Commission 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

• 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 ([^E0007]) as prescribed for vehicle category M1.

2. Fuel tank tests

2.1.   Overturn test

• 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.   Hydraulic test

• 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:

• — permeability test,

• — shock test,

• — mechanical strength test,

• — fuel resistance test,

• — high-temperature test,

• — fire-resistance test.

• 3.2. Permeability test to be carried out on completely new fuel tank

• 3.2.1. The permeability test as part of type IV testing referred to in Part A of Annex V to Regulation (EU) No 168/2013 without having to take into account any diffusion measurements for the purpose of the test in accordance with this Annex, shall be carried out on a sufficient number of tanks for the purpose of testing in accordance with points 3.3 to 3.7.5.1. The total duration of the preconditioning procedure shall be composed of a pre-storage period of at least four weeks followed by a subsequent eight-week stabilised condition storage period.

• 3.3. Shock test to be carried out on a fuel tank which has undergone the permeability test

• 3.3.1. The fuel tank is filled up to its total rated capacity with a mixture of 50 % water and 50 % ethylene glycol or with any other coolant which does not deteriorate the fuel tank material, the cryoscopic point of which is lower than 243 ± 2 K (– 30 ± 2 °C).

The temperature of the substances contained in the fuel tank during the test shall be 253 ± 2 K (– 20 ± 2 °C). The tank is cooled down to a corresponding ambient temperature. The fuel tank may also be filled with a suitably refrigerated liquid provided that it is left at the test temperature for at least an hour.

A pendulum is used for the test. Its impact head shall have the form of an equilateral triangular pyramid with a radius of curvature of 3,0 mm at its peak and edges. The freely moving mass of the pendulum shall have a mass of 15 kg ± 0,5 kg and the exerted pendulum's energy shall not be less than 30,0 J for each impact on the fuel tank.

The technical service may select any number of points on the fuel tank to be tested and these points shall reflect locations which are considered at risk as a result of the fitting of the tank and its position on the vehicle. Non-metal shielding shall be disregarded and frame tubing or chassis sections may be taken into account for the assessment of risk.

More than one fuel tank may be used for the completion of all impacts, provided that all fuel tanks to be used have undergone the permeability test.

There shall be no leakage of liquid following a single impact at any one of the tested points.

• 3.4. Mechanical strength test to be carried out on a fuel tank which has undergone the permeability test

• 3.4.1. The fuel tank shall be filled up to its total rated capacity, the test liquid used being water at 326 ± 2 K (53 ± 2 °C). The tank shall then be subjected to an internal pressure equal to twice the relative service pressure (design pressure) or an overpressure of 30 kPa, whichever is higher. The tank shall remain closed and pressurised for a period of not less than five hours at an ambient temperature of 326 ± 2 K (53 ± 2 °C).

The fuel tank shall not show signs of leakage and any temporary or permanent deformation which may arise shall not render it unusable. Account shall be taken of specific fitting conditions if the deformation of the tank is to be assessed.

• 3.5. Fuel resistance test to be carried out on samples of a completely new fuel tank and samples of a fuel tank which has undergone the permeability test

• 3.5.1. Six tensile test-pieces of approximately the same thickness are taken from flat or nearly flat faces of the completely new fuel tank. Their tensile strength and elastic limits are established at 296 ± 2 K (23 ± 2 °C) at an elongation rate of 50 mm/min. The obtained values shall then be compared with the tensile strength and elasticity values obtained from similar tests carried out using a fuel tank which has undergone the permeability test. The material shall be considered to be acceptable if the tensile strength differs by no more than 25 %.

• 3.6. High temperature test to be carried out on samples of a fuel tank which has undergone the permeability test

• 3.6.1. The fuel tank shall be fitted to a representative part of the vehicle and filled to 50 % of its total rated capacity with water at 293 ± 2 K (20 ± 2 °C). The test setup including the fuel tank shall then be placed in an ambient temperature of 343 ± 2 K (70 ± 2 °C) for 60 minutes, after which the fuel tank shall not display any permanent deformation or leaks and shall be in fully usable condition.

