex.’; (i) in point 3.2.4.4., the last paragraph is replaced by the following: ‘For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to stop the vehicle, or when the vehicle deviates from the prescribed speed trace tolerance for 4 consecutive seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill within 60 seconds.’ (j) point 3.2.4.7. is replaced with the following: ‘3.2.4.7.Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.2. of Sub-Annex 6.’; (k) point 3.2.5.3.3. is replaced by the following: ‘3.2.5.3.3.The test pursuant to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria emission limits in accordance with paragraph 1.2. of Sub-Annex 6.’; (l) point 3.3.1.1. is replaced by the following: ‘3.3.1.1.Vehicles shall be preconditioned in accordance with paragraph 2.6. of Sub-Annex 6. In addition to the requirements of paragraph 2.6. of Sub-Annex 6, the level of the state of charge of the traction REESS for the charge-sustaining test may be set in accordance with the manufacturer's recommendation before preconditioning in order to achieve a test under charge-sustaining operating condition.’; (m) point 3.3.1.2. is replaced by the following: ‘3.3.1.2.Vehicles shall be soaked in accordance with paragraph 2.7. of Sub-Annex 6.’; (n) point 3.3.3.3. is replaced by the following: ‘3.3.3.3.The charge-sustaining Type 1 test shall fulfil the applicable criteria emission limits in accordance with paragraph 1.2. of Sub-Annex 6.’; (o) point 3.4.1. is replaced by the following: ‘3.4.1. General requirements The test procedure to determine the pure electric range and electric energy consumption shall be selected in accordance with the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the interpolation method is applied, the applicable test procedure shall be selected in accordance with the PER of vehicle H within the specific interpolation family. Table A8/3 Procedures to determine pure electric range and electric energy consumption Applicable test cycle The estimated PER is… Applicable test procedure Test cycle pursuant to paragraph 1.4.2.1. of this Sub-Annex. …less than the length of 3 applicable WLTP test cycles. Consecutive cycle Type 1 test procedure (in accordance with paragraph 3.4.4.1. of this Sub-Annex). … equal to or greater than the length of 3 applicable WLTP test cycles. Shortened Type 1 test procedure (in accordance with paragraph 3.4.4.2. of this Sub-Annex). City cycle pursuant to paragraph 1.4.2.2. of this Sub-Annex. …not available over the applicable WLTP test cycle. Consecutive cycle Type 1 test procedure (in accordance with paragraph 3.4.4.1. of this Sub-Annex). The manufacturer shall give evidence to the approval authority concerning the estimated pure electric range (PER) prior to the test. In the case that the interpolation method is applied, the applicable test procedure shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER determined by the applied test procedure shall confirm that the correct test procedure was applied. The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/6 of Appendix 1 to this Sub-Annex. The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this Sub-Annex as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/7 in Appendix 1 to this Sub-Annex.’; (p) point 3.4.3. is replaced by the following: ‘3.4.3. Selection of a driver-selectable mode For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 4. of Appendix 6 to this Sub-Annex.’; (q) in point 3.4.4.1.1., the last paragraph of point 3.4.4.1.1. is replaced by the following: ‘Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total break time of 10 minutes. During the break, the powertrain shall be switched off.’ (r) point 3.4.4.1.3. is replaced by the following: ‘3.4.4.1.3. Break-off criterion The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3. of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator control shall be deactivated. The vehicle shall be braked to standstill within 60 seconds.’; (s) in point 3.4.4.2.1., the first paragraph after Figure A8/2 is replaced by the following: ‘The dynamic segments DS1 and DS2 are used to calculate the energy consumption of the phase considered, the applicable WLTP city cycle and the applicable WLTP test cycle.’ (t) point 3.4.4.2.1.1. is replaced by the following: ‘3.4.4.2.1.1. Dynamic segments Each dynamic segment DS1 and DS2 consists of an applicable WLTP test cycle in accordance with paragraph 1.4.2.1. of this Sub-Annex followed by an applicable WLTP city test cycle in accordance with paragraph 1.4.2.2. of this Sub-Annex.’; (u) in point 3.4.4.2.1.2., the first paragraph is replaced as follows: ‘The constant speeds during segments CSSM and CSSE shall be identical. If the interpolation method is applied, the same constant speed shall be applied within the interpolation family.’ (v) in point 3.4.4.2.1.3., in Table A8/4, the description of the columns is replaced by the following: ‘Distance driven in constant speed segment CSSM (km) Maximum total break (min)’ (w) point 3.4.4.2.3. is replaced by the following: ‘3.4.4.2.3. Break-off criterion The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 2.6.8.3. of Sub-Annex 6 for 4 consecutive seconds or more in the second constant speed segment CSSE. The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60 seconds.’; (x) point 4.1.1.1., is amended as follows: (i) the title is replaced by the following: ‘Stepwise procedure for calculating the final test results of the charge-sustaining Type 1 test for NOVC-HEVs and OVC-HEVs’ (ii) Table A8/5 is replaced by the following: ‘Table A8/5 Calculation of final charge-sustaining gaseous emission values Source Input Process Output Step No. Sub-Annex 6 Raw test results Charge-sustaining mass emissions Paragraphs 3. to 3.2.2. of Sub-Annex 7. Mi,CS,p,1, g/km; MCO2,CS,p,1, g/km. 1 Output from step No. 1 of this table. Mi,CS,p,1, g/km; MCO2,CS,p,1, g/km. Calculation of combined charge-sustaining cycle values:
where: Mi,CS,c,2 is the charge-sustaining mass emission result over the total cycle; MCO2,CS,c,2 is the charge-sustaining CO2 mass emission result over the total cycle; dp are the driven distances of the cycle phases p. Mi,CS,c,2, g/km; MCO2,CS,c,2, g/km. 2 Output from steps Nos. 1 and 2 of this table. MCO2,CS,p,1, g/km; MCO2,CS,c,2, g/km. REESS electric energy change correction Paragraphs 4.1.1.2. to 4.1.1.5. of this Sub-Annex. MCO2,CS,p,3, g/km; MCO2,CS,c,3, g/km. 3 Output from steps Nos. 2 and 3 of this table. Mi,CS,c,2, g/km; MCO2,CS,c,3, g/km. Charge-sustaining mass emission correction for all vehicles equipped with periodically regenerating systems Ki in accordance with Sub-Annex 6, Appendix 1. Mi,CS,c,4 = Ki × Mi,CS,c,2 or Mi,CS,c,4 = Ki + Mi,CS,c,2 and
or
Additive offset or multiplicative factor to be used in accordance with Ki determination. If Ki is not applicable: Mi,CS,c,4 = Mi,CS,c,2 MCO2,CS,c,4 = MCO2,CS,c,3 Mi,CS,c,4, g/km; MCO2,CS,c,4, g/km. 4a Output from steps Nos. 3 and 4a of this table. MCO2,CS,p,3, g/km; MCO2,CS,c,3, g/km; MCO2,CS,c,4, g/km. If Ki is applicable, align CO2 phase values to combined cycle value: MCO2,CS,p,4 = MCO2,CS,p,3 × AFKi for every cycle phase p; where:
