Commission Delegated Regulation (EU) No 134/2014 of 16 December 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance

Specified vehicle speeds to perform the coast-down time test as well as the designated reference vehicle speed vj depending on the maximum design speed (vmax) of the vehicle

| Category vmax | Vehicle speed (km/h) | Vehicle speed (km/h) | Vehicle speed (km/h) | Vehicle speed (km/h) | Vehicle speed (km/h) | Vehicle speed (km/h) |

| --- | --- | --- | --- | --- | --- | --- | | > 130 | 120 [^E0039] | 100 | 80 [^E0038] | 60 | 40 | 20 | | 130-100 | 90 | 80 [^E0038] | 60 | 40 | 20 | — | | 100-70 | 60 | 50 [^E0038] | 40 | 30 | 20 | — | | 70-45 | 50 [^E0039] | 40 [^E0038] | 30 | 20 | — | — | | 45-25 | | 40 | 30 [^E0038] | 20 | | | | ≤ 25 km/h | | | | 20 | 15 [^E0038] | 10 |

[^E0038]: (^*1)

Applicable reference vehicle speed vj

[^E0039]: (^*2)

if the vehicle speed can be attained by the vehicle.

3.1.   Total road load power determination

3.1.1.   Measurement equipment and accuracy

The margin of measurement error shall be less than 0,1 second for time and less than ± 0,5 km/h for speed. Bring the vehicle and the chassis dynamometer to the stabilised operating temperature, in order to approximate the road conditions.

3.1.2.   Test procedure

• 3.1.2.1. Accelerate the vehicle to a speed of 5 km/h greater than the speed at which test measurement begins.

• 3.1.2.2. Put the gearbox to neutral or disconnect the power supply.

• 3.1.2.3. Measure the time t1 taken by the vehicle to decelerate from:

Image omitted; see official source

to

Image omitted; see official source

where:

Δv < 5 km/h for nominal vehicle speed < 50 km/h;

Δv < 10 km/h for nominal vehicle speed > 50 km/h.

• 3.1.2.4. Carry out the same test in the opposite direction, measuring time t2.

• 3.1.2.5. Take the average ti of the two times t1 and t2.

• 3.1.2.6. Repeat these tests until the statistical accuracy (p) of the average:

Equation Ap 8-1:

Image omitted; see official source

The statistical accuracy (p) is defined by:

Equation Ap 8-2:

Image omitted; see official source

is no more than 4 percent (p ≤ 4 percent).

where:

t is the coefficient in Table Ap 8-2;

s is the standard deviation.

Equation Ap 8-3:

Image omitted; see official source

n is the number of tests

Table Ap8-2

Factors t and t/√n depending on the number of coast-down tests performed

n	4	5	6	7	8	9	10
t	3,2	2,8	2,6	2,5	2,4	2,3	2,3
t/√n	1,6	1,25	1,06	0,94	0,85	0,77	0,73

• 3.1.2.7. Calculation of the running resistance force

The running resistance force F at the specified vehicle speeds v is calculated as follows:

Equation Ap 8-4:

Image omitted; see official source

where:

mref = reference mass (kg);

Δv = vehicle speed deviation (km/h);

Δt = calculated coast down time difference (s);

• 3.1.2.8. The running resistance determined on the track shall be corrected to the reference ambient conditions as follows:

Equation Ap 8-5:

Image omitted; see official source

Equation Ap 8-6:

Image omitted; see official source

where:

RR is the rolling resistance at speed v (N);

RAERO is the aerodynamic drag at speed v (N);

RT is

Image omitted; see official source

(N);

KR is the temperature correction factor of rolling resistance, taken to be equal to:

Image omitted; see official source

;

t is the road test ambient temperature in K;

t0 is the reference ambient temperature (293,2 K);

dt is the air density at the test conditions (kg/m³);

d0 is the air density at the reference conditions (293,2 K, 101,3 kPa) = 1,189 kg/m³.