• 3.7. Fire resistance test to be carried out on samples of a fuel tank which has undergone the permeability test

3.7.1.   Preparation of test samples

• 3.7.1.1. At least ten flat or nearly flat test samples 125 ± 5 mm long and 12,5 ± 0,2 mm wide shall be taken from one or more fuel tanks which have undergone the permeability test. However, if obtaining such test samples is prevented by the design characteristics (i.e. shape) of the fuel tank, it is deemed acceptable for the purpose of this test to prepare one or more special tanks with similar characteristics but with more flat or nearly flat surfaces incorporated in the walls. The overall thickness of all samples shall be within ± 5 % of the thickest sample.

• 3.7.1.2. Two lines shall be cut into each sample, one at 25 mm and the other at 100 mm from one end.

• 3.7.1.3. The edges of the test samples shall be sharply defined. Edges obtained by sawing shall be fine-sanded down in order to obtain a smooth finish.

3.7.2.   Test equipment

• 3.7.2.1. The test chamber shall consist of a totally enclosed laboratory fume hood with a heat-resistant test-observation window. A mirror may be used in certain test enclosures in order to provide a rear view of the sample.

The fume extractor fan shall be shut down during the test and should be restarted immediately after the test in order to extract combustion products.

The test may also be carried out inside a metal box placed beneath the fume hood with the extractor fan operating.

The top and bottom walls of the box shall incorporate ventilation holes enabling sufficient air for the combustion to pass through while not subjecting the burning sample to a draught.

• 3.7.2.2. The supporting base shall consist of two grips which can be set in any position by means of swivel joints.

• 3.7.2.3. The burner shall be a gas-fired ‘Bunsen’ or ‘Tirill’ type with a 10 mm nozzle. The nozzle shall not be fitted with any accessory.

• 3.7.2.4. A metal screen with a mesh size of 20 and overall dimensions of approximately 100 × 100 mm shall be provided.

• 3.7.2.5. A water bath with suggested dimensions of approximately 150 × 75 × 30 mm shall be provided.

• 3.7.2.6. A timing device (in seconds) shall be provided.

• 3.7.2.7. A graduated scale (in millimetres) shall be provided.

• 3.7.2.8. A sliding calliper (with an accuracy of at least 0.05 mm) or equivalent measuring device shall be provided.

3.7.3.   Test procedure

• 3.7.3.1. A sample is attached to one of the grips on the base by the end closest to the 100 mm mark, with its longitudinal axis horizontal and its transverse axis at 45° to the horizontal. Below the test sample, a clean woven metal screen is attached to the second grip and located 10 mm horizontally below the edge of the sample such that the sample protrudes approximately 13 mm beyond the end of the screen (see Figure 9-1). A bath full of water shall be placed on the fume hood table in such a way as to receive any incandescent particles which may fall during the test.

Figure 9-1

Set-up for fire resistance test

Image omitted; see official source

Comments:

• (1) TS = test sample;

• (2) WMF = woven metal fibre.

• 3.7.3.2. The air supply to the burner shall be set in such a way as to obtain a blue flame with an approximate height of 25 mm.

• 3.7.3.3. The burner shall be placed so that its flame touches the outer edge of the test sample (see Figure 1) at the same time the timer is started.

The flame is held in contact for 30 seconds. If the sample deforms, melts or shrinks away, the flame shall be repositioned in order to maintain contact with it. However, significant deformation of the sample during the test may invalidate the result.

The burner shall be withdrawn after 30 seconds or when the flame-front reaches the 25 mm mark, whichever occurs first. The burner shall be moved away at least 450 mm from the sample and the fume hood shall be closed.

• 3.7.3.4. When the flame front reaches the 25 mm mark, the indicated time in seconds shall be noted as time t1.

• 3.7.3.5. The timer is stopped when combustion (with or without flame) stops or reaches the mark 100 mm from the free end. The indicated time shall be noted as time t. When a sample is reignited by burning material deposited on the woven metal screen, the test result may be invalidated.

• 3.7.3.6. If the combustion does not reach the 100 mm mark, the unburnt length from the 100 mm mark along the lower edge of the sample is measured and rounded up or down to the nearest millimetre. The burnt length is thus equal to 100 mm minus the unburnt length expressed in mm.

• 3.7.3.7. If a sample has burnt up to or beyond the 100 mm mark, the combustion speed shall be calculated as follows:

Image omitted; see official source

and expressed in mm/s.

• 3.7.3.8. The test described in points 3.7.3.1 to 3.7.3.7 shall be repeated on different samples until three samples have burnt up to or beyond the 100 mm mark or ten samples have been tested.

