LegalizeCommission Delegated Regulation (EU) No 44/2014 of 21 November 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to the vehicle construction and general requirements for the approval of two- or three-wheel vehicles and quadricycles Text with EEA relevance
Requirements applying to fuel storage
1. General requirements
1.1.‘Type of vehicle with regard to fuel storage’ means a category of vehicles which do not differ in such essential respects as shape, size and material characteristics, and the method of mounting and location of the fuel tank on the vehicle;
1.2.Fuel tanks of vehicles fitted with one or more of these shall meet the following general requirements:
1.2.1. Fuel tanks shall be made with materials of which the thermal, mechanical and chemical behaviour continues to be appropriate under their intended conditions of use.
1.2.2. Fuel tanks and adjacent vehicle parts shall be designed in such a way as not to generate any electrostatic charge which could result in sparking between the tank and the chassis of the vehicle which could ignite a mixture of air and fuel.
1.2.3. Fuel tanks shall be made so as to be corrosion-resistant.
1.2.4. Fuel tanks shall be fitted with appropriate devices (e.g. orifices or safety valves) which automatically release any excess pressure or any pressure exceeding the service pressure. Such devices shall be so designed as to preclude any risk of ignition of a mixture of air and fuel.
1.2.5. Fuel tanks shall be so designed that any fuel that may leak when they are being filled cannot fall on the vehicle’s exhaust system, engine or other drivetrain parts or on the inside of any passenger or luggage compartment, but is channelled to the ground.
1.2.6. Fuel shall be unable to flow from the filler cap or any devices fitted in order to release excess pressure, even if the tank is fully inverted. Dripping is tolerated to a maximum of 30 g/min, to be verified by means of the test described in points 2.1 to 2.1.4. If the leakage rate does not appear to be constant in nature, it shall be ensured that maximum leakage rate is determined within a one minute timeframe (i.e. not averaged over a longer timeframe).
1.2.7. No tank shall be situated in, or form, a surface (e.g. floor, wall, roof or bulkhead) of the passenger compartment or other compartment integral with it, if the vehicle is fitted with bodywork. 1.2.7.1. For the purpose of this Annex, a vehicle is deemed to have a passenger or other compartment integral with it if it is fitted with safety glazing, side doors, a rear door, side pillars and/or a roof creating an enclosed or partly enclosed compartment. The technical service shall clearly justify the judgment criteria in the test report.
1.2.8. The fuel filler port shall not be situated in the passenger compartment, luggage compartment or engine compartment, if any. 1.2.8.1. Further to point 1.2.7.1 above, a vehicle is deemed to have an engine compartment or a luggage compartment if it is fitted with side panels in combination with a bonnet/hood lid and/or a boot/trunk lid creating an enclosed or partly enclosed compartment. The technical service shall clearly justify the judgment criteria in the test report.
1.2.9. Fuel tanks shall pass the leak-tightness tests carried out with an internal pressure equal to twice the relative service pressure (design pressure) or an overpressure of 30 kPa, whichever is higher, as described in points 2.2 to 2.2.1. Any orifices may be blocked for the purpose of this test. The fuel tank shall not crack or leak during the test, but may remain permanently deformed. 1.2.9.1. Fuel tanks made of materials other than metal are considered as meeting this requirement if they have passed the test described in points 3.4 to 3.4.1.
1.2.10. Fuel tanks made of materials other than metal shall be subject to the tests in accordance with points 3 to 3.7.5.1 in addition to those described in points 2.1 to 2.1.4.
1.3.Vehicles fitted with one or more fuel tanks shall meet the following general requirements:
1.3.1. Fuel tanks shall be fitted and installed in such a way as to fulfil their function in all foreseeable operating conditions.
1.3.2. All parts and components of the vehicle’s fuel supply system shall be adequately protected by parts of the frame or bodywork against contact with possible obstacles on the ground. Such protection shall not be required if the relevant parts or components located beneath the vehicle are further from the ground than the parts of the frame or bodywork which are located immediately ahead of them.
1.3.3. All parts and components of the vehicle’s fuel supply system shall be designed, manufactured and installed in such a way as to withstand the effects of any internal and external corrosion to which it is exposed. No motion due to torsion, flexing and vibration of the vehicle structure, engine and transmission shall subject any part or component of the fuel supply system to abnormal friction or stress.
1.3.4. Vehicles using liquefied petroleum gas (LPG) in their propulsion system, and the LPG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 67 (6) as prescribed for vehicle category M1.
1.3.5. Vehicles using compressed natural gas (CNG) in their propulsion system, and the CNG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 110 (7) as prescribed for vehicle category M1.
2. Fuel tank tests
2.1.1.The tank and all its accessories shall be mounted onto a test fixture in a manner corresponding to the mode of installation on the vehicle for which the tank is intended. This also applies to systems for the compensation of the interior excess pressure.
2.1.2.The test fixture shall rotate about an axis lying parallel to the longitudinal vehicle axis.
2.1.3.The test shall be carried out with the tank filled to 30 % of its total rated capacity and also 90 % of its total rated capacity with a non-flammable liquid having a density and a viscosity close to those of the fuel normally used, or with water.
2.1.4.The tank shall be turned from its installed position 90° to the left. The tank shall remain in this position for at least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this position, in which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its normal position.
Testing liquid that has not flowed back from the venting system into the tank may be drained and replenished if necessary.
The tank shall be turned from its installed position 90° to the right. The tank shall remain in this position for at least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this position, in which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its normal position.
The 90° rotations shall take place at one to three minute intervals.
2.2.1.The tank shall be subjected to a hydraulic internal pressure test which shall be carried out on an isolated unit complete with all its accessories. The tank shall be completely filled with a non-flammable liquid having a density and a viscosity close to those of the fuel normally used, or with water. After all communication with the outside has been cut off, the pressure shall be gradually increased, through the pipe connection through which fuel is fed to the engine, to the internal pressure specified in point 1.2.9. and this pressure shall be maintained for at least 60 seconds.
3. Specific requirements and tests for fuel tanks made of materials other than metal
3.1. Fuel tanks made of materials other than metal are subjected to the following additional tests:
ANNEX X
Requirements applying to load platforms
1. Purpose
1.1.If a load platform is fitted on an L2e, L5e-B, L6e-B, L7e-B or L7e-C (sub)category vehicle, the assembly of vehicle and load platform shall comply with a minimum set of construction criteria in order to safely transport goods.
2. Requirements
2.1.If fitted, the load platform shall be designed to carry goods only and have an open or enclosed loading bed, which shall be virtually even and horizontal.
2.2.The centre of gravity of the L-category vehicle with loaded platform and without driver shall be situated between the axles.
2.3.The dimensions of the platform shall be such that:
2.3.1. The length of the loading bed, which means the distance from the foremost internal point to the rearmost internal point of the cargo area, measured horizontally in the longitudinal plane of the vehicle, shall not exceed 1.4 times the front or rear track width of the L-category vehicle, whichever is the larger; Sub-subcategories L6e-BU and L7e-CU are exempted from this requirement.
2.3.2. The width of the loading bed does not exceed the maximum overall width of the L-category vehicle without platform.
2.3.3. Adequate side protection shall be provided to prevent goods loaded on the load platform from falling off.
2.4.The platform shall be laid out symmetrically in relation to the longitudinal median plane of the L-category vehicle.
2.5.The height of the load platform above the ground shall be no more than 1 000 mm.
2.6.The load platform shall be attached to the L-category vehicle in such a way as to avoid any risk of accidental detachment.
2.7.The type of platform and the way it is attached shall be such that, with a normal load, the driver’s field of vision remains adequate and the various mandatory lighting and light-signalling devices continue to fulfil their proper function.
2.8.The vehicle manufacturer shall declare safe load carrying capacity for such load platform.
2.9.Adequate fixing points for securing devices for the pay-mass shall be provided at the load platform.
ANNEX XI
Requirements applying to masses and dimensions
1. Purpose
1.1.This Annex lays down the requirements for the type-approval of L-category vehicles with regard to their masses and dimensions.
2. Submission of the vehicle’s mass specifications and test requirements to determine the mass specifications
2.1.In the application for EU type-approval for a type of vehicle as regard its masses and dimensions, the manufacturer shall provide the approval authority, for each version within a vehicle type, irrespective of the state of completion of the vehicle, details of the following masses:
2.1.1. the mass in running order as referred to in Article 5 of Regulation (EU) No 168/2013;
2.1.2. the actual mass;
2.1.3. the technically permissible maximum laden mass;
2.1.4. the technically permissible maximum mass on the axles;
2.1.5. if applicable, the technically permissible maximum towable mass;
2.1.6. if applicable, the technically permissible maximum masses at the coupling point, taking into account the technical features of the couplings that are fitted or can be fitted to the vehicle, as the case may be;
2.1.7. if applicable the mass of the optional equipment;
2.1.8. if applicable the mass of the superstructure;
2.1.9. if applicable the mass of the propulsion battery.