The ratios RR/RT and RAERO/RT shall be specified by the vehicle manufacturer on the basis of the data normally available to the company and to the satisfaction of the technical service. If these values are not available or if the technical service or approval authority do not accept these values, the following figures for the rolling/total resistance ratio given by the following formula may be used:

Equation Ap 8-7:

Image omitted; see official source

where:

m HP is the test mass and for each speed the coefficients a and b are as shown in the following table:

Table Ap8-3

Coefficients a and b to calculate rolling resistance ratio

| v (km/h) | a | b |

| --- | --- | --- | | 20 | 7,24 · 10^–5 | 0,82 | | 40 | 1,59 · 10^–4 | 0,54 | | 60 | 1,96 · 10^–4 | 0,33 | | 80 | 1,85 · 10^–4 | 0,23 | | 100 | 1,63 · 10^–4 | 0,18 | | 120 | 1,57 · 10^–4 | 0,14 |

3.2.   Setting of the chassis dynamometer

The purpose of this procedure is to simulate on the dynamometer the total road load power at a given speed.

3.2.1.   Measurement equipment and accuracy

The measuring equipment shall be similar to that used on the test track and shall comply with point 4.5.7. of Annex II and point 1.3.5 of this Appendix.

3.2.2.   Test procedure

• 3.2.2.1.Install the vehicle on the chassis dynamometer.

• 3.2.2.2.Adjust the tyre pressure (cold) of the driving wheels as required for the chassis dynamometer.

• 3.2.2.3.Adjust the equivalent inertia mass of the chassis dynamometer, in accordance with Table Ap8-4.

• 3.2.2.3.1. Table Ap8-4 Determination of equivalent inertia mass for an L-category vehicle equipped with two or more wheels on the powered axles Reference mass (mref) (kg) Equivalent inertia mass (mi) (kg) mref ≤ 105 100 105 < mref ≤ 115 110 115 < mref ≤ 125 120 125 < mref ≤ 135 130 135 < mref ≤ 150 140 150 < mref ≤ 165 150 165 < mref ≤ 185 170 185 < mref ≤ 205 190 205 < mref ≤ 225 210 225 < mref ≤ 245 230 245 < mref ≤ 270 260 270 < mref ≤ 300 280 300 < mref ≤ 330 310 330 < mref ≤ 360 340 360 < mref ≤ 395 380 395 < mref ≤ 435 410 435 < mref ≤ 480 450 480 < mref ≤ 540 510 540 < mref ≤ 600 570 600 < mref ≤ 650 620 650 < mref ≤ 710 680 710 < mref ≤ 770 740 770 < mref ≤ 820 800 820 < mref ≤ 880 850 880 < mref ≤ 940 910 940 < mref ≤ 990 960 990 < mref ≤ 1 050 1 020 1 050 < mref ≤ 1 110 1 080 1 110 < mref ≤ 1 160 1 130 1 160 < mref ≤ 1 220 1 190 1 220 < mref ≤ 1 280 1 250 1 280 < mref ≤ 1 330 1 300 1 330 < mref ≤ 1 390 1 360 1 390 < mref ≤ 1 450 1 420 1 450 < mref ≤ 1 500 1 470 1 500 < mref ≤ 1 560 1 530 1 560 < mref ≤ 1 620 1 590 1 620 < mref ≤ 1 670 1 640 1 670 < mref ≤ 1 730 1 700 1 730 < mref ≤ 1 790 1 760 1 790 < mref ≤ 1 870 1 810 1 870 < mref ≤ 1 980 1 930 1 980 < mref ≤ 2 100 2 040 2 100 < mref ≤ 2 210 2 150 2 210 < mref ≤ 2 320 2 270 2 320 < mref ≤ 2 440 2 380 2 440 < RM 2 490

• 3.2.2.4.Bring the vehicle and the chassis dynamometer to the stabilised operating temperature, in order to approximate the road conditions.

• 3.2.2.5.Carry out the operations specified in point 3.1.2., with the exception of those in points 3.1.2.4. and 3.1.2.5.

• 3.2.2.6.Adjust the brake to reproduce the corrected running resistance (see point 3.1.2.8.) and to take into account the reference mass. This may be done by calculating the mean corrected road coast-down time from v1 to v2 and reproducing the same time on the dynamometer as follows:

- Equation Ap 8-8:

Image omitted; see official source

- 3.2.2.7.The power Pa to be absorbed by the bench shall be determined in order to enable the same total road load power to be reproduced for the same vehicle on different days or on different chassis dynamometers of the same type.

Appendix 9

Explanatory note on the gearshift procedure for a type I test

This explanatory note explains matters specified or described in this Regulation, including its Annexes or Appendices, and matters related thereto with regard to the gearshift procedure.