• 3.7.3.9. If only one sample out of ten burns up to the 100 mm mark or beyond, the test described in points 3.7.3.1 to 3.7.3.7 shall be repeated on a maximum of ten new samples.

3.7.4.   Expression of results

• 3.7.4.1. The test report shall contain at least the following detailed information:

• — number of samples tested,

and concerning each of the individual samples:

• — means of identification,

• — method of preparation and storage,

• — thickness measured in each third of the sample’s length (mm with at least one decimal),

• — combustion time (s),

• — combustion length (mm),

• — statement and reason where a sample does not burn up to the 100 mm mark (e.g. because it drips, runs or breaks up into burnt particles),

• — statement when a sample is reignited by burning material deposited on the woven metal screen.

• 3.7.4.2. If at least two samples have burnt up to or beyond the 100 mm mark, the average speed of combustion (expressed in mm/s and as derived from the multiple results calculated in accordance with the formula in point 3.7.3.7) shall be determined. The average speed of combustion is thus the average of the combustion speeds of all of the samples that have burnt up to or beyond the 100 mm mark. This value shall be compared against the requirement in points 3.7.5 to 3.7.5.1 and the calculations and verification referred to in point 3.7.4.3 shall not be carried out.

• 3.7.4.3. The average combustion time (ACT) and average combustion length (ACL) shall be calculated if no sample out of ten or no more than one out of 20 has burnt up to the 100 mm mark.

Equation 9-1:

Image omitted; see official source

(note: n = number of samples)

The result is rounded up or down to the nearest five-second increment. However, an ACT of 0 seconds shall not be used. (i.e. if the combustion lasts between less than 2 seconds and 7 seconds, the ACT is 5 seconds; if the combustion lasts between 8 and 12 seconds, the ACT is 10 seconds; if the combustion lasts between 13 and 17 seconds, the ACT is 15 seconds, etc.).

Equation 9-2:

Image omitted; see official source

(note: n = number of samples)

The result is expressed in relation to the nearest 5 mm increment (i.e. ‘less than 5 mm’ shall be stated if the combustion length is less than 2 mm and thus in no case can an ACL of 0 mm be given).

Where a single sample out of 20 burns up to or beyond the 100 mm mark, the combustion length (i.e. the value of (100 – unburnt lengthi) for that sample) shall be taken as 100 mm.

Equation 9-3:

Image omitted; see official source

in

Image omitted; see official source

This value shall be compared against the requirement as laid down in points 3.7.5. to 3.7.5.1.

3.7.5.   Requirements concerning the fire resistance of fuel tank materials other than metal

• 3.7.5.1. The fuel tank material shall not burn at an average speed of combustion greater than 0,64 mm/s as determined in accordance with the test procedure laid down in points 3.7 to 3.7.4.3.

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.   Ground clearance

• 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 ([^E0008]). 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.

• 2.2. Specific requirements regarding limitation of the optional equipment mass and the technically permissible maximum laden mass of the vehicle

• 2.2.1. For vehicle categories L2e, L5e, L6e and L7e which are limited in mass in running order, the mass of optional equipment shall be limited to 10 % of the mass in running order limits laid down in Annex I to Regulation (EU) No 168/2013.

• 2.2.2. The technically permissible maximum laden mass of the vehicle shall not be less than the actual mass.

• 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.

• 2.4. Where the vehicle is laden to the technically permissible maximum laden mass, the mass on the front axle shall in no event be less than 30 % of the technically permissible maximum laden mass of the vehicle.

• 2.4.1. Where the vehicle is laden to the technically permissible maximum laden mass plus the technically permissible maximum mass at the coupling point, the mass on the front axle shall in no event be less than 20 % of the technically permissible maximum laden mass of the vehicle.

• 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.

• 2.7. Where a vehicle is equipped with seats and for the purposes of verifying the requirements in points 2.2, 2.3 and 2.4:

• (a) the seats shall be adjusted as prescribed in point 2.7.1;

• (b) the masses of the passengers, the pay-mass and the mass of the optional equipment shall be distributed as prescribed in points 2.7.2 to 2.7.6.

2.7.1.   Seat adjustment

• 2.7.1.1.Where adjustable, the seats shall be moved to their rearmost position.