2.2.When determining the masses referred to in point 2, the manufacturer shall take into account the best practices of good engineering and the best available technical knowledge in order to minimise the risks of mechanical failure, in particular those due to fatigue of materials, and to avoid damage to the road infrastructure.
2.3.When determining the masses referred to in point 2, the manufacturer shall take into account the maximum vehicle speed by construction of the vehicle.
Where the vehicle is equipped by the manufacturer with a vehicle speed limitation device, the maximum vehicle speed by construction shall be the true vehicle speed permitted by the vehicle speed limitation device.
2.4.When determining the masses referred to in point 2, the manufacturer shall not impose restrictions on the use of the vehicle except those concerning the tyre capacities that can be adjusted to the speed by construction.
2.5.For incomplete vehicles, including chassis-cabin vehicles, that require a further stage of completion, the manufacturer shall provide all relevant information to the next-stage manufacturers so that the requirements of this Regulation continue to be fulfilled.
For the purposes of the first subpoint, the manufacturer shall specify the position of the centre of gravity of the mass corresponding to the sum of the load.
2.6.Where the optional equipment significantly affects the masses and dimensions of the vehicle, the manufacturer shall provide the technical service with the location, mass and geometrical position of the gravity centre with respect to the axles of the optional equipment that can be fitted to the vehicle.
2.7.Where the approval authority or the technical service deems it necessary, they may request the manufacturer to make available a vehicle representative of the type to be approved for the purposes of inspection.
2.8.In the case of utility vehicles of subcategories L5e-B, L6e-BU and L7e-CU intended for carrying goods and designed to be equipped with exchangeable superstructures, the total mass of these superstructures shall be part of the pay-mass. In this case, the following additional conditions shall be fulfilled:
2.8.1. a superstructure is considered to be exchangeable if it can be easily removed from the chassis cab;
2.8.2. in the information document, the vehicle manufacturer shall provide the maximum permitted dimensions, the total mass of the superstructure, the limits for the position of the centre of gravity and a drawing with the position of fixing devices.
2.9.The test conditions and requirements of Appendix 1 shall be fulfilled to determine the masses to be submitted by the manufacturer to the approval authority.
3. Submission of the vehicle’s dimensions and test requirements to determine the dimensions
3.1.In the application for EU type-approval for a type of vehicle as regard its masses and dimensions, the manufacturer shall provide the approval authority, for each version within a vehicle type, irrespective of the state of completion of the vehicle, the following dimensions [in mm] of the vehicle:
3.1.1. length of the vehicle, which means the distance between two vertical planes perpendicular to the longitudinal plane of the vehicle and tangent to the front and rear of the vehicle, respectively;
3.1.2. width of the vehicle, which means the distance between two planes parallel to the longitudinal plane of the vehicle and tangent to the vehicle on either side of that plane;
3.1.3. height of the vehicle, which means the distance between the plane supporting the vehicle and a parallel plane tangent to the upper part of the vehicle;
3.1.4. wheelbase of the vehicle, which means the dimension referred to in point 6.4.1 of Standard ISO 612:1978;
3.1.5. for vehicles with twinned wheels or for three- or four-wheeled vehicles: track-width front and/or rear, which means the distance referred to in point 6.5 of Standard ISO 612:1978;
3.1.6. if applicable, lengthloading bed and widthloading bed
3.2.The test conditions and requirements of Appendix 1 shall be fulfilled to determine the dimensions to be submitted.
3.3.The actual dimensions referred to in point 3.1 may differ from those stated by the manufacturer by not more than 3 %.
Appendix 1
Specific requirements with regard to masses and dimensions of L-category vehicles
1. Specific requirements regarding vehicle dimensions
1.1.For the purposes of measurement of the dimensions set out in point 3 of Annex XI:
1.1.1. The vehicle shall be at its mass in running order, placed on a horizontal and flat surface with tyres inflated at the pressure recommended by the manufacturer;
1.1.2. The vehicle shall be in a vertical position and the wheels in a position corresponding to travel in a straight line;
1.1.3. All the wheels of the vehicle shall be borne by the supporting plane, with the exception of any spare wheel.
1.2.Only the devices and equipment referred to in this point 1 shall not be taken into account for the determination of the dimensions of the vehicle.
1.3.With regard to the length of the vehicle, all components of the vehicle and, in particular, any fixed component extending towards the front or rear (bumpers, mudguards, etc.) shall be included within the two planes as referred to in point 3.1.1 of Annex XI, with the exception of the coupling device.
1.4.With regard to the width of a vehicle, all components of the vehicle and, in particular, all fixed components extending sideways shall be included within the two planes referred to in point 3.1.2 of Annex XI, with the exception of the rear view mirror(s).
1.5.With regard to the height of a vehicle, all fixed components of the vehicle shall be included within the two planes referred to in point 3.1.3 of Annex XI, with the exception of the rear view mirror(s).
1.6.1.For the purpose of measuring the ground clearance of an L-category vehicle type, the test vehicle shall be loaded to the actual mass.
1.6.2.As an exception to point 1.6.1., for the purpose of measuring the ground clearance of a subcategory L3e-AxE vehicle type (x = 1, 2 or 3, two-wheel Enduro motorcycle) or a subcategory L3e- AxT vehicle type (x = 1, 2 or 3, two-wheel Trial motorcycle), the test Enduro or Trial motorcycle shall be loaded to its mass in running order.
1.6.3.Any manually or automatically adjustable suspension system fitted to the vehicle, possibly resulting in a variable ground clearance, shall be put to its minimum setting allowing the minimum distance between vehicle and ground plane.
1.6.4.The shortest distance between the ground plane and the lowest fixed point of the vehicle shall be measured between the axles and under the axle(s), if applicable in accordance with Appendix 1 to Annex II to Directive of the European Parliament and of the Council 2007/46/EC (8). That minimum measured distance shall be regarded as the ground clearance of the vehicle.
1.7.An L7e-B2 vehicle (all terrain buggy) complying with the requirements set out in point 1.6 shall satisfy at least five of the following six requirements:
1.7.1. approach angle ≥ 25 degrees;
1.7.2. departure angle ≥ 20 degrees;
1.7.3. ramp angle ≥ 20 degrees;
1.7.4. ground clearance under the front axle ≥ 180 mm;
1.7.5. ground clearance under the rear axle ≥ 180 mm;
1.7.6. ground clearance between the axles ≥ 180 mm.
1.8.The approach angle, departure angle and the ground clearances shall be measured in accordance with Appendix 1 to Annex II to Directive 2007/46/EC.
2. Specific requirements regarding vehicle masses
2.1. The sum of the technically permissible maximum mass on the axles shall not be less than the technically permissible maximum laden mass of the vehicle.
2.3. Where the vehicle is laden to the technically permissible maximum laden mass, the mass on each axle shall not exceed the technically permissible maximum mass on that axle.
2.5. L-category vehicles can be authorised to tow a trailer ≤ 50 % of the mass in running order of the vehicle.
2.6. Where a vehicle is equipped with removable seats, the verification procedure shall be limited to the condition with the maximum number of seating positions.
| 2.8. | Maximum permissible pay-mass2.8.1. The maximum permissible pay-mass of the vehicle shall be limited according to the values set out in Table Ap1-1 below. Table Ap1-1 Maximum permissible pay-mass Vehicle (sub)category Maximum permissible pay-mass (kg) L1e-A/L1e-B/L2e-P/L6e-A/L6e-BP Maximum permissible pay-mass declared by the manufacturer, but in no case more than 250 kg. L2e-U/L6e-BU Maximum permissible pay-mass declared by the manufacturer, but in no case more than 300 kg. L3e/L4e/L5e-A/L7e-A/L7e-B/L7e-CP Maximum pay-mass declared by the manufacturer, but in no case more than the mass in running order limit of the (sub)category as referred to in Annex I to EU Regulation (EU) No 168/2013. L5e-B/L7e-CU Maximum pay-mass declared by the manufacturer, but in no case more than 1 000 kg. |
|---|---|
| 2.8.1. | The maximum permissible pay-mass of the vehicle shall be limited according to the values set out in Table Ap1-1 below. Table Ap1-1 Maximum permissible pay-mass Vehicle (sub)category Maximum permissible pay-mass (kg) L1e-A/L1e-B/L2e-P/L6e-A/L6e-BP Maximum permissible pay-mass declared by the manufacturer, but in no case more than 250 kg. L2e-U/L6e-BU Maximum permissible pay-mass declared by the manufacturer, but in no case more than 300 kg. L3e/L4e/L5e-A/L7e-A/L7e-B/L7e-CP Maximum pay-mass declared by the manufacturer, but in no case more than the mass in running order limit of the (sub)category as referred to in Annex I to EU Regulation (EU) No 168/2013. L5e-B/L7e-CU Maximum pay-mass declared by the manufacturer, but in no case more than 1 000 kg. |
| Vehicle (sub)category | Maximum permissible pay-mass (kg) |
| L1e-A/L1e-B/L2e-P/L6e-A/L6e-BP | Maximum permissible pay-mass declared by the manufacturer, but in no case more than 250 kg. |
| L2e-U/L6e-BU | Maximum permissible pay-mass declared by the manufacturer, but in no case more than 300 kg. |
| L3e/L4e/L5e-A/L7e-A/L7e-B/L7e-CP | Maximum pay-mass declared by the manufacturer, but in no case more than the mass in running order limit of the (sub)category as referred to in Annex I to EU Regulation (EU) No 168/2013. |
| L5e-B/L7e-CU | Maximum pay-mass declared by the manufacturer, but in no case more than 1 000 kg. |
2.9. When determining the vehicle’s mass specifications and in the applicable test requirements to determine these mass specifications, the mass of the alternative propellant storage shall be assumed being equal to:
3. Specific requirements regarding the vehicle masses and dimensions of subcategories L6e-A, L7e-A and L7e-B relating to static vehicle stability
3.0.1.1. Subcategories L6e-A (light on-road quads), L7e-A (heavy on-road quads) and L7e-B (heavy all-terrain quads) are four-wheel vehicles that may have to fulfil conflicting design criteria, as they might not only be used on hard paved surfaces but also off-road. The consequence of having to cope with all kinds of terrain may be a high centre of gravity, resulting in an instable vehicle. Minimum test requirements for static vehicle stability may positively influence the configuration of masses and dimensions in the design stage of the vehicle and increase vehicle static stability.