• 1.1.The development of the gearshift procedure was based on an analysis of the gearshift points in the in-use data. In order to establish generalised correlations between technical specifications of the vehicles and gearshift speeds, the engine speeds were normalised to the utilisable band between rated speed and idling speed.

• 1.2.In a second step, the end speeds (vehicle speed as well as normalised engine speed) for upshifts and downshifts were determined and recorded in a separate table. The averages of these speeds for each gear and vehicle were calculated and correlated with the vehicles’ technical specifications.

• 1.3.The results of these analyses and calculations can be summarised as follows:

• (a) the gearshift behaviour is engine-speed-related rather than vehicle-speed-related;

• (b) the best correlation between gearshift speeds and technical data was found for normalised engine speeds and the power-to-mass ratio (maximum continuous rated power/(mass in running order + 75 kg));

• (c) the residual variations cannot be explained by other technical data or by different drive train ratios. They are most probably due to differences in traffic conditions and individual driver behaviour;

• (d) the best approximation between gearshift speeds and power-to-mass ratio was found for exponential functions;

• (e) the gearshift mathematical function for the first gear is significantly lower than for all other gears;

• (f) the gearshift speeds for all other gears can be approximated by one common mathematical function;

• (g) no differences were found between five-speed and six-speed gearboxes;

• (h) gearshift behaviour in Japan is significantly different from the equal-type gearshift behaviour in the European Union (EU) and in the United States of America (USA).

• 1.4.In order to find a balanced compromise between the three regions, a new approximation function for normalised upshift speeds versus power-to-mass ratio was calculated as a weighted average of the EU/USA curve (with 2/3 weighting) and the Japanese curve (with 1/3 weighting), resulting in the following equations for normalised engine upshift speeds:

Equation Ap9-1: Normalised upshift speed in 1st gear (gear 1)

Image omitted; see official source

Equation Ap9-2: Normalised upshift speed in gears > 1

Image omitted; see official source

• 2.1 Figure Ap 9-1 shows an example of gearshift use for a small vehicle:

• (a) the lines in bold show the gear use for acceleration phases;

• (b) the dotted lines show the downshift points for deceleration phases;

• (c) in the cruising phases, the whole speed range between downshift speed and upshift speed may be used.

• 2.2 Where vehicle speed increases gradually during cruise phases, upshift speeds (v1—2, v2—3and vi—i+1) in km/h may be calculated using the following equations:

Equation Ap9-3:

Image omitted; see official source

Equation Ap9-4:

Image omitted; see official source

Equation Ap9-5:

Image omitted; see official source

, i = 3 to ng

Figure Ap9-1

Example of a gearshift sketch — Gear use during deceleration and cruise phases

Image omitted; see official source

Gear use during acceleration phases

Image omitted; see official source

In order to allow the technical service more flexibility and to ensure driveability, the gearshift regression functions should be considered as lower limits. Higher engine speeds are permitted in any cycle phase.

• 3.1 In order to avoid different interpretations in the application of the gearshift equations and thus to improve the comparability of the test, fixed-phase indicators are assigned to the speed pattern of the cycles. The specification of the phase indicators is based on the definition from the Japan Automobile Research Institute (JARI) of the four driving modes as shown in the following table:

Table Ap9-1

Definition of driving modes

4 modes	Definition
Idle mode	vehicle speed < 5 km/h and -0,5 km/h/s (-0,139 m/s2) < acceleration < 0,5 km/h/s (0,139 m/s2)
Acceleration mode	acceleration > 0,5 km/h/s (0,139 m/s2)
Deceleration mode	acceleration < - 0,5 km/h/s (- 0,139 m/s2)
Cruise mode	vehicle speed ≥ 5 km/h and -0,5 km/h/s (-0,139 m/s2) < acceleration < 0,5 km/h/s (0,139 m/s2)

• 3.2 The indicators were then modified in order to avoid frequent changes during relatively homogeneous cycle parts and thus improve driveability. Figure Ap9-2 shows an example from cycle part 1.

Figure Ap9-2

Example for modified phase indicators

Image omitted; see official source

• 4.1.An example of input data necessary for the calculation of shift speeds is shown in Table Ap 9-2. The upshift speeds for acceleration phases for first gear and higher gears are calculated using Equations 9-1 and 9-2. The denormalisation of engine speeds can be performed using the equation

Image omitted; see official source .