If Ki is not applicable: MCO2,CS,p,4 = MCO2,CS,p,3 MCO2,CS,p,4, g/km. 4b Output from step No. 4 of this table. Mi,CS,c,4, g/km; MCO2,CS,p,4, g/km; MCO2,CS,c,4, g/km; ATCT correction in accordance with paragraph 3.8.2. of Sub-Annex 6a. Deterioration factors calculated and applied in accordance with Annex VII. Mi,CS,c,5, g/km; MCO2,CS,c,5, g/km; MCO2,CS,p,5, g/km. 5 Result of a single test. Output from step No. 5 of this table. For every test: Mi,CS,c,5, g/km; MCO2,CS,c,5, g/km; MCO2,CS,p,5, g/km. Averaging of tests and declared value in accordance with paragraphs 1.2. to 1.2.3. of Sub-Annex 6. Mi,CS,c,6, g/km; MCO2,CS,c,6, g/km; MCO2,CS,p,6, g/km; MCO2,CS,c,declared, g/km. 6 Mi,CS results of a Type 1 test for a test vehicle. Output from step No. 6 of this table. MCO2,CS,c,6, g/km; MCO2,CS,p,6, g/km; MCO2,CS,c,declared, g/km. Alignment of phase values. Paragraph 1.2.4. of Sub-Annex 6, and: MCO2,CS,c,7 = MCO2,CS,c,declared MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km. 7 MCO2,CS results of a Type 1 test for a test vehicle. Output from steps Nos. 6 and 7 of this table. For each of the test vehicles H and L: Mi,CS,c,6, g/km; MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km. If in addition to a test vehicle H a test vehicle L and, if applicable vehicle M was also tested, the resulting criteria emission value shall be the highest of the two or, if applicable, three values and referred to as Mi,CS,c. In the case of the combined THC + NOx emissions, the highest value of the sum referring to either the vehicle H or vehicle L or, if applicable, vehicle M is to be declared. Otherwise, if no vehicle L or if applicable vehicle M was tested, Mi,CS,c = Mi,CS,c,6 For CO2 the values derived in step 7 of this Table shall be used. CO2 values shall be rounded to two decimal places. Mi,CS,c, g/km; MCO2,CS,c,H, g/km; MCO2,CS,p,H, g/km; If a vehicle L was tested: MCO2,CS,c,L, g/km; MCO2,CS,p,L, g/km; and, if applicable, a vehicle M was tested: MCO2,CS,c,M, g/km; MCO2,CS,p,M, g/km; 8 Interpolation family result. Final criteria emission result. Output from step No. 8 of this table. MCO2,CS,c,H, g/km; MCO2,CS,p,H, g/km; If a vehicle L was tested: MCO2,CS,c,L, g/km; MCO2,CS,p,L, g/km and, if applicable, a vehicle M was tested: MCO2,CS,c,M, g/km; MCO2,CS,p,M, g/km; CO2 mass emission calculation in accordance with paragraph 4.5.4.1. of this Sub-Annex for individual vehicles in an interpolation family. CO2 values shall be rounded in accordance with Table A8/2. MCO2,CS,c,ind, g/km; MCO2,CS,p,ind, g/km. 9 Result of an individual vehicle. Final CO2 result.’ (y) in point 4.1.1.3. the line for ‘MCO2,CS’ is replaced by the following: ‘MCO2,CS is the charge-sustaining CO2 mass emission of the charge-sustaining Type 1 test according to Table A8/5, step No. 3, g/km;’; (z) in point 4.1.1.4., the lines for ‘MCO2,CS,p’ and ‘MCO2,CS,nb,p’ are replaced by the following: ‘MCO2,CS,p is the charge-sustaining CO2 mass emission of phase p of the charge-sustaining Type 1 test in accordance with Table A8/5, step No. 3, g/km; MCO2,CS,nb,p is the non-balanced CO2 mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined in accordance with Table A8/5, step No. 1, g/km;’; (aa) in point 4.1.1.5., the line for ‘MCO2,CS,nb,p’ is replaced by the following: ‘MCO2,CS,nb,p is the non-balanced CO2 mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined in accordance with Table A8/5, step No. 1, g/km;’; (ab) in point 4.1.2., the last 2 paragraphs are replaced by the following: ‘In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family,
, is lower than the transition cycle number driven by vehicle L, nveh_L, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero ECDC,CD,j = 0 by using the CO2 correction coefficient in accordance with Appendix 2 of this Sub-Annex.’ (ac) in point 4.1.3.1., the last 2 paragraphs are replaced by the following: ‘In the case that the interpolation method is applied for i = CO2, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family
is lower than the transition cycle number driven by vehicle L, nveh_L, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero ECDC,CD,j = 0 by using the CO2 correction coefficient in accordance with Appendix 2 of this Sub-Annex.’ (ad) point 4.2.1.2.1. is amended as follows: (i) the title is replaced by the following: ‘4.2.1.2.1.Stepwise procedure for calculating the final test fuel consumption results of the charge-sustaining Type 1 test for NOVC-FCHVs’; (ii) in Table A8/7 the row for Step No.3, is replaced with the following: ‘Output from step No. 2 of this table. FCCS,c,2, kg/100 km. FCCS,c,3 = FCCS,c,2 FCCS,c,3, kg/100 km. 3 Result of a single test.’ (iii) in Table A8/7the row for Step No.4, is replaced with the following: ‘Output from step No. 3 of this table. For every test: FCCS,c,3, kg/100 km. Averaging of tests and declared value according to paragraphs 1.2. to 1.2.3. inclusive of Sub-Annex 6. FCCS,c,4, kg/100 km. 4’ (ae) in point 4.2.2., the last 2 paragraphs are replaced by the following: ‘In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family,
, is lower than the transition cycle number driven by vehicle L nveh_L the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall be calculated in accordance with paragraph 6. of Sub-Annex 7 with the criteria emission over the complete confirmation cycle and the applicable CO2 phase value which shall be corrected to an electric energy consumption of zero, ECDC,CD,j = 0, by using the CO2 mass correction coefficient (KCO2) in accordance with Appendix 2 to this Sub-Annex.’ (af) point 4.2.3. is amended as follows: (i) the last 2 paragraphs are replaced by the following: ‘In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L nveh_L. If the transition cycle number driven by vehicle H,
, and, if applicable, by an individual vehicle within the vehicle interpolation family
is lower than the transition cycle number driven by vehicle L, nveh_L, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.’ (ii) the following paragraph is added: ‘The fuel consumption of each phase of the confirmation cycle shall be calculated in accordance with paragraph 6. of Sub-Annex 7 with the criteria emission over the complete confirmation cycle and the applicable CO2 phase value which shall be corrected to an electric energy consumption of zero ECDC,CD,j = 0 by using the CO2 mass correction coefficient (KCO2) in accordance with Appendix 2 to this Sub-Annex.’ (ag) point 4.3.1. is replaced by the following: ‘4.3.1. Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation: where: ECAC,CD is the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains, Wh/km; UFj is the utility factor of phase j in accordance with Appendix 5 to this Sub-Annex; ECAC,CD,j is the electric energy consumption based on the recharged electric energy from the mains of phase j, Wh/km; and where: ECDC,CD,j is the electric energy consumption based on the REESS depletion of phase j of the charge-depleting Test 1 in accordance with paragraph 4.3. of this Sub-Annex, Wh/km; EAC is the recharged electric energy from the mains determined in accordance with paragraph 3.2.4.6. of this Sub-Annex, Wh; ΔEREESS,j is the electric energy change of all REESSs of phase j in accordance with paragraph 4.3. of this Sub-Annex, Wh; j is the index number for the considered phase; k is the number of phases driven up to the end of the transition cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex. In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of L, nveh_L.’; (ah) in point 4.3.2., the text ‘k is the number of phases driven up to the end of the transition cycle of vehicle L, nveh_L, in accordance with paragraph 3.2.4.4. of this Sub-Annex.’ is replaced with the following: ‘k is the number of phases driven up to the end of the transition cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex. In the case that the interpolation method is applied, k is the number of phases driven up to the end of the transition cycle of vehicle L, nveh_L.’; (ai) point 4.3.4.1. is replaced by the following: ‘4.3.4.1.The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able to follow the applicable test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered period.’; (aj) in point 4.4.1.2.2., the second equation and related definitions are replaced by the following: where: ΔEREESS,j is the electric energy change of all REESSs during phase j, Wh; j is the index number of the considered phase; k + 1 is the number of the phases driven from the beginning of the test until the point in time when the combustion engine starts consuming fuel;’; (ak) point 4.4.2. is replaced by the following: ‘4.4.2. Pure electric range for PEVs The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered period.’; (al) in point 4.4.2.1.1. the text ‘ECDC,WLTC,j is the electric energy consumption for the applicable WLTP test cycle DSj of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;’ is replaced with the following: ‘ECDC,WLTC,j is the electric energy consumption for the applicable WLTP test cycle of DSj of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;’; (am) in point 4.4.2.1.3., after the equation, the text ‘UBEUBE is the usable REESS energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex, Wh;’ is replaced with the following: ‘UBESTP is the usable REESS energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex, Wh;’; (an) point 4.4.4.2. is replaced by the following: ‘4.4.4.2. Determination of the phase-specific and city equivalent all-electric range The phase-specific and city equivalent all-electric range shall be calculated using the following equation: where: EAERp is the equivalent all-electric range for the considered period p, km; is the phase-specific CO2 mass emission from the charge-sustaining Type 1 test for the considered period p according to Table A8/5, step no. 7, g/km; ΔEREESS,j are the electric energy changes of all REESSs during the considered phase j, Wh; ECDC,CD,p is the electric energy consumption over the considered period p based on the REESS depletion, Wh/km; j is the index number of the considered phase; k is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this Sub-Annex; and where: is the arithmetic average charge-depleting CO2 mass emission for the considered period p, g/km; is the CO2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of period p in cycle c of the charge-depleting Type 1 test, g/km; dp,c is the distance driven in the considered period p of cycle c of the charge-depleting Type 1 test, km; c is the index number of the considered applicable WLTP test cycle; p is the index of the individual period within the applicable WLTP test cycle; nc is the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex; and where: ECDC,CD,p is the electric energy consumption of the considered period p based on the REESS depletion of the charge-depleting Type 1 test, Wh/km; ECDC,CD,p,c is the electric energy consumption of the considered period p of cycle c based on the REESS depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km; dp,c is the distance driven in the considered period p of cycle c of the charge-depleting Type 1 test, km; c is the index number of the considered applicable WLTP test cycle; p is the index of the individual period within the applicable WLTP test cycle; nc is the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex. The considered phase values shall be the low-phase, medium-phase, high-phase, extra high-phase, and the city driving cycle.’; (ao) point 4.5.1. is amended as follows: (i) the first two paragraphs after the title are replaced with the following: ‘The interpolation method shall only be used if the difference in charge-sustaining CO2 mass emission, MCO2,CS, according to Table A8/5, step no. 8 between test vehicles L and H is between a minimum of 5 g/km and a maximum of 20 per cent plus 5 g/km of the charge-sustaining CO2 mass emission, MCO2,CS, according to Table A8/5, step no. 8 for vehicle H, but at least 15 g/km and not exceeding 20 g/km. At the request of the manufacturer and with approval of the approval authority, the application of the interpolation method on individual vehicle values within a family may be extended if the maximum extrapolation is not more than 3 g/km above the charge-sustaining CO2 mass emission of vehicle H and/or is not more than 3 g/km below the charge-sustaining CO2 mass emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in this paragraph.’ (ii) the sixth paragraph after the title is replaced with the following: ‘If the linearity criterion is fulfilled, the interpolation method shall be applicable for all individual vehicles between vehicles L and H within the interpolation family.’ (iii) the last two paragraphs are replaced with the following: ‘For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values, shall be substituted by the corresponding parameter of vehicle M. For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that is necessary for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values shall be substituted by the corresponding parameter of vehicle M.’ (ap) in point 4.5.3. the lines for ‘Kind,p’, ‘E1,p’, ‘E2,p’, ‘E3,p’ and ‘p’ are replaced by the following: ‘Kind,p is the interpolation coefficient for the considered individual vehicle for period p; E1,p is the energy demand for the considered period for vehicle L in accordance with paragraph 5. of Sub-Annex 7, Ws; E2,p is the energy demand for the considered period for vehicle H in accordance with paragraph 5. of Sub-Annex 7, Ws; E3,p is the energy demand for the considered period for the individual vehicle in accordance with paragraph 5. of Sub-Annex 7, Ws; p is the index of the individual period within the applicable test cycle.’; (aq) in point 4.5.4.1., the last paragraph is replaced by the following: ‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle.’ (ar) in point 4.5.5.1., the last paragraph is replaced by the following: ‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable WLTP test cycle.’ (as) in point 4.5.6.3. the last paragraph is replaced by the following: ‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle.’ (at) in point 4.5.7.2. the last paragraph is replaced by the following: ‘The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable WLTP city test cycle and the applicable WLTP test cycle.’ (au) the following points 4.6. to 4.7.2. are added: ‘4.6. Stepwise procedure for calculating the final test results of OVC-HEVs In addition to the stepwise procedure for calculating the final charge-sustaining test results for gaseous emission compounds in accordance with paragraph 4.1.1.1. of this Sub-Annex and for fuel consumption in accordance with paragraph 4.2.1.1. of this Sub-Annex, paragraphs 4.6.1. and 4.6.2. of this Sub-Annex describe the stepwise calculation of the final charge-depleting as well as the final charge-sustaining and charge-depleting weighted test results. 4.6.1. Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-HEVs The results shall be calculated in the order described in Table A8/8. All applicable results in the column “Output” shall be recorded. The column “Process” describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of Table A8/8, the following nomenclature within the equations and results is used: c complete applicable test cycle; p every applicable cycle phase; i applicable criteria emission component; CS charge-sustaining; CO2 CO2 mass emission. Table A8/8 Calculation of final charge-depleting values Source Input Process Output Step no. Sub-Annex 8 Charge-depleting test results Results measured in accordance with Appendix 3 to this Sub-Annex, pre-calculated in accordance with paragraph 4.3. of this Sub-Annex. ΔEREESS,j, Wh; dj, km; 1 Usable battery energy in accordance with paragraph 4.4.1.2.2. of this Sub-Annex. UBEcity, Wh; Recharged electric energy in accordance with paragraph 3.2.4.6. of this Sub-Annex. EAC, Wh; Cycle energy in accordance with paragraph 5. of Sub-Annex 7. Ecycle, Ws; CO2 mass emission in accordance with paragraph 3.2.1. of Sub-Annex 7. MCO2,CD,j, g/km; Mass of gaseous emission compound i in accordance with paragraph 3.2.1. of Sub-Annex 7. Mi,CD,j, g/km; Particle number emissions in accordance with paragraph 4. of Sub-Annex 7. PNCD,j, particles per kilometer; Particulate matter emissions in accordance with paragraph 3.3. of Sub-Annex 7. PMCD,c, mg/km; All-electric range determined in accordance with paragraph 4.4.1.1. of this Sub-Annex. AER, km; In the case that the applicable WLTC city test cycle was driven: all-electric range city in accordance with paragraph 4.4.1.2.1. of this Sub-Annex. AERcity, km. CO2 mass emission KCO2 correction coefficient might be necessary in accordance with Appendix 2 to this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output (except of KCO2) is available for vehicle H, L and, if applicable, M. KCO2, (g/km)/(Wh/km). Output step 1 ΔEREESS,j, Wh; Ecycle, Ws. Calculation of relative electric energy change for each cycle in accordance with paragraph 3.2.4.5.2. of this Sub-Annex. Output is available for each test and each applicable WLTP test cycle. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. REECi. 2 Output step 2 REECi. Determination of the transition and confirmation cycle in accordance with paragraph 3.2.4.4. of this Sub-Annex. In the case that more than one charge-depleting test is available for one vehicle, for the purpose of averaging, each test shall have the same transition cycle number nveh. nveh; 3 Determination of the charge-depleting cycle range in accordance with paragraph 4.4.3. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. RCDC; km. Output step 3 nveh; In the case that the interpolation method is used, the transition cycle shall be determined for vehicle H, L and, if applicable, M. Check whether the interpolation criterion in accordance with paragraph 5.6.2. (d) of this Annex is fulfilled. nveh,L; nveh,H; if applicable nveh,M. 4 Output step 1 Mi,CD,j, g/km; PMCD,c, mg/km; PNCD,j, particles per kilometer. Calculation of combined values for emissions for nveh cycles; in the case of interpolation for nveh,L cycles for each vehicle. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. Mi,CD,c, g/km; PMCD,c, mg/km; PNCD,c, particles per kilometer. 5 Output step 5 Mi,CD,c, g/km; PMCD,c, mg/km; PNCD,c, particles per kilometer. Emission averaging of tests for each applicable WLTP test cycle within the charge-depleting Type 1 test and check with the limits in accordance with Table A6/2 of Sub-Annex 6. Mi,CD,c,ave, g/km; PMCD,c,ave, mg/km; PNCD,c,ave, particles per kilometer. 6 Output step 1 ΔEREESS,j, Wh; dj, km; UBEcity, Wh. In the case that AERcity is derived from the Type 1 test by driving the applicable WLTP test cycles, the value shall be calculated in accordance with paragraph 4.4.1.2.2. of this Sub-Annex. In the case of more than one test, ncity,pe shall be equal for each test. Output available for each test. Averaging of AERcity. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. AERcity, km; AERcity,ave, km. 7 Output step 1 dj, km; Phase-specific and cycle-specific UF calculation. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. UFphase,j; UFcycle,c. 8 Output step 3 nveh; Output step 4 nveh,L; Output step 1 ΔEREESS,j, Wh; dj, km; EAC, Wh; Calculation of the electric energy consumption based on the recharged energy according. to paragraphs 4.3.1. and 4.3.2. of this Sub-Annex. In the case of interpolation, nveh,L cycles shall be used. Therefore, due to the required correction of the CO2 mass emission, the electric energy consumption of the confirmation cycle and its phases shall be set to zero. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. ECAC,weighted, Wh/km; ECAC,CD, Wh/km; 9 Output step 3 nveh; Output step 4 nveh,L; Output step 8 UFphase,j; Output step 1 MCO2,CD,j, g/km; KCO2, (g/km)/(Wh/km); ΔEREESS,j, Wh; dj, km; Calculation of the charge-depleting CO2 mass emission in accordance with paragraph 4.1.2. of this Sub-Annex. In the case that the interpolation method is applied, nveh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. MCO2,CD, g/km; 10 Output step 3 nveh; Output step 4 nveh,L; Output step 8 UFphase,j. Output step 1 MCO2,CD,j, g/km; Mi,CD,j, g/km; KCO2, (g/km)/(Wh/km). Calculation of the charge-depleting fuel consumption in accordance with paragraph 4.2.2. of this Sub-Annex. In the case that the interpolation method is applied, nveh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, MCO2,CD,j of the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. The phase-specific fuel consumption FCCD,j shall be calculated using the corrected CO2 mass emission in accordance with paragraph 6. of Sub-Annex 7. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. FCCD,j, l/100 km; FCCD, l/100 km. 11 Output step 3 nveh; Output step 4 nveh,L; Output step 8 UFphase,j; Output step 1 ΔEREESS,j, Wh; dj, km; Calculation of the electric energy consumption from the first applicable WLTP test cycle. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle H, L and, if applicable, M. ECDC,CD,first, Wh/km 12 Output step 9 ECAC,weighted, Wh/km; ECAC,CD, Wh/km; Averaging of tests for each vehicle. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECAC,weighted,ave, Wh/km; ECAC,CD,ave, Wh/km; MCO2,CD,ave, g/km; FCCD,ave, l/100 km; ECDC,CD,first,ave, Wh/km 13 Output step 10 MCO2,CD, g/km; Output step 11 FCCD, l/100 km; Output step 12 ECDC,CD,first, Wh/km. Output step 13 ECAC,CD,ave, Wh/km; MCO2,CD,ave, g/km. Declaration of charge-depleting electric energy consumption and CO2 mass emission for each vehicle. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECAC,CD,dec, Wh/km; MCO2,CD,dec, g/km. 14 Output step 12 ECDC,CD,first, Wh/km; Adjustment of electric energy consumption for the purpose of COP. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECDC,CD,COP, Wh/km; 15 Output step 13 ECAC,CD,ave, Wh/km; Output step 14 ECAC,CD,dec, Wh/km; Output step 15 ECDC,CD,COP, Wh/km; Intermediate rounding. In the case that the interpolation method is applied, the output is available for each vehicle H, L and, if applicable, M. ECDC,CD,COP,final, Wh/km; ECAC,CD,final, Wh/km; MCO2,CD,final, g/km; ECAC,weighted,final, Wh/km; FCCD,final, l/100 km; 16 Output step 14 ECAC,CD,dec, Wh/km; MCO2,CD,dec, g/km; Output step 13 ECAC,weighted,ave, Wh/km; FCCD,ave, l/100 km; Output step 16 ECDC,CD,COP,final, Wh/km; ECAC,CD,final, Wh/km; MCO2,CD,final, g/km; ECAC,weighted,final, Wh/km; FCCD,final, l/100 km; Interpolation of individual values based on input from vehicle L, M and H, and final rounding. Output available for individual vehicles. ECDC,CD,COP,ind, Wh/km; ECAC,CD,ind, Wh/km; MCO2,CD,ind, g/km; ECAC,weighted,ind, Wh/km; FCCD,ind, l/100 km; 17 4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-depleting weighted test results of the Type 1 test The results shall be calculated in the order described in Table A8/9. All applicable results in the column “Output” shall be recorded. The column “Process” describes the paragraphs to be used for calculation or contains additional calculations. For the purpose of this table, the following nomenclature within the equations and results is used: c considered period is the complete applicable test cycle; p