3.0.1.2. Vehicles of subcategories L6e-A, L7e-A and L7e-B shall comply with the test requirements and performance criteria laid down in this point.
3.1.1. The test vehicle shall be representative in terms of masses, dimensions and shape for the type-approved vehicle. It shall conform in all its components with the production series or, if the L-category vehicle is different from the production series, a full description shall be given in the test report. In selecting the test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approval authority which L-category vehicle test model is representative for related vehicle variants.
3.1.2. The following minimum checks on the test vehicle shall be made in accordance with the manufacturer’s specifications for the use considered: wheels, wheel rims, tyres (representative make, type, pressure), axle geometry, adjustment of the suspension and vehicle ground clearance (set according to manufacturer specifications).
3.2.1. All L6e-A, L7e-A and L7e-B subcategory vehicles shall meet the stability performance requirements listed in sections 3.2.3.3 and 3.2.4.1.3 when tested as described below. Tilt table tests shall be conducted in both the loaded configuration and operator and passenger configuration.
3.2.3. 3.2.3.1 Test Conditions Test conditions shall be as follows: 3.2.3.2. Calculation Kst Equation 11-1: Where: Kst : static stability coefficient CG : centre of gravity Lcg : location of the cg forward of the rear axle Hcg : location of the cg above the ground plane t1 : front track width t2 : rear track width L : wheelbase 3.2.3.3. Performance Requirements 3.2.3.3.1. (Sub)categories L6e-A, L7e-A and L7e-B2: Kst ≥ 1.0 3.2.3.3.2. (Sub)category L7e-B1: Kst ≥ 0.7
3.2.4. 3.2.4.1. Test Conditions Test conditions shall meet those of point 3.2.2.1. 3.2.4.1.1. Test Device A test platform shall be used that meets the requirements of point 3.2.2. 3.2.4.1.2. Test Procedure The loaded test vehicle shall be placed on the tilting platform so that the longitudinal centreline is perpendicular to the platform tilt axis. The forward end of the test vehicle shall face the platform tilt axis. Tilt the platform to a 25 degree (46,6 %) gradient and repeat item listed in points 3.2.3 and 3.2.4. Repeat the procedure with the rear end of the test vehicle facing the platform tilt axis. 3.2.4.1.3. Pitch stability performance requirements Acceptance of the pitch stability test shall require that at least one of the supporting tyre or tyres on the uphill side remains in contact with the surface.
ANNEX XII
Requirements applying to functional on-board diagnostics (OBD)
1. Introduction
This Annex applies to the functional requirements of on-board diagnostic (OBD) systems for L-category vehicles and specifies requirements as referred to in Article 21 of Regulation (EU) No 168/2013 according to the timetable set out in Annex IV to that Regulation and referring to the OBD threshold limits set out in Section B of Annex VI to that Regulation.
2. OBD stage I and stage II
2.1. OBD stage I. 2.1.1.The technical requirements of this Annex shall be mandatory for L-category vehicles equipped with an OBD stage I system as set out in Article 21 of, and Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance with all subsequent points with the exception of those specifying OBD stage II requirements in points 2.2 and 2.3.
| 2.2. | OBD stage II2.2.1.An L-category vehicle may be equipped with an OBD stage II system if the manufacturer so chooses. 2.2.2.Where an OBD stage II system is fitted, the technical requirements of this Annex shall apply. This concerns in particular the applicable points listed in Table 12-1. Table 12-1 OBD stage II functions and associated requirements in the points of this Annex and Appendix 1 Topic Point in this Annex and in Appendix 1 General disable criterion for degradation type of diagnostics in OBD stage II 3.2.1.1. Catalytic converter monitoring 3.3.2.1.; 3.3.3.1. EGR efficiency/flow monitoring 3.3.3.4. In-use performance monitoring 2nd sub point of point 3.3. of Appendix 1, point 4 of Appendix 1 General OBD stage II requirement 3.3. of Appendix 1 Misfire detection 3.2.2.; 3.3.2.2.; 3.5.3.; 3.6.2.; 3.7.1.; 3.1.2. of Appendix 1 NOx after-treatment system monitoring 3.3.3.5.; 3.3.3.6. Oxygen sensor deterioration monitoring 3.3.2.3. Particulate filter monitoring 3.3.3.2. Particulate matter (PM) emission monitoring 3.3.2.5. |
|---|---|
| Topic | Point in this Annex and in Appendix 1 |
| General disable criterion for degradation type of diagnostics in OBD stage II | 3.2.1.1. |
| Catalytic converter monitoring | 3.3.2.1.; 3.3.3.1. |
| EGR efficiency/flow monitoring | 3.3.3.4. |
| In-use performance monitoring | 2nd sub point of point 3.3. of Appendix 1, point 4 of Appendix 1 |
| General OBD stage II requirement | 3.3. of Appendix 1 |
| Misfire detection | 3.2.2.; 3.3.2.2.; 3.5.3.; 3.6.2.; 3.7.1.; 3.1.2. of Appendix 1 |
| NOx after-treatment system monitoring | 3.3.3.5.; 3.3.3.6. |
| Oxygen sensor deterioration monitoring | 3.3.2.3. |
| Particulate filter monitoring | 3.3.3.2. |
| Particulate matter (PM) emission monitoring | 3.3.2.5. |
2.3. 2.3.1.For the purposes of points 3.3.5 and 3.3.6 the electric circuit and electronic failure diagnostics with regard to OBD stage I and/or II shall at a minimum contain the sensor and actuator diagnostics as well as the internal diagnostics of the electronic control units listed in Appendix 2. 2.3.2.Non-continuously running electric circuit monitoring diagnostics, i.e. those electric circuit monitoring diagnostics that will run until their tests have passed on a non-continuous basis, and completion of point 3.3.6 for the items included in Appendix 2, shall be part of OBD stage II. 2.3.3.By 31 December 2018, the list in Appendix 2 shall be reviewed and updated for technical progress if deemed necessary. Any malfunctions of supplemental devices to be monitored shall be applicable for OBD stage II in addition to those already identified in the table.
3. Functional OBD requirements
3.4. A sequence of diagnostic checks shall be initiated at each engine start and completed at least once provided that the correct test conditions are met. The test conditions shall be selected in such a way that they all occur in the course of normal driving as represented by the Type I test. If the failure cannot be reliably detected under the Type I test conditions, the manufacturer may propose supplemental test conditions that do allow robust detection of the failure to be agreed with the technical service to the satisfaction of the approval authority.
4. Requirements relating to the type-approval of on-board diagnostic systems
4.1. A manufacturer may ask the authority to accept an OBD system for type-approval even if the system contains one or more deficiencies so that the specific requirements of this Annex are not fully met.
4.2. In considering the request, the authority shall determine whether compliance with the requirements of this Annex is unfeasible or unreasonable. The authority shall take into consideration data from the manufacturer detailing factors such as, but not limited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective in complying with the requirements of this Regulation and whether the manufacturer has demonstrated an acceptable level of effort to comply with those requirements. 4.2.1.The authority shall not accept any deficiency request that includes the complete lack of a required diagnostic monitor. 4.2.2.The authority shall not accept any deficiency request that does not respect the OBD threshold in Section (B) of Annex VI to Regulation (EU) No 168/2013.
4.3. In the identified order of deficiencies, those relating to points 3.3.2.1, 3.3.2.2 and 3.3.2.3 for positive-ignition engines and points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for compression-ignition engines shall be identified first.
4.4. Prior to, or at the time of, type-approval, no deficiency shall be granted with regard to the requirements set out in point 3. of Appendix 1, except the requirements laid down in point 3.11. of Appendix 1.