• 4.2.The downshift speeds for deceleration phases can be calculated using Equations 9-3 and 9-4. The ndv values in Table Ap 9-2 can be used as gear ratios. These values can also be used to calculate the corresponding vehicle speeds (

Image omitted; see official source . The results are shown in Tables Ap9-3 and Ap9-4.

• 4.3.Additional analyses and calculations were conducted to investigate whether these gearshift algorithms could be simplified and, in particular, whether engine shift speeds could be replaced by vehicle shift speeds. The analysis showed that vehicle speeds could not be brought in line with the gearshift behaviour of the in-use data.

- 4.3.1.

Table Ap9-2 Input data for the calculation of engine and vehicle shift speeds Item Input data Engine capacity in cm³ 600 Pn in kW 72 mk in kg 199 s in min^-1 11 800 nidle in min^-1 1 150 ndv1 [^E0040] 133,66 ndv2 94,91 ndv3 76,16 ndv4 65,69 ndv5 58,85 ndv6 54,04 pmr [^E0041] in kW/t 262,8 (¹) ndv means the ratio between engine speed in min^-1 and vehicle speed in km/h (2) pmr means the power-to-mass ratio calculated by

- 4.3.2.

Table Ap9-3 Shift speeds for acceleration phases for first gear and for higher gears (see Table Ap9-1) EU/USA/JAPAN DRIVING BEHAVIOUR EU/USA/Japan driving behaviour n_acc_max (1) n_acc_max (i) n_norm [^E0042] in percent 24,9 34,9 n in min-1 3 804 4 869 (^*1) n_norm means the value calculated using equations Ap9-1 and Ap9-2.

- 4.3.3.

Table Ap9-4 Engine and vehicle shift speeds based on Table Ap9-2 Gearshift EU/USA/Japan driving behaviour v in km/h n_norm (i) in percent n in min^-1 Upshift 1→2 28,5 24,9 3 804 2→3 51,3 34,9 4 869 3→4 63,9 34,9 4 869 4→5 74,1 34,9 4 869 5→6 82,7 34,9 4 869 Downshift 2→cl [^E0043] 15,5 3,0 1 470 3→2 28,5 9,6 2 167 4→3 51,3 20,8 3 370 5→4 63,9 24,5 3 762 6→5 74,1 26,8 4 005 (^*1) ‘cl’ means ‘Clutch-Off’ timing.

Appendix 10

Type-approval tests of a replacement pollution-control device type for L-category vehicles as separate technical units

This Appendix applies to the type-approval of separate technical units within the meaning of Article 23(10) of Regulation (EU) No 168/2013, of pollution-control devices to be fitted as replacement parts on one or more types of L-category vehicle.

2. Definitions

• 2.1. ‘original equipment pollution-control devices’ mean pollution-control devices including oxygen sensors, catalytic converter types, assemblies of catalytic converters, particulate filters or carbon canisters for evaporative emission control covered by the type-approval and originally delivered for the approved vehicle;

• 2.2. ‘replacement pollution-control devices’ means pollution-control devices including oxygen sensors, catalytic converter types, assemblies of catalytic converters, particulate filters or carbon canisters for evaporative emission control intended to replace an original equipment pollution-control device on a vehicle type with regard to environmental and propulsion unit performance approved in accordance with this Appendix and which can be type-approved as a separate technical unit in accordance with Regulation (EU) No 168/2013;

• 3.1.Applications for type-approval of a type of replacement pollution-control device as a separate technical unit shall be submitted by the manufacturer of the system or by his authorised representative.

• 3.2.A model for the information document is referred to in Article 27(4) of Regulation (EU) No 168/2013.

• 3.3.For each type of replacement pollution-control device for which approval is requested, the type-approval application shall be accompanied by the following documents in triplicate, and by the following particulars:

• 3.3.1. A description of the types of vehicles for which the device is intended, in terms of its characteristics;

• 3.3.2. The numbers or symbols specific to the propulsion and vehicle type;

• 3.3.3. Description of the replacement catalytic converter type stating the relative position of each of its components, together with the fitting instructions;

• 3.3.4. Drawings of each component to facilitate location and identification, and statement of materials used. These drawings shall also indicate the intended location of the mandatory type-approval mark.