• 2.7.1.2.Where there are other possibilities for adjusting the seat (vertical, angled, seat back, etc.), the adjusted positions shall be as specified by the vehicle manufacturer.

• 2.7.1.3.In the case of suspension seats, the seat shall be locked in the position specified by the manufacturer.

2.7.2.   Distribution of the mass of the driver and passengers to measure the vehicle masses

• 2.7.2.1.For (sub)categories L1e and L3e the mass of the driver is assumed to be 75 kg, subdivided into 65 kg occupant mass at the R-point of the rider’s seating position and 10 kg luggage mass in accordance with ISO standard 2416-1992. Where the vehicle has only one seating position (no buddy seat), a rider mass of 75 kg shall be located at that seating position.

• 2.7.2.2.For all other L-category vehicles, the mass representing the driver shall be 75 kg and the mass(es) representing passenger(s) shall be 65 kg each.

• 2.7.2.3.The mass for the driver and for each passenger shall be located at the seating position reference points (the ‘R points’).

2.7.3.   Distribution of the mass of the optional equipment

• 2.7.3.1.The mass of the optional equipment shall be distributed in accordance with the manufacturer’s specifications.

2.7.4.   Distribution of the pay-mass

• 2.7.4.1.The pay-mass shall be distributed in accordance with the manufacturer’s specifications in agreement with the technical service.

• 2.7.5. As regards utility vehicles with bodywork of (sub)categories L2e-U, L5e-B, L6e-BU, L7e-B or L7e-CU, the pay-mass shall be distributed uniformly on the loading bed.

• 2.7.6. As regards utility vehicles without bodywork (e.g. chassis-cab) of (sub)categories L2e-U, L5e-B, L6e-BU, L7e-B or L7e-CU the manufacturer shall state the extreme permissible positions of the centre of gravity of the pay-mass (e.g. from 0,20 m to 0,50 m in front of the first rear axle).

• 2.8. Maximum permissible pay-mass

• 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.

• 2.9. Mass of the alternative propellant storage

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:

• 2.9.1. the mass of the propulsion batteries in the case of hybrid or fully electric vehicles;

• 2.9.2. the mass of a gaseous-fuelling system and the mass of storage tanks for gaseous fuel in the case of mono-, bi- or multi-fuel vehicles;

• 2.9.3. the mass of storage tank(s) to store the compressed air in the case of vehicles propelled by pre-compressed air;

• 2.9.4. a liquefied gaseous fuel or compressed air filled to 90 % of the capacit(y)(ies) of ‘fuel’ mass in the gaseous fuel tank(s) if this ‘fuel’ is not taken into account in the mass in running order, in the case of a vehicle being propelled with a gaseous fuel;

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.   Objectives and scope

• 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.   Test vehicle

• 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. Checks

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.   Lateral static stability tests

• 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.

• 3.2.2. Tilt Table Test

3.2.2.1.   Test Conditions

Test conditions shall be as follows:

3.2.2.1.1.   Loaded Configuration

• 3.2.2.1.1.1The test vehicle shall be in standard condition, without accessories. The test vehicle and components shall be assembled and adjusted according to the manufacturer’s instructions and specifications with the exception of point 3.2.2.1.1.5.

• 3.2.2.1.1.2Tyres shall be inflated to the vehicle manufacturer’s recommended settings for normal operation. If more than one pressure is specified, the highest value shall be used.

• 3.2.2.1.1.3All fluids shall be at the recommended level and the fuel tank shall be full.

• 3.2.2.1.1.4Steerable wheels shall be held in the straight-ahead position.

• 3.2.2.1.1.5Adjustable suspension components shall be set to the highest positions.

• 3.2.2.1.1.6The test vehicle shall be loaded so that a test occupant weight or equivalent is placed in each seating position so that the centre of gravity of the weight(s) is 152 mm above the lowest point of the occupant-supporting surface and 254 mm forward of the seat back. A test load shall be securely and evenly distributed to the cargo area(s) so that the cargo limit(s) and the technically permissible mass declared by the manufacturer (maximum mass) are not exceeded.

3.2.2.2.   Operator and passenger configuration

• 3.2.2.2.1. The test vehicle shall be in standard condition, without accessories. The test vehicle and components shall be assembled and adjusted according to the manufacturer’s instructions and specifications.