4.5. 4.5.1.A deficiency may be carried over for a period of two years after the date of type-approval of the vehicle type unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not exceeding three years. 4.5.2.A manufacturer may ask the approval authority to grant a deficiency retrospectively when it is discovered after the original type-approval. In this case, the deficiency may be carried over for a period of two years after the date of notification to the administrative department unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not exceeding three years.
4.6. The authority shall notify all other Member States of its decision on granting a deficiency request.
4.7. The vehicle family criteria laid down in table 11-1 in point 3.1. of Annex XI to Regulation (EU) No 134/2014 with regard to test type VIII shall also be applicable for the functional on-board diagnostic requirements set out in this Annex.
Appendix 1
Functional aspects of on-board diagnostic (OBD) systems
1. Introduction
The on-board diagnostic systems fitted on L-category vehicles shall comply with the detailed information and functional requirements and verification test procedures of this Appendix in order to harmonise the systems and verify if the system is capable of meeting the requirements in Article 21 of Regulation (EU) No 168/2013.
2. On-board diagnostic functional verification testing
2.1.The on-board diagnostic environmental system performance and functional capabilities shall be verified and demonstrated to the approval authority by performing the type VIII test procedure referred to in Annex V(A) to Regulation (EU) No 168/2013.
3. Diagnostic signals
3.1.Upon determination of the first malfunction of any component or system, ‘freeze-frame’ engine conditions present at the time shall be stored in computer memory. Stored engine conditions shall include, but are not limited to, calculated load value, engine speed, fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available), coolant temperature, intake manifold pressure (if available), closed- or open-loop operation (if available) and the fault code which caused the data to be stored.
3.1.1.The manufacturer shall choose the most appropriate set of conditions facilitating effective and efficient repairs in freeze-frame storage. Only one frame of data is required. Manufacturers may choose to store additional frames provided that at least the required frame can be read by a generic scan tool meeting the specifications of points 3.9 and 3.10. If the fault code causing the conditions to be stored is erased in accordance with point 3.8 of Annex XII, the stored engine conditions may also be erased.
3.1.2.Should a subsequent fuel system or misfire malfunction occur, any previously stored freeze-frame conditions shall be replaced by the fuel system or misfire conditions (whichever occurs first).
3.2.If available, the following signals in addition to the required freeze-frame information shall be made available on demand through the serial port on the standardised diagnostic connector, if the information is available to the on-board computer or can be determined using information available to the on-board computer: diagnostic trouble codes, engine coolant temperature, fuel control system status (closed-loop, open-loop, other), fuel trim, ignition timing advance, intake air temperature, manifold air pressure, air flow rate, engine speed, throttle position sensor output value, secondary air status (upstream, downstream or atmosphere), calculated load value, vehicle speed and fuel pressure.
The signals shall be provided in standard units based on the specifications in point 3.7. Actual signals shall be clearly identified separately from default value or limp-home signals.
3.3.For all control systems for which specific on-board evaluation tests are conducted (catalyst, oxygen sensor, etc.) except, if applicable, misfire detection, fuel system monitoring and comprehensive component monitoring, the results of the most recent test performed by the vehicle and the limits to which the system is compared shall be made available through the serial data port on the standardised diagnostic connector according to the specifications in point 3.8. For the monitored components and systems excepted above, a pass/fail indication for the most recent test results shall be available through the standardised diagnostic connector.
All OBD in-use performance data that have to be stored under point 4.6 of this Appendix shall be made available through the serial data port on the standardised diagnostic connector according to the specifications in point 3.8.
3.4.The OBD requirements to which the vehicle is certified (i.e. Annex XII or the alternative requirements specified in point 5) and the major control systems monitored by the OBD system consistent with point 3.10 shall be made available through the serial data port on the standardised diagnostic connector according to the specifications in point 3.8 of this Appendix.
3.5.The software identification and calibration verification numbers shall be made available through the serial port on the standardised diagnostic connector. Both numbers shall be provided in a standardised format.
3.6.The diagnostic system is not required to evaluate components during malfunction if such evaluation would result in a risk to functional safety or component failure.
3.7.The diagnostic system shall provide for standardised and unrestricted access to OBD and conform with the following ISO standards and/or SAE specification:
3.8.One of the following standards with the restrictions described shall be used as the on-board to off-board communications link:
— ISO 9141-2:1994/Amd 1:1996: ‘Road Vehicles — Diagnostic Systems — Part 2: CARB requirements for interchange of digital information’,
— SAE J1850: March 1998 ‘Class B Data Communication Network Interface. Emission related messages shall use the cyclic redundancy check and the three-byte header and not use inter byte separation or checksums’,
— ISO 14229-3:2012: ‘Road vehicles — Unified diagnostic services (UDS) — Part 3: Unified diagnostic services on CAN implementation’,
— ISO 14229-4:2012: ‘Road vehicles — Unified diagnostic services (UDS) — Part 4: Unified diagnostic services on FlexRay implementation’,
— ISO 14230-4:2000: ‘Road Vehicles — Keyword protocol 2000 for diagnostic systems — Part 4: Requirements for emission-related systems’,
— ISO 15765-4:2011: ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emission-related systems’, dated 1 November 2001 ’,
— ISO 22901-2:2011: ‘Road vehicles — Open diagnostic data exchange (ODX) — Part 2: Emissions-related diagnostic data’.
3.9.Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed the functional specification in ISO 15031-4:2005: ‘Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 4: External test equipment’.
3.10.Basic diagnostic data (as specified in point 6.5.1) and bi-directional control information shall be provided using the format and units described in ISO 15031-5:2011 ‘Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services’ and shall be available using a diagnostic tool meeting the requirements of ISO 15031-4:2005.
3.10.1.The vehicle manufacturer shall provide the approval authority with details of any diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in ISO 15031-5:2011 but relating to this Regulation.
3.11.When a fault is registered, the manufacturer shall identify the fault using an appropriate fault code consistent with those in ISO 15031-6:2010 ‘Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions’ relating to ‘emission-related system diagnostic trouble codes’. If this is not possible, the manufacturer may use the diagnostic trouble codes of ISO DIS 15031-6:2010. Alternatively, fault codes may be compiled and reported in accordance with ISO14229:2006. The fault codes shall be fully accessible by standardised diagnostic equipment complying with point 3.9.
The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in ISO 15031-5:2011 or ISO14229:2006, but relating to this Regulation.
3.12.The connection interface between the vehicle and the diagnostic tester shall be standardised and meet all the requirements of ISO 19689:2016 ‘Motorcycles and mopeds — Communication between vehicle and external equipment for diagnostics — Diagnostic connector and related electrical circuits, specification and use’ or ISO 15031-3:2004 ‘Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 3: Diagnostic connector and related electric circuits: specification and use’. The preferred installation position is under the seating position. Any other position of the diagnostic connector shall be subject to the approval authority's agreement and be readily accessible by service personnel but protected from tampering by non-qualified personnel. The position of the connection interface shall be clearly indicated in the user manual.
3.13.Until an OBD stage II system for L-category vehicle has been implemented on the vehicle, an alternative connection interface may be installed at the request of the vehicle manufacturer. Where such an alternative connection interface is installed, the vehicle manufacturer shall make available to test equipment manufacturers the details of the vehicle connector pin configuration free of charge. The vehicle manufacturer shall provide an adapter enabling connection to a generic scan tool. Such an adapter shall be of suitable quality for professional workshop use. It shall be provided upon request to all independent operators in a non-discriminating manner. Manufacturers may charge a reasonable and proportionate price for this adapter, taking into account the additional costs caused for the customer by this choice of the manufacturer. The connection interface and the adapter may not include any specific design elements which would require validation or certification before use, or which would restrict the exchange of vehicle data when using a generic scan tool.
4. In-use performance
4.1.1.Each monitor of the OBD system shall be executed at least once per driving cycle in which the monitoring conditions in point 3.2 of Annex XII are met. Manufacturers shall not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a monitoring condition for any monitor.
4.1.2.The in-use performance ratio (‘IUPR’) of a specific monitor M of the OBD systems and in-use performance of pollution control devices shall be:
Equation Ap1-1:
4.1.3.Comparison of Numerator and Denominator gives an indication of how often a specific monitor is operating relative to vehicle operation. To ensure all manufacturers are tracking IUPRM in the same manner, detailed requirements are given for defining and incrementing these counters.
4.1.4.From 1 January 2024, if, in accordance with the requirements of this Annex, the vehicle is equipped with a specific monitor M, IUPRM shall be greater than or equal to 0,1 for all monitors M.
4.1.4.1.Until 31 December 2023, the manufacturer shall demonstrate to the approval authority the functionality of IUPR determination, for new types of vehicles as of 1 January 2020 and for existing types of vehicles as of 1 January 2021.