• 3.4.The following shall be submitted to the technical service responsible for the type-approval test:

- 3.4.1. Vehicle(s) of a type approved in accordance with this Appendix equipped with a new original equipment pollution-control device type. This (these) vehicles shall be selected by the applicant with the agreement of the technical service to the satisfaction of the approval authority. It (they) shall comply with the requirements of Annex II, type I test.

- 3.4.2. The test vehicles shall be without emission-control system defects and be properly maintained and used; any excessively worn out or malfunctioning emission-related original part shall be repaired or replaced. The test vehicles shall be tuned properly and set to the manufacturer’s specification prior to emission testing.

• 3.4.3. One sample of the type of the replacement pollution-control device type. This sample shall be clearly and indelibly marked with the applicant’s trade name or mark and its commercial designation.

4.1.   General requirements

The design, construction and mounting of the replacement pollution-control device type shall be such that:

• 4.1.1. the vehicle complies with the requirements of this Regulation under normal conditions of use, and in particular regardless of any vibrations to which it may be subjected;

• 4.1.2. the replacement pollution-control device displays reasonable resistance to the corrosion phenomena to which it is exposed, with due regard to the normal conditions of use of the vehicle;

• 4.1.3. the ground clearance available with the original equipment pollution-control device type and the angle at which the vehicle can lean over are not reduced;

• 4.1.4. the surface of the device does not reach unduly high temperatures;

• 4.1.5. the outline of the device has no projections or sharp edges;

• 4.1.6. shock absorbers and suspension have adequate clearance;

• 4.1.7. adequate safety clearance is provided for pipes;

- 4.1.8. the replacement pollution-control device is impact-resistant in a way that is compatible with clearly-defined maintenance and installation requirements;

• 4.1.9. if the original equipment pollution-control includes thermal protection, the replacement pollution-control device shall include equivalent protection;

• 4.1.10. if (an) oxygen probe(s) and other sensors or actuators are originally installed on the exhaust line, the replacement pollution-control device type shall be installed at exactly the same position as the original equipment pollution-control device and the position on the exhaust line of the oxygen probe(s) and other sensors or actuators shall not be modified.

4.2.   Requirements regarding emissions

• 4.2.1.The vehicle referred to in point 3.4.1, equipped with a replacement pollution-control device of the type for which type-approval is requested, shall undergo the tests laid down in Annexes II and VI (depending on the type-approval of the vehicle) ([^E0044]).

• 4.2.1.1. Evaluation of pollutant emissions from vehicles equipped with replacement pollution-control devices Requirements regarding tailpipe or evaporative emissions are deemed to be complied with if the test vehicle equipped with the replacement pollutant-control device complies with the limit values in Annex VI to Regulation (EU) No 168/2013 (according to the type-approval of the vehicle) (6) .

- 4.2.1.2. Where the type-approval application is for different types of vehicles from the same manufacturer, the type I test may be limited to as few as two vehicles selected after agreement with the technical service to the satisfaction of the approval authority, provided that the different types of vehicle are fitted with the same type of original equipment pollution-control device.

• 4.2.2.Requirements regarding permissible sound level

• The vehicles referred to in point 3.4.1, equipped with a replacement pollution-control device type that could allow worse noise emissions than the type for which type-approval is requested, shall satisfy the requirements of Annex IX (according to the type-approval of the vehicle) (6) . The test result for the vehicle in motion and for the stationary test shall be mentioned in the test report.

4.3.   Testing of the propulsion performance of the vehicle

- 4.3.1.The replacement pollution-control device type shall be such as to ensure that the propulsion performance of the vehicle is comparable with that achieved with the original equipment pollution-control device type.

- 4.3.2.The propulsion performance of the vehicle equipped with the replacement pollution-control device shall be compared with that of an original equipment pollution-control device, also in new condition, fitted in turn to the vehicle referred to in point 3.4.1.

- 4.3.3.This test is carried out according to the applicable procedure set out in Annex X. The maximum net power and torque as well as the maximum attainable vehicle speed, if applicable, measured with the replacement pollution-control device, shall not deviate by more than + 5 % from those measured under the same conditions with the type-approved original equipment pollution-control device type.

Appendix 11

Type I test procedure for hybrid L-category vehicles

• 1.1.This Appendix defines the specific provisions regarding type-approval of hybrid electric L-category vehicles (HEV).

- 1.2.In principle, for the environmental type I to IX tests, hybrid electric vehicles shall be tested in accordance with this Regulation, unless otherwise provided for in this Appendix.