considered period is the applicable cycle phase; i applicable criteria emission component (except for CO2); j index for the considered period; CS charge-sustaining; CD charge-depleting; CO2 CO2 mass emission; REESS Rechargeable Electric Energy Storage System. Table A8/9 Calculation of final charge-depleting and charge-sustaining weighted values Source Input Process Output Step no. Output step 1, Table A8/8 Mi,CD,j, g/km; PNCD,j, particles per kilometer; PMCD,c, mg/km; MCO2,CD,j, g/km; ΔEREESS,j, Wh; dj, km; AER, km; EAC, Wh; Input from CD and CS postprocessing. Mi,CD,j, g/km; PNCD,j, particles per kilometer; PMCD,c, mg/km; MCO2,CD,j, g/km; ΔEREESS,j, Wh; dj, km; AER, km; EAC, Wh; AERcity,ave, km; nveh; RCDC, km; nveh,L; nveh,H; UFphase,j; UFcycle,c; Mi,CS,c,6, g/km; MCO2,CS, g/km; 1 Output step 7, Table A8/8 AERcity,ave, km; Output step 3, Table A8/8 nveh; RCDC, km; Output step 4, Table A8/8 nveh,L; nveh,H; Output step 8, Table A8/8 UFphase,j; UFcycle,c; Output step 6, Table A8/5 Mi,CS,c,6, g/km; Output step 7, Table A8/5 MCO2,CS, g/km; Output in the case of CD is available for each CD test. Output in the case of CS is available once due to CS test averaged values. In the case that the interpolation method is applied, the output (except of KCO2) is available for vehicle H, L and, if applicable, M. KCO2, (g/km)/(Wh/km). CO2 mass emission correction coefficient KCO2 might be necessary in accordance with Appendix 2 to this Sub-Annex. KCO2, (g/km)/(Wh/km). Output step 1, Mi,CD,j, g/km; PNCD,j, particles per kilometer; PMCD,c, mg/km; nveh; nveh,L; UFphase,j; UFcycle,c; Mi,CS,c,6, g/km; Calculation of weighted emission (except MCO2,weighted) compounds in accordance with paragraphs 4.1.3.1. to 4.1.3.3. of this Sub-Annex. Remark: Mi,CS,c,6 includes PNCS,c and PMCS,c. Output is available for each CD test. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. Mi,weighted, g/km; PNweighted, particles per kilometer; PMweighted, mg/km; 2 Output step 1, MCO2,CD,j, g/km; ΔEREESS,j, Wh; dj, km; nveh; RCDC, km MCO2,CS, g/km; Calculation of equivalent all-electric range in accordance with paragraphs 4.4.4.1. and 4.4.4.2. of this Sub-Annex, and actual charge-depleting range in accordance with paragraph 4.4.5. of this Sub-Annex. Output is available for each CD test. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. EAER, km; EAERp, km; RCDA, km. 3 Output step 1 AER, km; Output is available for each CD test. In the case that the interpolation method is applied, check the availability of AER interpolation between vehicle H, L and, if applicable, M in accordance with paragraph 4.5.7.1. of this Sub-Annex. If the interpolation method is used, each test shall fulfil the requirement. AER-interpolation availability. 4 Output step 3 RCDA, km. Output step 1 AER, km. Averaging AER and AER declaration. The declared AER shall be rounded as defined in Table A6/1. In the case that the interpolation method is applied and the AER-interpolation availability criterion is fulfilled, the output is available for each vehicle L, H and if applicable, M. If the criterion is not fulfilled, AER of vehicle H shall be applied for the whole interpolation family. AERave, km; AERdec, km. 5 Output step 1 Mi,CD,j, g/km; MCO2,CD,j, g/km; nveh; nveh,L; UFphase,j; Mi,CS,c,6, g/km; MCO2,CS, g/km. Calculation of weighted CO2 mass emission and fuel consumption in accordance with paragraphs 4.1.3.1. and 4.2.3. of this Sub-Annex. Output is available for each CD test. In the case that the interpolation method is applied, nveh,L cycles shall be used. With reference to paragraph 4.1.2. of this Sub-Annex, MCO2,CD,j of the confirmation cycle shall be corrected in accordance with Appendix 2 to this Sub-Annex. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. MCO2,weighted, g/km; FCweighted, l/100 km; 6 Output step 1 EAC, Wh; Calculation of the electric energy consumption based in EAER in accordance with paragraphs 4.3.3.1. and 4.3.3.2. of this Sub-Annex. Output is available for each CD test. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. EC, Wh/km; ECp, Wh/km; 7 Output step 3 EAER, km; EAERp, km; Output step 1 AERcity, ave, km; Averaging and intermediate rounding. In the case that the interpolation method is applied, the output is available for each vehicle L, H and, if applicable, M. AERcity,final, km; MCO2,weighted,final, g/km; FCweighted,final, l/100 km; ECfinal, Wh/km; ECp,final, Wh/km; EAERfinal, km; EAERp,final, km. 8 Output step 6 MCO2,weighted, g/km; FCweighted, l/100 km; Output step 7 EC, Wh/km; ECp, Wh/km; Output step 3 EAER, km; EAERp, km. Output step 5 AERave, km; Interpolation of individual values based on input from vehicle low, medium and high in accordance with paragraph 4.5. of this Sub-Annex, and final rounding. AERind shall be rounded as defined in Table A8/2. Output available for individual vehicles. AERind, km; AERcity,ind, km; MCO2,weighted,ind, g/km; FCweighted,ind, l/100 km; ECind, Wh/km; ECp,ind, Wh/km; EAERind, km; EAERp,ind, km. 9 Output step 8 AERcity,final, km; MCO2,weighted,final, g/km; FCweighted,final, l/100 km; ECfinal, Wh/km; ECp,final, Wh/km; EAERfinal, km; EAERp,final, km; Output step 4 AER-interpolation availability. 4.7. Stepwise procedure for calculating the final test results of PEVs The results shall be calculated in the order described in Table A8/10 in case of the consecutive cycle procedure and in the order described in Table A8/11 in case of the shortened test procedure. All applicable results in the column “Output” shall be recorded. The column “Process” describes the paragraphs to be used for calculation or contains additional calculations. 4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of the consecutive cycles procedure For the purpose of this table, the following nomenclature within the questions and results is used: j index for the considered period. Table A8/10 Calculation of final PEV values determined by application of the consecutive cycle Type 1 procedure Source Input Process Output Step no. Sub-Annex 8 Test results Results measured in accordance with Appendix 3 to this Sub-Annex and pre-calculated in accordance with paragraph 4.3. of this Sub-Annex. ΔEREESS,j, Wh; dj, km; 1 Usable battery energy in accordance with paragraph 4.4.2.2.1. of this Sub-Annex. UBECCP, Wh; Recharged electric energy in accordance with paragraph 3.4.4.3. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. EAC, Wh. Output step 1 ΔEREESS,j, Wh; UBECCP, Wh. Determination of the number of completely driven applicable WLTC phases and cycles in accordance with paragraph 4.4.2.2. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. nWLTC; ncity; nlow; nmed; nhigh; nexHigh. 2 Output step 1 ΔEREESS,j, Wh; UBECCP, Wh. Calculation of weighting factors in accordance with paragraph 4.4.2.2. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. KWLTC,1 KWLTC,2 KWLTC,3 KWLTC,4 Kcity,1 Kcity,2 Kcity,3 Kcity,4 Klow,1 Klow,2 Klow,3 Klow,4 Kmed,1 Kmed,2 Kmed,3 Kmed,4 Khigh,1 Khigh,2 Khigh,3 Khigh,4 KexHigh,1 KexHigh,2 KexHigh,3 3 Output step 2 nWLTC; ncity; nlow; nmed; nhigh; nexHigh. Output step 1 ΔEREESS,j, Wh; dj, km; UBECCP, Wh. Calculation of electric energy consumption at the REESSs in accordance with paragraph 4.4.2.2. of this Sub-Annex. ECDC,COP,1 Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC,med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km; ECDC,COP,1, Wh/km. 4 Output step 2 nWLTC; ncity; nlow; nmed; nhigh; nexHigh. Output step 3 All weighting factors Output step 1 UBECCP, Wh; Calculation of pure electric range in accordance with paragraph 4.4.2.2. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. 5 Output step 4 ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC,med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km. Output step 1 EAC, Wh; Calculation of electric energy consumption at the mains in accordance with paragraph 4.3.4. of this Sub-Annex. Output available for each test. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. 6 Output step 5 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. Output step 5 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km; Averaging of tests for all input values. ECDC,COP,ave Declaration of PERWLTC,dec and ECWLTC,dec based on PERWLTC,ave and ECWLTC,ave. PERWLTC,dec and ECWLTC,dec shall be rounded as defined in Table A6/1. In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PERWLTC,dec, km; PERWLTC,ave, km; PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; 7 Output step 6 ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECDC,COP,ave, Wh/km. Output step 4 ECDC,COP,1, Wh/km. Output step 7 ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECDC,COP,ave, Wh/km. Determination of the adjustment factor and application to ECDC,COP,ave. For example:
ECDC,COP = ECDC,COP,ave × AF In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. ECDC,COP, Wh/km. 8 Output step 7 PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; Intermediate rounding. ECDC,COP,final In the case that the interpolation method is applied, the output is available for vehicle H and vehicle L. PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; 9 ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; Output step 8 ECDC,COP, Wh/km. ECDC,COP,final, Wh/km. Output step 7 PERWLTC,dec, km; Interpolation in accordance with paragraph 4.5. of this Sub-Annex, and final rounding as defined in Table A8/2. ECDC,COP,ind In the case that the interpolation method is applied, the output available for each individual vehicle. PERWLTC,ind, km; PERcity,ind, km; PERlow,ind, km; PERmed,ind, km; PERhigh,ind, km; PERexHigh,ind, km; 10 Output step 9 ECWLTC,dec, Wh/km; PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; ECWLTC,ind, Wh/km; ECcity,ind, Wh/km; EClow,ind, Wh/km; ECmed,ind, Wh/km; EChigh,ind, Wh/km; ECexHigh,ind, Wh/km; ECDC,COP,final, Wh/km. ECDC,COP,ind, Wh/km. 4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of the shortened test procedure For the purpose of this table, the following nomenclature within the questions and results is used: j index for the considered period. Table A8/11 Calculation of final PEV values determined by application the shortened Type 1 test procedure Source Input Process Output Step no. Sub-Annex 8 Test results Results measured in accordance with Appendix 3 to this Sub-Annex, and pre-calculated in accordance with paragraph 4.3. of this Sub-Annex. ΔEREESS,j, Wh; dj, km; 1 Usable battery energy in accordance with paragraph 4.4.2.1.1. of this Sub-Annex. UBESTP, Wh; Recharged electric energy in accordance with paragraph 3.4.4.3. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. EAC, Wh. Output step 1 ΔEREESS,j, Wh; UBESTP, Wh. Calculation of weighting factors in accordance with paragraph 4.4.2.1. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. KWLTC,1 KWLTC,2 Kcity,1 Kcity,2 Kcity,3 Kcity,4 Klow,1 Klow,2 Klow,3 Klow,4 Kmed,1 Kmed,2 Kmed,3 Kmed,4 Khigh,1 Khigh,2 KexHigh,1 KexHigh,2 2 Output step 1 ΔEREESS,j, Wh; dj, km; UBESTP, Wh. Calculation of electric energy consumption at the REESSs in accordance with paragraph 4.4.2.1. of this Sub-Annex. ECDC,COP,1 Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC, med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km; ECDC,COP,1, Wh/km. 3 Output step 2 All weighting factors Output step 1 UBESTP, Wh; Calculation of pure electric range in accordance with paragraph 4.4.2.1. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. 4 Output step 3 ECDC,WLTC, Wh/km; ECDC,city, Wh/km; ECDC,low, Wh/km; ECDC, med, Wh/km; ECDC,high, Wh/km; ECDC,exHigh, Wh/km. Output step 1 EAC, Wh; Calculation of electric energy consumption at the mains in accordance with paragraph 4.3.4. of this Sub-Annex. Output is available for each test. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. 5 Output step 4 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km. Output step 4 PERWLTC, km; PERcity, km; PERlow, km; PERmed, km; PERhigh, km; PERexHigh, km; Averaging of tests for all input values. ECDC,COP,ave Declaration of PERWLTC,dec and ECWLTC,dec based on PERWLTC,ave and ECWLTC,ave. PERWLTC,dec and ECWLTC,dec shall be rounded as defined in Table A6/1. In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. PERWLTC,dec, km; PERWLTC,ave, km; PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECDC,COP,ave, Wh/km. 6 Output step 5 ECWLTC, Wh/km; ECcity, Wh/km; EClow, Wh/km; ECmed, Wh/km; EChigh, Wh/km; ECexHigh, Wh/km. Output step 3 ECDC,COP,1, Wh/km. Output step 6 ECWLTC,dec, Wh/km; ECWLTC,ave, Wh/km; ECDC,COP,ave, Wh/km. Determination of the adjustment factor and application to ECDC,COP,ave. For example:
ECDC,COP = ECDC,COP,ave × AF In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. ECDC,COP, Wh/km. 7 Output step 6 PERcity,ave, km; PERlow,ave, km; PERmed,ave, km; PERhigh,ave, km; PERexHigh,ave, km; Intermediate rounding. ECDC,COP,final In the case that the interpolation method is applied, the output is available for vehicle L and vehicle H. PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; 8 ECcity,ave, Wh/km; EClow,ave, Wh/km; ECmed,ave, Wh/km; EChigh,ave, Wh/km; ECexHigh,ave, Wh/km; ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; Output step 7 ECDC,COP, Wh/km. ECDC,COP,final, Wh/km. Output step 6 PERWLTC,dec, km; ECWLTC,dec, Wh/km; PERcity,final, km; PERlow,final, km; PERmed,final, km; PERhigh,final, km; PERexHigh,final, km; Interpolation in accordance with paragraph 4.5. of this Sub-Annex and final rounding as defined in Table A8/2. ECDC,COP,ind Output available for each individual vehicle. PERWLTC,ind, km; PERcity,ind, km; PERlow,ind, km; PERmed,ind, km; PERhigh,ind, km; PERexHigh,ind, km; 9’ Output step 8 ECcity,final, Wh/km; EClow,final, Wh/km; ECmed,final, Wh/km; EChigh,final, Wh/km; ECexHigh,final, Wh/km; ECWLTC,ind, Wh/km; ECcity,ind, Wh/km; EClow,ind, Wh/km; ECmed,ind, Wh/km; EChigh,ind, Wh/km; ECexHigh,ind, Wh/km; ECDC,COP,final, Wh/km. ECDC,COP,ind, Wh/km. (av) Appendix 1 is amended as follows: (i) point 1.4 and the title of Figure A8.App1/4 are replaced with the following: ‘1.4. Test sequence OVC-HEVs in accordance with option 4 Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test (Figure A8.App1/4) Figure A8.App1/4 OVC-HEVs, charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test’; (aw) Appendix 2 is amended as follows: (i) points 1.1.3. and 1.1.4. are replaced by the following: ‘1.1.3. The correction shall be applied if ΔEREESS,CS is negative which corresponds to REESS discharging and the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in accordance with Table A8.App2/1. 1.1.4. The correction may be omitted and uncorrected values may be used if: (a) ΔEREESS,CS is positive which corresponds to REESS charging and the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in accordance with Table A8.App2/1; (b) The correction criterion c calculated in paragraph 1.2. of this Appendix is smaller than the applicable threshold in accordance with Table A8.App2/1; (c) The manufacturer can prove to the approval authority by measurement that there is no relation between ΔbREESS,CS and charge-sustaining CO2 mass emission and ΔmREESS,CS and fuel consumption respectively.’; (ii) in point 1.2., the definition of Efuel,CS is replaced by the following: ‘Efuel,CS is the charge-sustaining energy content of the consumed fuel in accordance with paragraph 1.2.1. of this Appendix in the case of NOVC-HEVs and OVC-HEVs, and in accordance with paragraph 1.2.2. of this Appendix in the case of NOVC-FCHVs, Wh.’; (iii) in point 1.2.2., Table A8.App2/1 is replaced by the following: ‘Table A8.App2/1 RCB correction criteria thresholds Applicable Type 1 test cycle Low + Medium Low + Medium + High Low + Medium + High + Extra High Thresholds for correction criterion c 0,015 0,01 0,005’ (iv) point 2.2.