4.1.5.The requirements of this point are deemed to be met for a particular monitor M, if for all vehicles of a particular vehicle and propulsion family manufactured in a particular calendar year the following statistical conditions hold:
(a) The average IUPRM is equal or above the minimum value applicable to the monitor;
(b) More than 50 % of all vehicles have an IUPRM equal or above the minimum value applicable to the monitor.
4.1.6.The manufacturer shall demonstrate to the approval authority that these statistical conditions are satisfied for vehicles manufactured in a given calendar year for all monitors required to be reported by the OBD system according to point 4.6 of this Appendix not later than 18 months after the end of a calendar year. For this purpose, statistical tests shall be used which implement recognised statistical principles and confidence levels.
4.1.7.For demonstration purposes of this point, the manufacturer may group vehicles within a vehicle and propulsion family by any successive non-overlapping 12-month manufacturing periods instead of calendar years. For establishing the test sample of vehicles, at least the selection criteria of Appendix 3, point 2 shall be applied. For the entire test sample of vehicles, the manufacturer shall report to the approval authority all of the in-use performance data to be reported by the OBD system in accordance with point 4.6 of this Appendix. Upon request, the approval authority which grants the approval shall make these data and the results of the statistical evaluation available to other approval authorities.
4.1.8.The approval authority and the technical service may pursue further tests on vehicles or collect appropriate data recorded by vehicles to verify compliance with the requirements of this Annex.
4.1.9.In-use performance-related data to be stored and reported by a vehicle’s OBD system shall be made readily available by the manufacturer to national authorities and independent operators without any encryption.
4.2.1.The numerator of a specific monitor is a counter measuring the number of times a vehicle has been operated in such a way that all monitoring conditions necessary for the specific monitor to detect a malfunction in order to warn the driver, as they have been implemented by the manufacturer, have been encountered. The numerator shall not be incremented more than once per driving cycle, unless there is reasoned technical justification.
4.3.1.The purpose of the denominator is to provide a counter indicating the number of vehicle driving events, taking into account special conditions for a specific monitor. The denominator shall be incremented at least once per driving cycle, if during this driving cycle such conditions are met and the general denominator is incremented as specified in point 4.5, unless the denominator is disabled according to point 4.7.
4.3.2.In addition to the requirements of point 4.3.1:
(i) Diesel oxidation catalyst;
(ii) Diesel particulate filter.
4.3.3.For hybrid vehicles, vehicles that employ alternative engine start hardware or strategies (e.g. integrated starter and generators), or alternative fuel vehicles (e.g. dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request the approval of the approval authority to use alternative criteria to those set out in this point for incrementing the denominator. In general, the approval authority shall not approve alternative criteria for vehicles that employ engine shut off only at or near idle/vehicle stop conditions. The authority’s approval of the alternative criteria shall be based on their equivalence to determine the amount of vehicle operation relative to the measure of conventional vehicle operation in accordance with the criteria in this point.
4.4.1.The ignition cycle counter indicates the number of ignition cycles a vehicle has experienced. The ignition cycle counter may not be incremented more than once per driving cycle.
4.5.1. The general denominator is a counter measuring the number of times a vehicle has been operated. It shall be incremented within 10 seconds, if the following criteria are satisfied on a single driving cycle: The general denominator may also be incremented outside the boundary conditions for altitude or ambient pressure and ambient temperature.
4.6.1.The OBD system shall report in accordance with the ISO 15031-5:2011 specifications the ignition cycle counter and general denominator as well as separate numerators and denominators for the following monitors, if their presence on the vehicle is required by this Annex:
(a) Catalysts (each bank to be reported separately);
(b) Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to be reported separately);
(c) Evaporative system;
(d) Exhaust Gas Recirculation (EGR) system;
(e) Variable Valve Train (VVT) system;
(f) Secondary air system;
(g) Particulate filter;
(h) NOx after-treatment system (e.g. NOx adsorber, NOx reagent/catalyst system);
(i) Boost pressure control system.
4.6.2.For specific components or systems that have multiple monitors which have to be reported under this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.
4.6.2.1.Numerators and denominators for specific monitors of components or systems that are monitoring continuously for short circuit or open circuit failures are exempted from reporting.
For the purposes of this point, ‘continuously’ means monitoring is always enabled and sampling of the signal used for monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure relevant to that monitor has to be concluded within 15 seconds. If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs.It is not required to activate an output component/system for the sole purpose of monitoring that output component/system.
4.6.3.All counters, when incremented, shall be incremented by an integer of one.
4.6.4.The minimum value of each counter is 0; the maximum value shall not be less than 65 535 , notwithstanding any other requirements regarding standardised storage and reporting of the OBD system.
4.6.5.If either the numerator or denominator for a specific monitor reaches its maximum value, both counters for that specific monitor shall be divided by two before being incremented again in accordance with points 4.2 and 4.3. If the ignition cycle counter or the general denominator reaches its maximum value, the respective counter shall change to zero at its next increment in accordance with points 4.4 and 4.5 respectively.
4.6.6.Each counter shall be reset to zero only when a non-volatile memory reset occurs (e.g. reprogramming event, etc.) or, if the numbers are stored in keep-alive memory (KAM), when KAM is lost due to an interruption in electrical power to the control module (e.g. battery disconnect, etc.).
4.6.7.The manufacturer shall take measures to ensure that the values of numerator and denominator cannot be reset or modified, except in cases provided for explicitly in this point.
4.7.1.Within 10 seconds of detection of a malfunction which disables a monitor required to meet the monitoring conditions of this Annex (i.e. a pending or confirmed code is stored), the OBD system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the malfunction is no longer detected (i.e. the pending code is erased through self-clearing or a scan tool command), incrementing of all corresponding numerators and denominators shall resume within 10 seconds.
4.7.2.Within 10 seconds of the start of a power take-off operation (PTO) that disables a monitor required to meet the monitoring conditions of this Annex, the OBD system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the PTO operation ends, incrementing of all corresponding numerators and denominators shall resume within 10 seconds.
4.7.3.The OBD system shall disable further incrementing of the numerator and denominator of a specific monitor within 10 seconds, if a malfunction of any component used to determine the criteria within the definition of the specific monitor’s denominator (i.e. vehicle speed, ambient temperature, elevation, idle operation, engine cold start or time of operation) has been detected and the corresponding pending fault code has been stored. Incrementing of the numerator and denominator shall resume within 10 seconds when the malfunction is no longer present (e.g. pending code erased through self-clearing or by a scan tool command).
4.7.4.The OBD system shall disable further incrementing of the general denominator within 10 seconds if a malfunction has been detected of any component used to determine whether the criteria in point 4.5 are satisfied (i.e. vehicle speed, ambient temperature, elevation, idle operation or time of operation) and the corresponding pending fault code has been stored. The general denominator may not be disabled from incrementing for any other condition. Incrementing of the general denominator shall resume within 10 seconds when the malfunction is no longer present (e.g. pending code erased through self-clearing or by a scan tool command).
5. Access to OBD information
5.1.Applications for type-approval or type-approval amendment shall be accompanied by the relevant information concerning the vehicle OBD system. This information shall enable manufacturers of replacement or retrofit components to make the parts they manufacture compatible with the vehicle OBD system, with a view to fault-free operation assuring the vehicle user against malfunctions. Similarly, such relevant information shall enable the manufacturers of diagnostic tools and test equipment to make tools and equipment that provide for the effective and accurate diagnosis of vehicle emission control systems.
5.2.Upon request, the vehicle manufacturer shall make the relevant information on the OBD system available to any interested components, diagnostic tools or test equipment manufacturer on a non-discriminatory basis:
5.2.1. A description of the type and number of preconditioning cycles used for the original type-approval of the vehicle;
5.2.2. A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system;
5.2.3. A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system and a list of all OBD output codes and format used (with an explanation of each) associated with individual emission-related powertrain components and individual non-emission-related components, where monitoring of the component is used to determine MI activation. In particular, a comprehensive explanation for the data in service $ 05 Test ID $ 21 to FF and the data in service $ 06 shall be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a comprehensive explanation for the data in service $ 06 Test ID $ 00 to FF, for each OBD monitor ID supported, shall be provided.
5.2.4. This information may be provided in the form of a table, as follows: Figure Ap1-1 Template OBD information list Component Diagnostic trouble code Monitoring strategy Fault detection criteria MI activation criteria Secondary parameters Preconditioning Demonstration test Default mode Catalyst P0420 Oxygen sensor 1 and 2 signals Difference between sensor 1 and sensor 2 signals 3rd cycle Engine speed, engine load, A/F mode, catalyst temperature Two Type I cycles Type I None
5.2.5. If an approval authority receives a request from any interested components, diagnostic tools or test equipment manufacturer for information on the OBD system of a vehicle: (a) the authority shall, within 30 days, ask the manufacturer of the vehicle in question to make available the information required in points 5.1 and 5.2; (b) the manufacturer shall submit this information to the approval authority within two months of the request; (c) the authority shall transmit this information to the other Member States’ approval authorities and the approval authority which granted the original type-approval shall attach this information to the vehicle type-approval information.