- 1.3.For the type I and type VII tests, off-vehicle charging (OVC) vehicles (as categorised in point 2) shall be tested according to Conditions A and B. Both sets of test results and the weighted values shall be reported in the test report drafted in accordance with the template referred to in Article 32(1) of Regulation (EU) No 168/2013.

- 1.4.The emissions test results shall comply with the limits set-out in Regulation (EU) No 168/2013 under all test conditions specified in this Regulation.

Table Ap11-1

Hybrid vehicle categories

| Vehicle charging | Off-Vehicle Charging [^E0045] (OVC) | Off-Vehicle Charging [^E0045] (OVC) | Not-off-vehicle Charging [^E0046] (NOVC) | Not-off-vehicle Charging [^E0046] (NOVC) |

| --- | --- | --- | --- | --- | | Operating mode switch | Without | With | Without | With |

Also known as ‘externally chargeable’.

[^E0046]: (²)

Also known as ‘not externally chargeable’.

For the type I test, hybrid electric L-category vehicles shall be tested according to the applicable procedure in Annex VI to Regulation (EU) No 168/2013. For each test condition, the pollutant emission test result shall comply with the limits in Parts A1 and A2 of Annex VI to Regulation (EU) No 168/2013, whichever is applicable in accordance with Annex IV to Regulation (EU) No 168/2013.

3.1.   Externally chargeable vehicles (OVC HEVs) without an operating mode switch

• 3.1.1. Two tests shall be performed under the following conditions:

• (a) condition A: the test shall be carried out with a fully charged electrical energy/power storage device.

• (b) condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity).

The profile of the state of charge (SOC) of the electrical energy/power storage device during different stages of the test is given in Appendix 3.1. to Annex VII.

• 3.1.2. Condition A

• 3.1.2.1. The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:

• (a) at a steady speed of 50 km/h until the fuel-consuming engine starts up;

• (b) if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run at a lower steady speed at which the fuel-consuming engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer subject to the agreement of the approval authority);

• (c) in accordance with the manufacturer’s recommendation.

The fuel-consuming engine shall be stopped within ten seconds of being automatically started.

• 3.1.2.2. Conditioning of vehicle

The vehicle shall be conditioned by driving the applicable type I driving cycle as set out in Appendix 6.

• 3.1.2.3. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.1.2.4.

• 3.1.2.4. During soak, the electrical energy/power storage device shall be charged with any of the following:

• (a) the on-board charger if fitted;

• (b) an external charger recommended by the manufacturer and referred to in the user manual, using the normal overnight charging procedure set out in point 3.2.2.4. of Appendix 3 to Annex VII.

This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation or servicing charges.

The manufacturer shall declare that a special charge procedure has not occurred during the test;

End-of-charge criterion.

The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged.

In this case, the maximum time is = 3 times the claimed battery capacity (Wh) / mains power supply (W).

• 3.1.2.5. Test procedure

• 3.1.2.5.1.The vehicle shall be started up by the means provided to the driver for normal use. The first test cycle starts on the initiation of the vehicle start-up procedure.

• 3.1.2.5.2.The test procedures described in points 3.1.2.5.2.1. or 3.1.2.5.2.2. shall be used in accordance with the type I test procedure set out in Appendix 6.

• 3.1.2.5.2.1.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

• 3.1.2.5.2.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period in the applicable type I test cycle during which the battery reached the minimum state of charge in accordance with the following procedure (end of sampling (ES)):

• 3.1.2.5.2.2.1. the electricity balance Q (Ah) is measured over each combined cycle according to the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached;

• 3.1.2.5.2.2.2. the battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance Q measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.1.2.5.5. and 3.1.4.2, provided that the electricity balance Q for each additional test cycle shows less discharge of the battery than over the previous cycle;

• 3.1.2.5.2.2.3. after each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period.

• 3.1.2.5.3.The vehicle shall be driven according to the provisions in Appendix 6.

• 3.1.2.5.4.The exhaust gases shall be analysed according to the provisions in Annex II.

• 3.1.2.5.5.The test results shall be compared with the limits set out in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg per kilometre) for Condition A shall be calculated (M1i).

• In the case of testing according to point 3.1.2.5.2.1., (M1i) is the result of the single combined cycle run.