• 3.2.2.2.2. Tyres shall be inflated to the vehicle manufacturer’s recommended settings for normal operation. If more than one pressure is specified, the lowest value shall be used.

• 3.2.2.2.3. All fluids shall be at the recommended level and the fuel tank shall be full.

• 3.2.2.2.4. Steerable wheels shall be held in the straight-ahead position.

• 3.2.2.2.5. Adjustable suspension components shall be set to the manufacturer’s specified values at the point of delivery to the dealer.

• 3.2.2.2.6. The test vehicle shall be loaded so that a test occupant weight or equivalent is placed in the operator seating position and the front outermost occupant seating position so that the centre of gravity of the weight(s) is 152 mm above the lowest point of the occupant-supporting surface and 254 mm forward of the seat back.

3.2.2.3.   Test Device

A test platform shall be rigid, flat and constructed to be an adjustable slope, tilt table or similar device with a surface finish providing a minimum friction coefficient of 1,0, or a rail, stopper or other means no greater than 25,4 mm in height capable of preventing tyres from sliding under normal test conditions. The platform surface shall be large enough to support all wheels of the vehicle to be tested.

3.2.2.4.   Test Procedure

The test procedure shall be as follows:

• 3.2.2.4.1. The test vehicle with test loads in place shall be put on the tilt platform so that a line through the centre of the footprint of the two lowest tyres shall be parallel to the tilt axis of the table and the steerable wheels of the vehicle shall be placed in the straight-ahead position.

• 3.2.2.4.2. The stability of the vehicle shall be determined directly by tilting the platform to:
• 3.2.2.4.2.1. Loaded configuration — 20 degrees (36,4 %)
• 3.2.2.4.2.2 Operator and passenger configuration — 28 degrees (53,2 %).

• 3.2.2.4.3. The platform shall be tilted back to level.

• 3.2.2.4.4. The tyre inflation of all tyres shall be reverified to ensure that they still conform to the test requirements.

• 3.2.2.4.5. The test is to be conducted with one side of the vehicle facing the platform tilt axis and repeated with the other side facing the platform tilt axis.

3.2.2.5.   Performance Requirements

Acceptance of the lateral stability test shall require that at least one of the supporting tyre or tyres on the uphill side remains in contact with the surface.

• 3.2.3. Static stability coefficient — Kst

3.2.3.1   Test Conditions

Test conditions shall be as follows:

• 3.2.3.1.1. The test vehicle shall be in standard condition, without accessories. The test vehicle and components shall be assembled and adjusted according to the manufacturer’s instructions and specifications.

• 3.2.3.1.2. Tyres shall be inflated to the test vehicle manufacturer’s recommended settings for normal operation. If more than one pressure is specified, the lowest value shall be used.

• 3.2.3.1.3. All fluids shall be at the recommended level and the fuel tank shall be full.

• 3.2.3.1.4. Steerable wheels shall be held in the straight-ahead position.

• 3.2.3.1.5. Adjustable suspension components shall be set to the values specified at the point of delivery to the dealer.

• 3.2.3.1.6. The CG height shall be determined by ISO 10392:2011, the Balance Angle method or another scientifically valid method that produces comparable and repeatable results.

3.2.3.2.   Calculation Kst

Equation 11-1:

Image omitted; see official source

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. Pitch stability

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 II

• 2.2.1.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.

• 2.3. Electric circuit diagnostic

• 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

• 3.1. L-category vehicles shall be equipped with an OBD system so designed, constructed and installed in a vehicle as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this objective, the approval authority shall accept that vehicles which have travelled distances in excess of the Type V durability distance in Section (A) of Annex VII to Regulation (EU) No 168/2013 may show some deterioration in OBD system performance such that the OBD emission thresholds given in Section (B) of Annex VI to Regulation (EU) No 168/2013 may be exceeded before the OBD system signals a failure to the driver of the vehicle.

• 3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be unrestricted and standardised. All OBD-relevant fault codes shall be consistent with point 3.11 of Appendix 1 to this Annex.

• 3.1.2. At the manufacturer’s discretion, to aid technicians in the efficient repair of L-category vehicles, the OBD system may be extended to monitor and report on any other on-board system. Extended diagnostic systems shall not be considered as falling under the scope of type-approval requirements.

• 3.2. The OBD system shall be so designed, constructed and installed in a vehicle as to enable it to comply with the requirements of this Annex during conditions of normal use.