5.2.6. Information can be requested only for replacement or service components that are subject to type-approval or for components that form part of a system subject to type-approval.
5.2.7. The request for information shall identify the exact specification of the vehicle model for which the information is required. It shall confirm that the information is required for the development of replacement or retrofit parts or components or diagnostic tools or test equipment.
6. Information required for the manufacture of diagnostic tools
6.1. In order to facilitate the provision of generic diagnostic tools for multi-make repairers, vehicle manufacturers shall make available the information referred to in the points below through their repair information websites.
6.2. This information shall include all diagnostic tool functions and all the links to repair information and troubleshooting instructions. Access to this information may be subject to the payment of a reasonable fee. 6.2.1. Communication Protocol Information The following information shall be required, indexed against vehicle make, model and variant, or other workable definition such as VIN or vehicle and systems identification: 6.2.2. Test and diagnosis of OBD monitored components The following information shall be required: 6.2.3. Data required to perform the repair The following information shall be required:
Appendix 2
Minimum monitoring requirements for on-board diagnostic (OBD) system stages I and II
1. Subject matter
The following minimum monitoring requirements shall apply for OBD systems complying with the requirements of stages I and II ————— regarding electric circuit diagnostics.
2. Scope and monitoring requirements
If fitted, the following listed sensors and actuators shall be monitored for electric circuit malfunctions which may cause emissions to exceed the designated OBD emission thresholds laid down to in Section B of Annex VI to Regulation (EU) No 168/2013 and/or lead to activation of a default mode that results in a significant reduction of propulsion torque.
| No | Device circuits | Circuit continuity | Circuit rationality | Basic monitoring requirement | Comment No | |||||
|---|---|---|---|---|---|---|---|---|---|---|
| Level, refer to 2.3 | Circuit High | Circuit Low | Open Circuit | Out of Range | Performance/Plausibility | Signal stuck | Device not operational / Device not present | |||
| 1 | Control module (ECU/PCU) internal error | 3 | I&II | (1) | ||||||
| Sensor (input to control units) | ||||||||||
| 1 | Accelerator (pedal/handle) position sensor | 1 | I&II | I&II | I&II | I&II | I&II | I&II | (2) | |
| 2 | Barometric pressure sensor | 1 | I&II | I&II | I&II | II | ||||
| 3 | Camshaft position sensor | 3 | I&II | |||||||
| 4 | Crankshaft position sensor | 3 | I&II | |||||||
| 5 | Engine coolant temperature sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 6 | Exhaust control valve angle sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 7 | Exhaust gas recirculation sensor | 1 | II | II | II | II | II | II | (3) | |
| 8 | Fuel rail pressure sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 9 | Fuel rail temperature sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 10 | Gear shift position sensor (potentiometer type) | 1 | I&II | I&II | I&II | II | II | II | (3) (4) | |
| 11 | Gear shift position sensor (switch type) | 3 | II | I&II | (4) | |||||
| 12 | Intake air temperature sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 13 | Knock sensor (Non-resonance type) | 3 | I&II | |||||||
| 14 | Knock sensor (Resonance type) | 3 | I&II | |||||||
| 15 | Manifold absolute pressure sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 16 | Mass air flow sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 17 | Engine oil temperature sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 18 | O2 sensor (binary/linear) signals | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 19 | Fuel (high) pressure sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 20 | Fuel storage temperature sensor | 1 | I&II | I&II | I&II | II | II | II | (3) | |
| 21 | Throttle position sensor | 1 | I&II | I&II | I&II | I&II | I&II | I&II | (2) | |
| 22 | Vehicle speed sensor | 3 | II | I&II | (4) | |||||
| 23 | Wheel speed sensor | 3 | II | I&II | (4) | |||||
| Actuators (output control units) | ||||||||||
| 1 | Evaporative emission system purge control valve | 2 | II | I&II | II | I&II | (5) | |||
| 2 | Exhaust control valve actuator (motor driven) | 3 | II | I&II | ||||||
| 3 | Exhaust gas recirculation control | 3 | II | |||||||
| 4 | Fuel injector | 2 | I&II | I&II | (5) | |||||
| 5 | Idle air control system | 1 | I&II | I&II | I&II | II | I&II | (5) | ||
| 6 | Ignition coil primary control circuits | 2 | I&II | I&II | (5) | |||||
| 7 | O2 sensor heater | 1 | I&II | I&II | I&II | II | I&II | (5) | ||
| 8 | Secondary air injection system | 2 | II | I&II | II | I&II | (5) | |||
| 9 | Throttle by wire actuator | 3 | I&II | I&II | (5) | |||||
| (1) Only in case of an activated default mode leading to a significantly reduced propulsion torque or if a throttle by wire system is fitted. (2) If redundant APS or redundant TPS are fitted, signal cross check(s) shall meet all circuit rationality requirements. If there is only one APS or TPS fitted, APS or TPS circuit rationality monitoring is not mandatory. (3) OBD stage II: two out of three of the circuit rationality malfunctions marked with ‘II’ shall be monitored in addition to circuit continuity monitoring. (4) only if used as input to ECU/PCU with relevance to environmental or functional safety performance. (5) Derogation allowed if manufacturer requests, level 3 instead, actuator signal present only without indication of symptom. (3) Deleted. |
2.2. If there are more of the same device types fitted on the vehicle listed in the Table Ap2-1, those devices shall be separately monitored and reported in case of malfunctions. If a malfunction is marked with ‘I’ in Table Ap2-1 it shall mean that monitoring is mandatory for OBD stage I and if it is marked with ‘II’ it shall also be mandatory monitoring the malfunction for OBD stage II.
2.3. Sensors and actuators shall be associated with a specific diagnostic level set out below that defines which type of diagnostic monitoring shall be performed:
2.4. Two out of three symptoms in circuit continuity as well as in circuit rationality monitoring diagnostic may be combined, e.g.
2.5. Exemption from detecting certain electric circuit monitoring symptoms may be granted in the following cases if the manufacturer can demonstrate to the technical service to the satisfaction of the approval authority that:
2.6. At the request of the manufacturer and based on a technical justification to the satisfaction of the approval authority, certain OBD monitors listed in Table Ap2-1 may be exempted from type VIII emission verification tests referred to in Annex V(A) to Regulation (EU) No 168/2013 under the condition that the manufacturer can demonstrate to the approval authority that:
Appendix 3
In-use performance ratio
1. Introduction
1.1. This Appendix sets out the in-use performance ratio of a specific monitor M of the OBD systems (IUPR M) requirements for L3e, L5e-A, and L7e-A vehicles type approved in accordance with this Regulation.
2. Audit of IUPR M
2.1. At the request of the approval authority, the manufacturer shall report to the type-approval authority on warranty claims, warranty repair works and OBD faults recorded at servicing, according to a format agreed at type-approval. The information shall detail the frequency and substance of faults for emissions-related components and systems. The reports shall be filed at least once in the vehicle's production cycle, for each vehicle model for the duration of 5 years of age or the distance as laid down in Annex VII(A) to Regulation (EU) No 168/2013, whichever is sooner.
2.2. For defining the IUPR family the OBD family parameters listed in Appendix 5 shall be used.
2.3. An audit of IUPR M will be conducted by the approval authority on the basis of information supplied by the manufacturer. Such information shall include in particular, the following:
3. Selection of vehicles for IUPR M
3.1. The manufacturer's sampling shall be drawn from at least two Member States with substantially different vehicle operating conditions (unless only made available on the market in one Member State). Factors such as differences in fuels, ambient conditions, average road speeds, and urban/highway driving split shall be taken into consideration in the selection of the Member States. For IUPR M testing, only vehicles fulfilling the criteria of point 2.3 of Appendix 4 shall be included in the test sample.