• In the case of testing according to point 3.1.2.5.2.2., the test result of each combined cycle run (M1ia), multiplied by the appropriate deterioration factor and Ki factors, shall be less than the limits in Part A of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.1.4., M1i shall be defined as:

• Equation Ap11-1:

Image omitted; see official source

• where:

i	:	pollutant
---	---	---
a	:	test cycle

• 3.1.3. Condition B

• 3.1.3.1. Conditioning of vehicle.

The vehicle shall be conditioned by driving the applicable type I driving cycle as set out in Appendix 6.

• 3.1.3.2. The electrical energy/power storage device of the vehicle shall be discharged while driving (on the test track, on a chassis dynamometer, etc.):

• (a) at a steady speed of 50 km/h until the fuel-consuming engine starts up, or

• (b) if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run a at lower steady speed at which the engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer), or

• (c) in accordance with the manufacturers’ recommendation.

The fuel-consuming engine shall be stopped within ten seconds of being automatically started.

• 3.1.3.3. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room.

• 3.1.3.4. Test procedure

• 3.1.3.4.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure.

• 3.1.3.4.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

• 3.1.3.4.3.The vehicle shall be driven according to the provisions of Appendix 6.

• 3.1.3.4.4.The exhaust gases shall be analysed in accordance with Annex II.

• 3.1.3.5. The test results shall be compared with the limits in Part A of Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M2i). The test results M2i, multiplied by the appropriate deterioration and Ki factors, shall be less than the limits prescribed in Part A of Annex VI to Regulation (EU) No 168/2013.

• 3.1.4. Test results

• 3.1.4.1. Testing in accordance with point 3.1.2.5.2.1.

For reporting, the weighted values shall be calculated as follows:

Equation Ap11-2:

Image omitted; see official source

where:

Mi	=	mass emission of the pollutant i in mg/km;
---	---	---
M1i	=	average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.1.2.5.5.;
---	---	---
M2i	=	average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.1.3.5.;
---	---	---
De	=	electric range of the vehicle determined according to the procedure set out in Appendix 3.3. to Annex VII, where the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode;
---	---	---
Dav	=	average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.1.4.2. Testing in accordance with point 3.1.2.5.2.2.

For communication, the weighted values shall be calculated as follows:

Equation Ap11-3:

Image omitted; see official source

where:

Mi	=	mass emission of the pollutant i in mg/km;
---	---	---
M1i	=	average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.1.2.5.5.;
---	---	---
M2i	=	average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.1.3.5.;
---	---	---
Dovc	=	OVC range established in accordance with the procedure in Appendix 3.3. to Annex VII;
---	---	---
Dav	=	average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.2. Externally chargeable vehicles (OVC HEVs) with an operating mode switch.

• 3.2.1. Two tests shall be performed under the following conditions:

• 3.2.1.1. Condition A: the test shall be carried out with a fully charged electrical energy/power storage device.

• 3.2.1.2. Condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity).

• 3.2.1.3. The operating mode switch shall be positioned in accordance with the table Ap11-2.

Table Ap11-2

Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position

	Hybrid-modes -›	— Pure electric — Hybrid	— Pure fuel-consuming — Hybrid	— Pure electric — Pure fuel-consuming — Hybrid	— Hybrid mode n [^E0047] — Hybrid mode m [^E0047]
Battery state of charge		Switch in position	Switch in position	Switch in position	Switch in position
Condition A Fully charged		Hybrid	Hybrid	Hybrid	Most electric hybrid mode [^E0048]
Condition B Min. state of charge		Hybrid	Fuel-consuming	Fuel-consuming	Most fuel-consuming mode [^E0049]

For instance: sport, economic, urban, extra-urban position, etc.

Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.

Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.

• 3.2.2. Condition A

• 3.2.2.1. If the pure electric range of the vehicle is higher than one complete cycle, the type I test may at the manufacturer’s request be carried out in pure electric mode. In this case, the engine preconditioning prescribed in point 3.2.2.3.1. or 3.2.2.3.2. can be omitted.

• 3.2.2.2. The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving with the switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 percent ± 5 percent of the maximum design speed of the vehicle, which is to be determined according to the test procedure set out in Appendix 1 to Annex X.

Stopping the discharge occurs in any of the following conditions:

• (a) when the vehicle is not able to run at 65 percent of the maximum thirty minutes speed;

• (b) when the standard on-board instrumentation gives the driver an indication to stop the vehicle;

• (c) after 100 km.