3.2.1.   Temporary disablement of the OBD system

• 3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels or below the minimum state of charge of the propulsion or electric system batteries (maximum discharge of capacity). Disablement shall not occur when the fuel tank level is above 20 per cent of the nominal capacity of the fuel tank.

• 3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting temperatures below 266.2 K (– 7 °C) or at elevations over 2 500 metres above sea level, provided it submits data and/or an engineering evaluation which adequately demonstrate that monitoring would be unreliable in such conditions. It may also request disablement of the OBD system at other ambient engine starting temperatures if it demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis would occur under such conditions. It is not necessary to illuminate the malfunction indicator (MI) if the OBD thresholds are exceeded during regeneration, provided no defect is present.

• 3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, disablement of affected monitoring systems is permitted provided disablement occurs only when the power take-off unit is active.

In addition to the provisions of this section, the manufacturer may temporarily disable the OBD system in the following conditions:

• (a) For flex fuel or mono/bi fuel gas vehicles for one minute after refuelling to allow for the recognition of fuel quality and composition by the powertrain control unit(s) (PCU);

• (b) For bi fuel vehicles for five seconds after fuel switching to allow for engine parameters to be readjusted;

• (c) The manufacturer may deviate from these time limits if it can be demonstrated that stabilisation of the fuelling system after refuelling or fuel switching takes longer for justified technical reasons. In any case, the OBD system shall be re-enabled as soon as either the fuel quality or composition is recognised or the engine parameters are readjusted.

• 3.2.2. Engine misfire in vehicles equipped with positive-ignition engines.

• 3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority, under specific engine speed and load conditions where it can be demonstrated to the authority that the detection of lower levels of misfire would be unreliable. In terms of OBD monitoring, it is that percentage of misfires out of a total number of firing events (as declared by the manufacturer) that would result in emissions exceeding the OBD thresholds set out in Section (B) of Annex VI to Regulation (EU) No 168/2013, or that percentage that could lead to an exhaust catalyst, or catalysts, overheating, causing irreversible damage.

• 3.2.2.2. When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission shifts, after engine starting, etc.), the misfire monitoring system may be disabled when such conditions exist.

• 3.2.3. Identification of deterioration or malfunctions may also be done outside a driving cycle (e.g. after engine shutdown).

• 3.3. Description of tests

• 3.3.1. The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding the OBD emission threshold limits referred to in Annex VI(B) to Regulation (EU) No 168/2013.

• 3.3.2. Monitoring requirements for vehicles equipped with positive-ignition engines

In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013., the OBD system shall, at a minimum, monitor for:

• 3.3.2.1. The reduction in the efficiency of the catalytic converter with respect to emissions of hydrocarbons and nitrogen oxides. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered to be malfunctioning if the emissions exceed the NMHC or NOx thresholds provided for in Section B of Annex VI to Regulation (EU) No 168/2013.

• 3.3.2.2. Engine misfire

The presence of engine misfire in the engine operating region bounded by the following lines:

• (a) low speed limit: A minimum speed of 2 500 min^–1 or normal idle speed + 1 000 min^–1, whichever is the lower

• (b) high speed limit: A maximum speed of 8 000 min^–1 or 1 000 min^–1 greater than the highest speed occurring during a type I test cycle or maximum design engine speed minus 500 min^–1, whichever is lower

• (c) a line joining the following engine operating points:
• (i) a point on the low speed limit defined in (a) with the engine intake vacuum at 3,3 kPa lower than that at the positive torque line;
• (ii) a point on the high speed limit defined in (b) with the engine intake vacuum at 13,3 kPa lower than that at the positive torque.

The engine operation region for misfire detection is reflected in Figure 10-1.

Figure 10-1

Operating region for misfire detection

Image omitted; see official source

Text of image

minimum (max WMTC engine speed + 1 000 rpm, 8 000 rpm, max nominal engine speed – 500 rpm)

13,3 kPA

3,3 kPA

minimum (nominal idle + 1 000 rpm, 2 500 rpm)

Positive torque line

• 3.3.2.3. Oxygen sensor deterioration

This section shall mean that the deterioration of all oxygen sensors fitted and used for monitoring malfunctions of the catalytic converter in accordance with the requirements of this Annex shall be monitored.

• 3.3.2.4. The electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity.