3.2. In selecting the Member States for sampling vehicles, the manufacturer may select vehicles from a Member State that is considered to be particularly representative. In this case, the manufacturer shall demonstrate to the approval authority which granted the type approval that the selection is representative (e.g. by the market having the largest annual sales of a vehicle family within the Union). When a family requires more than one sample lot to be tested as defined in point 3.3, the vehicles in the second and third sample lots shall reflect different vehicle operating conditions from those selected for the first sample.
| 3.3. | Sample size3.3.1. The number of sample lots shall depend on the annual sales volume of an OBD family in the Union, as defined in the following table: EU registrations — per calendar year (for tailpipe emissions tests) — of vehicles of an OBD family with IUPR in the sampling period Number of sample lots up to 100 000 1 100 001 to 200 000 2 above 200 000 3 3.3.2. For IUPR, the number of sample lots to be taken is described in the table in point 3.3.1. and is based on the number of vehicles of an IUPR family that are approved with IUPR For the first sampling period of an IUPR family, all of the vehicle types in the family that are approved with IUPR shall be considered to be subject to sampling. For subsequent sampling periods, only vehicle types which have not been previously tested or are covered by emissions approvals that have been extended since the previous sampling period shall be considered to be subject to sampling. For families consisting of fewer than 5 000 EU registrations that are subject to sampling within the sampling period the minimum number of vehicles in a sample lot is six. For all other families, the minimum number of vehicles in a sample lot to be sampled is fifteen. Each sample lot shall adequately represent the sales pattern, i.e. at least high volume vehicle types (≥ 20 % of the family total) shall be represented. Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum IUPR requirements as well as the requirement to demonstrate these to the type approval authority. |
|---|---|
| 3.3.1. | The number of sample lots shall depend on the annual sales volume of an OBD family in the Union, as defined in the following table: EU registrations — per calendar year (for tailpipe emissions tests) — of vehicles of an OBD family with IUPR in the sampling period Number of sample lots up to 100 000 1 100 001 to 200 000 2 above 200 000 3 |
| EU registrations — per calendar year (for tailpipe emissions tests) — of vehicles of an OBD family with IUPR in the sampling period | Number of sample lots |
| up to 100 000 | 1 |
| 100 001 to 200 000 | 2 |
| above 200 000 | 3 |
| 3.3.2. | For IUPR, the number of sample lots to be taken is described in the table in point 3.3.1. and is based on the number of vehicles of an IUPR family that are approved with IUPR For the first sampling period of an IUPR family, all of the vehicle types in the family that are approved with IUPR shall be considered to be subject to sampling. For subsequent sampling periods, only vehicle types which have not been previously tested or are covered by emissions approvals that have been extended since the previous sampling period shall be considered to be subject to sampling. For families consisting of fewer than 5 000 EU registrations that are subject to sampling within the sampling period the minimum number of vehicles in a sample lot is six. For all other families, the minimum number of vehicles in a sample lot to be sampled is fifteen. Each sample lot shall adequately represent the sales pattern, i.e. at least high volume vehicle types (≥ 20 % of the family total) shall be represented. Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum IUPR requirements as well as the requirement to demonstrate these to the type approval authority. |
Appendix 4
Selecting criteria for vehicles with respect to in-use-performance ratios
1. Introduction
1.1. This Appendix sets out the criteria referred to in Section 4 of Appendix 1 to this annex regarding the selection of vehicles for testing and the procedures for IUPR M.
2. Selection criteria
The criteria for acceptance of a selected vehicle are defined for IUPR M in Sections 2.1. to 2.5.
2.1. The vehicle shall belong to a vehicle type that is type-approved under this Regulation and covered by a certificate of conformity in accordance with Implementing Regulation (EU) No 901/2014 (9). For checking of IUPR M, the vehicle shall be approved to the OBD standard stage II or later. It shall be registered and have been used in the Union.
2.2. The vehicle shall have been in service for at least 3 000 km or 6 months, whichever is the later, and for no more than the durability mileages given for the relevant vehicles category mentioned in Annex VII(A) to Regulation (EU) No 168/2013 or 5 years, whichever is the sooner.
2.3. For checking IUPR M, the test sample shall include only vehicles that:
2.3. If any service has taken place, it shall be to the manufacturer's recommended service intervals.
2.4. The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, mis-fuelling, or other misuse), or other factors (e. g. tampering) that could affect emission performance. The fault code and mileage information stored in the computer shall be taken into account. A vehicle shall not be selected for testing if the information stored in the computer shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was not carried out.
2.5. There shall have been no unauthorised major repair to the engine or major repair of the vehicle.
3. Plan of remedial measures
3.1. The type approval authority shall request the manufacturer to submit a plan of remedial measures to remedy the non-compliance when:
3.2. For IUPRM of a particular monitor M the following statistical conditions are met in a test sample, the size of which is determined in accordance with point 3.3.1. of Appendix 3. For vehicles certified to a ratio of 0,1 in accordance with point 4.1.4. of Appendix 1, the data collected from the vehicles indicate for at least one monitor M in the test sample either that the test sample average in-use-performance ratio is less than 0,1 or that 66 per cent or more of the vehicles in the test sample have an in-use monitor performance ratio of less than 0,1.
3.3. The plan of remedial measures shall be filed with the type approval authority not later than 60 working days from the date of the notification referred to in point 3.1. The type approval authority shall within 30 working days declare its approval or disapproval of the plan of remedial measures. However, where the manufacturer can demonstrate, to the satisfaction of the competent type approval authority, that further time is required to investigate the non-compliance in order to submit a plan of remedial measures, an extension is granted.
3.4. The remedial measures shall apply to all vehicles likely to be affected by the same defect. The need to amend the type approval documents shall be assessed.
3.5. The manufacturer shall provide a copy of all communications related to the plan of remedial measures, and shall also maintain a record of the recall campaign, and supply regular status reports to the type approval authority.
3.7. The manufacturer may be required to conduct reasonably designed and necessary tests on components and vehicles incorporating a proposed change, repair, or modification to demonstrate the effectiveness of the change, repair, or modification.
3.8. The manufacturer is responsible for keeping a record of every vehicle recalled and repaired and the workshop which performed the repair. The type approval authority shall have access to the record on request for a period of 5 years from the implementation of the plan of remedial measures.
3.9. The repair and/or modification or addition of new equipment shall be recorded in a certificate supplied by the manufacturer to the vehicle owner.
Appendix 5
On-board diagnostics family
1. Introduction
1.1. This Appendix sets out the criteria to define a OBD family as referred to in Appendices 3 and 4
2. Selection criteria
Vehicle types for which at least the parameters described below are identical are considered to belong to the same engine/emission control/OBD system combination.
2.2 Engine:
2.3 Emission control system:
2.4 OBD parts and functioning:
ANNEX XIII
Requirements applying to passenger handholds and footrests
1. General requirements
1.1.‘Type of vehicle with regard to handholds and footrests’ means a category of vehicles which do not differ in such essential respects as shape, size, material and mounting characteristics of the passenger handhold and footrests of the vehicle.
1.2.For vehicles designed to carry one or more passengers but not equipped with safety belts for those passengers, the seating positions in question shall be fitted with a passenger handhold system consisting of either a strap or one or two hand-grip bars.
1.2.1.Handhold straps shall be fitted close to the relevant seating position in such a way that they can be easily used by the passenger. They shall be symmetrical with respect to the longitudinal median plane of the seating position. The strap and its attachments shall be able to withstand, without snapping, a vertical traction force of 2 000 N applied statically to the centre of its surface at a maximum pressure of 2,0 MPa.
1.2.2.Single hand-grip bars shall be fitted close to the relevant seating position in such a way that they can be easily used by the passenger. They shall be symmetrical with respect to the longitudinal median plane of the seating position. The hand-grip bar and its attachments shall be able to withstand, without snapping, a vertical traction force of 2 000 N applied statically to the centre of its surface at a maximum pressure of 2,0 MPa.
1.2.3.Two hand-grip bars shall be fitted close to the relevant seating position in such a way that they can be easily used by the passenger. They shall be symmetrical with respect to each other and the longitudinal median plane of the seating position. They shall each be able to withstand simultaneously, without snapping, a vertical traction force of 1 000 N applied statically to the centre of their surface at a maximum pressure of 1,0 MPa.
1.2.4.Design features of the vehicle which could be confused with the designated passenger handhold system shall not be permitted, unless they also meet the requirements of points 1.2.1 to 1.2.3.
1.3.All seating positions of the vehicle shall be fitted either with designated footrests or a floor or floor boards on which both of the rider’s, driver’s or passenger’s feet can rest.
1.3.1.The vehicle’s floor, each designated floor board and each designated footrest shall be capable of withstanding, without any resulting permanent deformation which is harmful to its function, a vertical compression force of 1 700 N, applied statically to any point on the floor or floor board or 15 mm from the end of the footrest, at a maximum pressure of 2,0 MPa.
1.3.2.The space provided by each designated footrest, including the space on the floor or floor board, shall be sufficient for a foot at least 300 mm long and at least 110 mm wide to be placed safely without hampering the vehicle operator’s feet. Footrests shall be located so that no direct contact between the foot/leg and rotating parts (e.g. tyres) of the vehicle is possible when in use.
1.3.3.Design features of the vehicle which could be confused with the designated footrests, floor boards or vehicle floor shall not be permitted, unless they also meet the requirements of points 1.3.1 to 1.3.2.
1.3.4.Pedals enabling the vehicle to be propelled by the rider’s muscular leg power are deemed to meet the requirements of points 1.3 to 1.3.3.
1.4.The maximum pressures mentioned in points 1.2.1., 1.2.2., 1.2.3. and 1.3.1. may be exceeded during testing upon agreement with the vehicle manufacturer.
ANNEX XIV
Requirements applying to the registration plate space
1. General requirements
1.1. ‘Type of vehicle with regard to registration plate space’ means a category of vehicles which do not differ in such essential respects as the dimensions of the space for mounting and fixing the registration plate(s), the location of that space and the design characteristics of the surface for mounting and fixing the front registration plate, if applicable;
1.2. Vehicles shall be equipped with a space for mounting and fixing rear registration plates.
1.3. Vehicles of categories L6e and L7e shall in addition be equipped with a space for mounting and fixing front registration plates. 1.3.1.Front registration plates are deemed unsuitable for vehicles of categories L1e, L2e, L3e, L4e and L5e, which shall therefore not be equipped with such spaces.