(a) is replaced by the following: ‘(a)The set shall contain at least one test with ΔEREESS,CS,n ≤ 0 and at least one test with ΔEREESS,CS,n > 0. ΔEREESS,CS,n is the sum of electric energy changes of all REESSs of test n calculated in accordance with paragraph 4.3. of this Sub-Annex.’; (v) in point 2.2., point 2.2 (e), and the last two paragraphs are replaced by the following: ‘(e)The difference in MCO2,CS between the test with the highest negative electric energy change and the mid-point, and the difference in MCO2,CS between the mid-point and the test with the highest positive electric energy change shall be similar. The mid-point should preferably be within the range defined by (d). If this requirement is not feasible, the approval authority shall decide if a retest is necessary. The correction coefficients determined by the manufacturer shall be reviewed and approved by the approval authority prior to its application. If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall provide evidence to the approval authority as to why the vehicle is not capable of meeting either or both criteria. If the approval authority is not satisfied with the evidence, it may require additional tests to be performed. If the criteria after additional tests are still not fulfilled, the approval authority shall determine a conservative correction coefficient, based on the measurements.’ (vi) point 3.1.1.2. is replaced by the following: ‘3.1.1.2. REESS adjustment Prior to the test procedure in accordance with paragraph 3.1.1.3. of this Appendix, the manufacturer may adjust the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test in accordance with paragraph 3.1.1.3. of this Appendix are fulfilled.’; (ax) Appendix 3 is amended as follows: (i) in point 2.1.1., the following second paragraph is inserted: ‘In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the test in accordance with the instrument manufacturer's instructions.’ (ii) point 3.2. is replaced by the following: ‘3.2. Nominal REESS voltage For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs, instead of using the measured REESS voltage in accordance with paragraph 3.1. of this Appendix, the nominal voltage of the REESS determined in accordance with IEC 60050-482 may be used.’; (ay) Appendix 4 is amended as follows: (i) in point 2.1.2., the last paragraph is replaced by the following: ‘In such a case, a preconditioning procedure, such as that applicable to pure ICE vehicles as described in paragraph 2.6. of Sub-Annex 6, shall be applied.’ (ii) point 2.1.3. is replaced by the following: ‘2.1.3.Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6.’; (iii) point 2.2.2. is replaced by the following: ‘2.2.2.Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6. Forced cooling down shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall be charged using the normal charging procedure as defined in paragraph 2.2.3. of this Appendix.’; (iv) in point 2.2.3.1., in the first paragraph, the introductory part is replaced by the following: ‘The REESS shall be charged at an ambient temperature as specified in paragraph 2.2.2.2. of Sub-Annex 6 either with:’ (az) Appendix 5 is replaced by the following: ‘Sub-Annex 8 - Appendix 5 Utility factors (UF) for OVC-HEVs 1.Reserved. 2.The methodology recommended for the determination of a UF curve based on driving statistics is described in SAE J2841 (Sept. 2010, Issued 2009-03, Revised 2010-09). 3.For the calculation of a fractional utility factor UFj for the weighting of period j, the following equation shall be applied by using the coefficients from Table A8.App5/1. where: UFj utility factor for period j; dj measured distance driven at the end of period j, km; Ci ith coefficient (see Table A8.App5/1); dn normalized distance (see Table A8.App5/1), km; k number of terms and coefficients in the exponent; j number of period considered; i number of considered term/coefficient; sum of calculated utility factors up to period (j – 1). Table A8.App5/1 Parameters for the determination of fractional UFs Parameter Value dn 800 km C1 26,25 C2 – 38,94 C3 – 631,05 C4 5 964,83 C5 – 25 095 C6 60 380,2 C7 – 87 517 C8 75 513,8 C9 – 35 749 C10 7 154,94 ’ (ba) Appendix 6 is amended as follows: (i) points 1.1., 1.2. and 1.3. are replaced by the following: ‘1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test procedure in accordance with paragraphs 2. to 4. of this Appendix which enables the vehicle to follow the considered test cycle within the speed trace tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6. This shall apply to all vehicle systems with driver-selectable modes including those not solely specific to the transmission. 1.2. The manufacturer shall provide evidence to the approval authority concerning: (a) The availability of a predominant mode under the considered conditions; (b) The maximum speed of the considered vehicle; and if required: (c) The best and worst case mode identified by the evidence on the fuel consumption and, if applicable, on the CO2 mass emission in all modes. See paragraph 2.6.6.3. of Sub-Annex 6; (d) The highest electric energy consuming mode; (e) The cycle energy demand (in accordance with Sub-Annex 7, paragraph 5. where the target speed is replaced by the actual speed). 1.3. Dedicated driver-selectable modes, such as “mountain mode” or “maintenance mode” which are not intended for normal daily operation but only for special limited purposes, shall not be considered.’; (ii) in point 2., the last paragraph is replaced by the following: ‘The flow chart in Figure A8.App6/1 illustrates the mode selection in accordance with this paragraph.’ (iii) in point 2.3., Figure A8.App6/1 is replaced by the following: ‘Figure A8.App6/1 Selection of driver-selectable mode for OVC-HEVs under charge-depleting operating condition ’ (iv) in point 3., the last paragraph is replaced by the following: ‘The flow chart in Figure A8.App6/2 illustrates the mode selection in accordance with this paragraph.’ (v) in point 3.3., Figure A8.App6/2 is replaced by the following: ‘Figure A8.App6/2 Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge-sustaining operating condition ’ (vi) in point 4., the last paragraph is replaced by the following: ‘The flow chart in Figure A8.App6/3 illustrates the mode selection in accordance with this paragraph.’ (vii) in point 4.3., Figure A8.App6/3 is replaced by the following: ‘Figure A8.App6/3 Selection of the driver-selectable mode for PEVs ’ (bb) Appendix 7 is replaced by the following: ‘Sub-Annex 8 - Appendix 7 Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles
General requirements
Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2. of this Appendix. At the request of the manufacturer and with approval of the approval authority, fuel consumption may be measured using either the pressure method or the flow method. In this case, the manufacturer shall provide technical evidence that the method yields equivalent results. The pressure and flow methods are described in ISO 23828:2013.