• 3.3.2.5. For direct injection positive ignition engines, any malfunction that could lead to emissions exceeding the particulate mass (PM) OBD emission thresholds provided for in Section B of Annex VI to Regulation (EU) No 168/2013 shall be monitored in accordance with the requirements of this Annex for compression ignition engines.

• 3.3.3. Monitoring requirements for vehicles equipped with compression ignition engines.

In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013, the OBD system shall monitor:

• 3.3.3.1. Reduction in the efficiency of the catalytic converter, where fitted;

• 3.3.3.2. The functionality and integrity of the particulate trap, where fitted.

• 3.3.3.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity and total functional failure.

• 3.3.3.4. Malfunctions and the reduction in efficiency of the EGR system, shall be monitored.

• 3.3.3.5. Malfunctions and the reduction in efficiency of a NOx after-treatment system using a reagent and the reagent dosing subsystem shall be monitored.

• 3.3.3.6. Malfunctions and the reduction in efficiency of NOx after-treatment not using a reagent shall be monitored.

• 3.3.4. If active on the selected fuel, other emission control system components or systems, or emission-related powertrain components or systems, which are connected to a computer shall be monitored, the failure of which may result in tailpipe emissions exceeding the OBD emission thresholds given in Section B of Annex VI to Regulation (EU) No 168/2013.

• 3.3.5. Unless otherwise monitored, any other electronic powertrain component connected to a computer relevant for environmental performance and/or functional safety, including any relevant sensors to enable monitoring functions to be carried out, shall be monitored for electric/electronic circuit failures. In particular these electronic components shall be continuously monitored for any electric circuit continuity failure, shorted electric circuits, electric range/performance and stuck signal of the emissions control system.

• 3.3.6. Unless otherwise monitored, any other powertrain component connected to a computer relevant for the environmental performance and/or functional safety, triggering any programmed ‘limp-home’ operating mode which significantly reduces engine torque, e.g. to safeguard powertrain components. Without prejudice to the list Ap2-1 the relevant diagnostic trouble code shall be stored.

• 3.3.7. Manufacturers may demonstrate to the approval authority that certain components or systems need not be monitored if, in the event of their total failure or removal, emissions do not exceed the emission limits given in Section B of Annex VI to Regulation (EU) No 168/2013.

• 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.

• 3.5. Activation of malfunction indicator (MI)

• 3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI shall not be used for any purposes other than to indicate emergency start-up or limp-home routines to the driver. The MI shall be visible in all reasonable lighting conditions. When activated, it shall display a symbol in conformity with ISO 2575:2010, symbol F.01. A vehicle shall not be equipped with more than one general purpose MI for emission-related problems or powertrain faults leading to significantly reduced torque. Separate specific purpose tell-tales (e. g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour for an MI is prohibited.

• 3.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer shall provide data and/or an engineering evaluation which adequately demonstrate that the monitoring system is equally effective and timely in detecting component deterioration. Strategies requiring on average more than ten driving cycles for MI activation are not accepted. The MI shall also activate whenever the powertrain control enters a permanent default mode of operation leading to a significant torque reduction or if the OBD emission thresholds in Section (B) of Annex VI to Regulation (EU) No 168/2013 are exceeded or if the OBD system is unable to fulfil the basic monitoring requirements laid down in points 3.3.2 or 3.3.3.

• 3.5.3. The MI shall operate in a distinct warning mode, e.g. a flashing light, during any period in which engine misfire occurs at a level likely to cause catalyst damage, as specified by the manufacturer.

• 3.5.4. The MI shall also activate when the vehicle’s ignition is in the ‘key on’ position before engine starting or cranking and deactivate if no malfunction has been detected. For vehicles not equipped with a battery, the MI shall illuminate immediately after engine starting and shall subsequently be deactivated after 5 seconds, if no malfunction has previously been detected.

• 3.6. The OBD system shall record fault code(s) indicating the status of the emission control system or of the functional safety system leading to an operation mode with significantly reduced torque in comparison to normal operation mode. Separate status codes shall be used to identify correctly functioning emission control systems, functional safety systems and those emission control systems which need further vehicle operation to be fully evaluated. If the MI is activated due to deterioration or malfunction or permanent emission default modes of operation, a fault code shall be stored that identifies the type of malfunction.  A fault code shall also be stored in the cases referred to in points 3.3.5. and 3.3.6.