1.4. 1.4.1.The space for mounting shall comprise of a rectangular area with the following minimum dimensions:
1.5. 1.5.1.The space for mounting a rear registration plate shall be such that, after being fixed according to the manufacturer’s instructions, the plate shall have the following characteristics:
1.6. 1.6.1.The space for mounting a front or rear registration plate shall comprise a flat or virtually flat rectangular surface. A ‘virtually flat surface’ means a surface of solid material, which may also consist of patterned mesh or grille, with a radius of curvature of at least 5 000 mm; 1.6.2.The surface to be covered by a front or rear registration plate may have holes or gaps; however, these shall be no more than 40 mm wide without having to take into account their length (i.e. a gap or slot shall never be wider than 40 mm, but may be longer than 40 mm). 1.6.3.The surface to be covered by a front or rear registration plate may have protrusions, provided that these do not project more than 5,0 mm from the nominal surface. Patches of very soft materials, such as foam or felt to stop the registration plate vibrating, shall not be taken into account. 1.6.4.The space for mounting a front or rear registration plate shall be such that, after being fixed according to the manufacturer’s instructions, the plate shall have the following characteristics:
1.7. 1.7.1.The presence of a registration plate may not form the basis or part of the basis for attaching, mounting or clipping any other vehicle part, component or device onto it (e.g. lighting device supports may not be fixed onto a registration plate). 1.7.2.No vehicle part, component or device shall become loosened or detached as a result of removal of a registration plate. 1.7.3.When a registration plate is fixed, its visibility shall not be reduced under normal conditions of use due, in particular, to vibrations and dynamic forces such as driving wind forces. 1.7.4.It is not permitted to provide a registration plate mounting location which can easily pivot up and/or down beyond the angles laid down in points 1.5.1.3.1 and 1.6.4.2.1 in relation to the vehicle structure in normal driving conditions (i.e. with doors or access panels closed). 1.7.5.If the vehicle has the tendency to lean, a mounted registration plate of the applicable maximum dimensions which is not located in the longitudinal median plane of the vehicle shall not be the limiting factor of the maximum lean angle.
2. Test procedure
2.1.1.The vehicle shall be placed on a horizontal surface and, if necessary, kept in an upright position. The steered wheel(s) shall be pointed in the straight-ahead position and the vehicle’s mass shall be adjusted to that of the mass in running order, as declared by the manufacturer, before the measurements are made.
2.1.2.If the vehicle is equipped with hydro-pneumatic, hydraulic or pneumatic suspension or another device which can be adjusted in relation to load, it shall be tested with the suspension or device in the normal running condition, as specified by the manufacturer.
2.1.3.If the primary and visible side of the registration plate is facing downwards, the inclination measurement shall be expressed as a negative (minus) angle.
2.2. Projections shall be measured perpendicularly and directly towards the nominal surface to be covered by the registration plate.
2.3. The gap between the edge of the mounted and fixed registration plate and the surface shall be measured perpendicularly and directly towards the actual surface to be covered by the plate.
2.4. The registration plate used for checking conformity shall be of the following size:
ANNEX XV
Requirements applying to access to repair and maintenance information
1. Purpose
1.1.Access to information means the availability of all OBD and repair and maintenance information required for the inspection, diagnosis, servicing or repair of the vehicle.
1.1.When applying for EU type-approval or national type-approval, the manufacturer shall provide the approval authority with proof of compliance with this Regulation as regards access to vehicle repair and maintenance information and to the information referred to in point 4.3).
2. Compliance with access to vehicle OBD and vehicle repair and maintenance information requirements in the type-approval procedure
2.1.Approval authorities shall grant type-approval only after receiving from the manufacturer a Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information.
2.2.The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof of compliance with Chapter XV of Regulation (EU) No 168/2013.
2.3.The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in accordance with the model referred to in Article 57(8) of Regulation (EU) No 168/2013.
2.4.The manufacturer shall ensure compliance with the technical requirements in Appendix 1 regarding access to vehicle OBD and vehicle repair and maintenance information.
3. Fees for access
3.1.In addition to time-based access under Article 59 of Regulation (EU) No 168/2013, manufacturers may offer transaction-based access for which fees are charged per transaction and not based on the time for which access is granted. Where manufacturers offer both time-based and transaction-based access systems, independent repairers shall choose a preferred access system, either time-based or transaction-based.
4. Service parts, diagnostic tools and test equipment
4.1.In the context of Article 57(6) of Regulation 168/2013, the manufacturer shall make the following information available to interested parties on the basis of individual arrangements to which the principle of Article 59 of Regulation 168/2013 apply and to provide contact details on its website:
4.1.1. relevant information to enable the development of replacement components which are critical to the correct functioning of the OBD system;
4.1.2. information to enable the development of generic diagnostic tools.
4.2.For the purposes of point 4.1.1 the development of replacement components shall not be restricted by any of the following:
4.2.1. the unavailability of pertinent information;
4.2.2. the technical requirements relating to malfunction indication strategies if the OBD thresholds are exceeded or if the OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation;
4.2.3. specific modifications to the handling of OBD information to deal independently with vehicle operation on liquid or gaseous fuels;
4.2.4. the type-approval of gaseous-fuelled vehicles that contain a limited number of minor deficiencies.
4.3.For the purposes of point 4.1.2, where manufacturers use diagnostic and test tools in accordance with ISO 22900-2:2009 regarding Modular Vehicle Communication Interface (MVCI) and ISO 22901-2:2011 on Open Diagnostic Data Exchange (‘ODX’) in their franchised networks, the ODX files shall be accessible to independent operators via the manufacturer’s website.
5. Multi-stage type-approval
5.1.In the case of multi-stage type-approval, as defined in Article 25 of Regulation (EU) No 168/2013, the final manufacturer shall be responsible for providing access to vehicle OBD and vehicle repair and maintenance information regarding its own manufacturing stage(s) and the link to the previous stage(s).
5.2.In addition, the final manufacturer shall on its website provide independent operators with the following information:
5.2.1. website address of the manufacturer(s) responsible for the previous stage(s);
5.2.2. name and address of all the manufacturers responsible for the previous stage(s);
5.2.3. type-approval number(s) of the previous stage(s);
5.2.4. the engine number.
5.3.Manufacturers responsible for a particular stage or stages of type-approval shall be responsible for providing through their website access to vehicle OBD and vehicle repair and maintenance information regarding the stage(s) of type-approval for which they are responsible and the link to the previous stage(s).
5.4.The manufacturer responsible for a particular stage or stages of type-approval shall provide the following information to the manufacturer responsible for the next stage:
5.4.1. the Certificate of Conformity relating to the stage(s) for which it is responsible;
5.4.2. the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, including its appendices;
5.4.3. the type-approval number corresponding to the stage(s) for which it is responsible;
5.4.4. the documents referred to in points 5.4.1, 5.4.2 and 5.4.3 as provided by the manufacturer(s) involved in the previous stage(s).
5.5.Each manufacturer shall authorise the manufacturer responsible for the next stage to pass the documents to the manufacturers responsible for subsequent and final stages.
5.6.In addition, on a contractual basis, the manufacturer responsible for a particular stage or stages of type-approval shall:
5.6.1. provide the manufacturer responsible for the next stage with access to OBD and repair and maintenance information and interface information corresponding to the particular stage(s) for which it is responsible;
5.6.2. provide, at the request of a manufacturer responsible for a subsequent stage of type-approval, with access to vehicle OBD and vehicle repair and maintenance information and interface information corresponding to the particular stage(s) for which he is responsible.
5.7.A manufacturer, including a final manufacturer, may charge fees in accordance with Article 59 of Regulation (EU) No 168/2013 only in respect of the particular stage(s) for which he is responsible.
5.8.A manufacturer, including a final manufacturer, shall not charge fees for providing information relating to the website address or contact details of any other manufacturer.
6. Small volume manufacturers
6.1.Manufacturers whose world-wide annual production of a type of vehicle, system, component or separate technical unit covered by this Regulation is less than 250 units shall provide access to repair and maintenance information in a readily accessible and prompt manner, and in a manner which is non-discriminatory as compared with the provisions given or access granted to authorised dealers and repairers in accordance with Article 57(12) of Regulation (EU) No 168/2013.
6.2.Vehicles, systems, components and separate technical units covered by point 1 shall be listed on the manufacturer’s repair and maintenance information website.
6.3.The approval authority shall inform the Commission of all type-approvals granted to small-volume manufacturers.
7. Carry-over systems
7.1.Until 31 December 2020, with respect to the carry-over systems listed in Appendix 2, the manufacturer may derogate from the obligation to reprogram the electronic control units in accordance with the standards mentioned in that Appendix.
7.2.Such derogations shall be indicated on the Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information at the time of type-approval.
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