Gravimetric method
Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test. 2.1. Equipment and setting 2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall be used to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the original fuel tank and the fuel cell system. 2.1.2. For preconditioning, the originally installed tank or an external source of hydrogen may be used. 2.1.3. The refuelling pressure shall be adjusted to the manufacturer's recommended value. 2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switched. In the case that influence of pressure difference is expected, the manufacturer and the approval authority shall agree whether correction is necessary or not. 2.1.5. Balance2.1.5.1. The balance used for fuel consumption measurement shall meet the specification of Table A8.App7/1.
Table A8.App7/1 Analytical balance verification criteria Measurement system Resolution Precision Balance 0,1 g maximum ± 0,02 maximum (1) (1)Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation. 2.1.5.2. The balance shall be calibrated in accordance with the specifications provided by the balance manufacturer or at least as often as specified in Table A8.App7/2.
Table A8.App7/2 Instrument calibration intervals Instrument checks Interval Precision Yearly and at major maintenance 2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such as a damping table or a wind barrier, shall be provided. Figure A8.App7/1 Example of instrumentation
where: 1 is the external fuel supply for preconditioning 2 is the pressure regulator 3 is the original tank 4 is the fuel cell system 5 is the balance 6 is/are off-vehicle tank(s) for fuel consumption measurement 2.2. Test procedure 2.2.1. The mass of the off-vehicle tank shall be measured before the test. 2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1. 2.2.3. The test shall be conducted by fuelling from the off-vehicle tank. 2.2.4. The off-vehicle tank shall be removed from the line. 2.2.5. The mass of the tank after the test shall be measured. 2.2.6. The non-balanced charge-sustaining fuel consumption FCCS,nb from the measured mass before and after the test shall be calculated using the following equation:
where: FCCS,nb is the non-balanced charge-sustaining fuel consumption measured during the test, kg/100 km; g1 is the mass of the tank at the start of the test, kg; g2 is the mass of the tank at the end of the test, kg; d is the distance driven during the test, km.’
ANNEX X
‘ANNEX XXII
Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy
Introduction
This Annex sets out the definitions and requirements applicable to the devices for monitoring on board the vehicle the consumption of fuel and/or electric energy.
Definitions
2.1 ‘On-board Fuel and/or Energy Consumption Monitoring Device’ (‘OBFCM device’) means any element of design, either software and/or hardware, which senses and uses vehicle, engine, fuel and/or electric energy parameters to determine and make available at least the information laid down in point 3, and store the lifetime values on board the vehicle.
2.2 ‘Lifetime’ value of a certain quantity determined and stored at a time t shall be the values of this quantity accumulated since the completion of production of the vehicle until time t.
2.3. ‘Engine fuel rate’ means the amount of fuel injected into the engine per unit of time. It does not include fuel injected directly into the pollution control device.
2.4 ‘Vehicle fuel rate’ means the amount of fuel injected into the engine and directly into the pollution control device per unit of time. It does not include the fuel used by a fuel operated heater.
2.5 ‘Total Fuel Consumed (lifetime)’ means the accumulation of the calculated amount of fuel injected into the engine and the calculated amount of fuel injected directly into the pollution control device. It does not include the fuel used by a fuel operated heater.
2.6 ‘Total Distance Travelled (lifetime)’ means the accumulation of the distance travelled using the same data source that the vehicle odometer uses.
2.7 ‘Grid energy’ means, for OVC-HEVs, the electric energy flowing into the battery when the vehicle is connected to an external power supply and the engine is turned off. It shall not include electrical losses between the external power source and the battery.
2.8 ‘Charge sustaining operation’ means, for OVC-HEVs, the state of vehicle operation when the REESS state of charge (SOC) may fluctuate but the intent of the vehicle control system is to maintain, on average, the current state of charge.
2.9 ‘Charge depleting operation’ means, for OVC-HEVs, the state of vehicle operation when the current REESS SOC is higher than the charge sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge sustaining target SOC value.
2.10 ‘Driver-selectable charge increasing operation’ means, for OVC-HEVs, the operating condition in which the driver has selected a mode of operation, with the intention to increase the REESS SOC.
Information to be determined, stored and made available
The OBFCM device shall determine at least the following parameters and store the lifetime values on board the vehicle. The parameters shall be calculated and scaled according the standards referred to in points 6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation.
3.1. For all vehicles referred to in Article 4a, with the exception of OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) total distance travelled (lifetime) (kilometres);
(c) engine fuel rate (grams/second);
(d) engine fuel rate (litres/hour);
(e) vehicle fuel rate (grams/second);
(f) vehicle speed (kilometres/hour).
3.2. For OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) total fuel consumed in charge depleting operation (lifetime) (litres);
(c) total fuel consumed in driver-selectable charge increasing operation (lifetime) (litres);
(d) total distance travelled (lifetime) (kilometres);
(e) total distance travelled in charge depleting operation with engine off (lifetime) (kilometres);
(f) total distance travelled in charge depleting operation with engine running (lifetime) (kilometres);
(g) total distance travelled in driver-selectable charge increasing operation (lifetime) (kilometres);
(h) engine fuel rate (grams/second);
(i) engine fuel rate (litres/hour);
(j) vehicle fuel rate (grams/second);
(k) vehicle speed (kilometres/hour);
(l) total grid energy into the battery (lifetime) (kWh).
Accuracy
4.1 With regard to the information specified in point 3, the manufacturer shall ensure that the OBFCM device provides the most accurate values that can be achieved by the measurement and calculation system of the engine control unit.
Access to the information provided by the OBFCM device
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