• 3.6.1. The distance travelled by the vehicle while the MI is activated shall be available at any moment through the serial port on the standardised diagnostic connector. By means of derogation for vehicles equipped with a mechanically operating odometer that does not allow input to the electronic control unit including such vehicles equipped with a CVT that does not allow for an accurate input to the electronic control unit, ‘distance travelled’ may be replaced with ‘engine operation time’ and shall be made available at any moment through the serial port on the standardised diagnostic connector.

• 3.6.2. In the case of vehicles equipped with positive-ignition engines, misfiring cylinders need not be uniquely identified if a distinct single or multiple cylinder misfire fault code is stored.

• 3.6.3. The MI may be activated at levels of emissions below the OBD emission thresholds set out in Section B of Annex VI to Regulation (EU) No 168/2013.

• 3.6.3. The MI may be activated if a default mode is active without significant reduction of propulsion torque.

• 3.7. Extinguishing the MI

• 3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is no longer taking place, or if the engine is operated after changes to speed and load conditions where the level of misfire will not cause catalyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on which the misfire level was detected and to the normal activated mode on subsequent driving cycles. If the MI is switched back to the previous state of activation, the corresponding fault codes and stored freeze-frame conditions may be erased.

• 3.7.2. For all other malfunctions, the MI may be deactivated after three subsequent sequential driving cycles during which the monitoring system responsible for activating the MI ceases to detect the malfunction and if no other malfunction has been identified that would independently activate the MI.

• 3.8. Erasing a fault code

• 3.8.1. The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault is not reregistered in at least 40 engine warm-up cycles.

• 3.8.2. Stored faults shall not be erased by disconnection of the on-board computer from the vehicle power supply or by disconnection or failure of the vehicle battery or batteries.

• 3.9. Bi-fuelled gas vehicles

In general, all the OBD requirements applying to a mono-fuelled vehicle apply to bi-fuelled gas vehicles for each of the fuel types (petrol and (NG/biomethane)/LPG)). To this end, one of the following two alternatives in points 3.8.1 or 3.8.2 or any combination thereof shall be used.

• 3.9.1. One OBD system for both fuel types

• 3.9.1.1. The following procedures shall be executed for each diagnostic in a single OBD system for operation on petrol and on (NG/biomethane)/LPG, either independent of the fuel currently in use or fuel-type specific:

• (a) Activation of malfunction indicator (MI) (see point 3.5);

• (b) Fault code storage (see point 3.6);

• (c) Extinguishing the MI (see point 3.7);

• (d) Erasing a fault code (see point 3.8).

For components or systems to be monitored, either separate diagnostics for each fuel type can be used or a common diagnostic.

• 3.9.1.2. The OBD system can reside in either one or more computers.

• 3.9.2. Two separate OBD systems, one for each fuel type.

• 3.9.2.1. The following procedures shall be executed independently of each other when the vehicle is operated on petrol or on (NG/biomethane)/LPG:

• (a) Activation of malfunction indicator (MI) (see point 3.5);

• (b) Fault code storage (see point 3.6);

• (c) Extinguishing the MI (see point 3.7);

• (d) Erasing a fault code (see point 3.8).

• 3.9.2.2. The separate OBD systems can reside in either one or more computers.

• 3.9.3. Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles.

• 3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be transmitted on one or more source addresses. The use of source addresses is set out in ISO 15031-5:2011.

• 3.9.3.2. Identification of fuel specific information can be realised:

• (a) By use of source addresses; and/or

• (b) By use of a fuel select switch; and/or

• (c) By use of fuel specific fault codes.

• 3.9.4. Regarding the status code (described in point 3.6), one of the following two alternatives has to be used if one or more of the diagnostics reporting readiness is fuel-type specific:

• (a) The status code is fuel specific, i.e. use of two status codes, one for each fuel type;

• (b) The status code shall indicate fully evaluated control systems for both fuel types (petrol and (NG/biomethane)/LPG)) when the control systems are fully evaluated for one of the fuel types.

If none of the diagnostics reporting readiness is fuel-type specific, only one status code has to be supported.

• 3.10. Additional provisions for vehicles employing engine shut-off strategies.

3.10.1.   Driving cycle

• 3.10.1.1. Autonomous engine restarts commanded by the engine control system following an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle.

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. Deficiency period

• 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’,