If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage device shall be discharged by driving the vehicle (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:

• (a) at a steady speed of 50 km/h until the fuel-consuming engine of the HEV starts up;

• (b) if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run at a lower steady speed at which the fuel-consuming engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer);

• (c) in accordance with the manufacturers’ recommendation.

The fuel-consuming engine shall be stopped within ten seconds of being automatically started. By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead.

• 3.2.2.3. Conditioning of vehicle

• 3.2.2.4. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 3 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.2.2.5.

• 3.2.2.5. During soak, the electrical energy/power storage device shall be charged with any of the following chargers:

• (a) the on-board charger if fitted;

• (b) an external charger recommended by the manufacturer, using the normal overnight charging procedure.

This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation charges or servicing charges.

The manufacturer shall declare that a special charge procedure has not occurred during the test.

• (c) End-of-charge criterion

The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged.

In this case, the maximum time is = 3 × claimed battery capacity (Wh) / mains power supply (W).

• 3.2.2.6. Test procedure

• 3.2.2.6.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure.

• 3.2.2.6.1.1.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

• 3.2.2.6.1.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period of the applicable type I test cycle during which the battery has reached the minimum state of charge in accordance with the following procedure (end of sampling (ES):

• 3.2.2.6.1.2.1. The electricity balance Q (Ah) is measured over each combined cycle using the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached;

• 3.2.2.6.1.2.2. The battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.2.2.7. and 3.2.4.3., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle;

• 3.2.2.6.1.2.3. After each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period.

• 3.2.2.6.2.The vehicle shall be driven according to the provisions of Appendix 6.

• 3.2.2.6.3.The exhaust gases shall be analysed according to Annex II.

• 3.2.2.7. The test results shall be compared to the emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg/km) for Condition A shall be calculated (M1i).

The test result of each combined cycle run M1ia, multiplied by the appropriate deterioration and Ki factors, shall be less than the emission limits in Part A or B of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.2.4., M1i shall be calculated according to Equation Ap11-1.

• 3.2.3. Condition B

• 3.2.3.1. Conditioning of vehicle.

The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6.

• 3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.2.2.

• 3.2.3.3. After this preconditioning, and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room.

• 3.2.3.4. Test procedure

• 3.2.3.4.1.The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure.

• 3.2.3.4.2.Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

• 3.2.3.4.3.The vehicle shall be driven in accordance with the provisions of Appendix 6.

• 3.2.3.4.4.The exhaust gases shall be analysed in accordance with the provisions in Annex II.

• 3.2.3.5. The test results shall be compared with the pollutant limits in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M2i). The test results M2i, multiplied by the appropriate deterioration and Ki factors, shall be less than the limits in Annex VI to Regulation (EU) No 168/2013.

• 3.2.4. Test results

• 3.2.4.1.Testing in accordance with point 3.2.2.6.2.1.

• For communication, the weighted values shall be calculated as in Equation Ap11-2

• where:

Mi	=	mass emission of the pollutant i in mg/km;
---	---	---
M1i	=	average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.;
---	---	---
M2i	=	average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5;
---	---	---
De	=	electric range of the vehicle with the switch in pure electric position, in accordance with Appendix 3.3. to Annex VII. If there is not a pure electric position, the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode.
---	---	---
Dav	=	average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.2.4.2.Testing in accordance with point 3.2.2.6.2.2.

• For communication, the weighted values shall be calculated as in Equation Ap11-3

• where:

Mi	=	mass emission of the pollutant i in mg/km;
---	---	---
M1i	=	average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.;
---	---	---
M2i	=	average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5.;
---	---	---
Dovc	=	OVC range according to the procedure in Appendix 3.3. to Annex VII;
---	---	---
Dav	=	average distance between two battery recharges, as follows: — 4 km for a vehicle with an engine capacity < 150 cm3; — 6 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax < 130 km/h; — 10 km for a vehicle with an engine capacity ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.3. Not externally chargeable vehicles (not-OVC HEVs) without an operating mode switch

• 3.3.1. These vehicles shall be tested according to Appendix 6.

• 3.3.2. For preconditioning, at least two consecutive complete driving cycles are carried out without soak.

• 3.3.3. The vehicle shall be driven in accordance with to the provisions of Appendix 6.

• 3.4. Not externally chargeable vehicles (not-OVC HEVs) with an operating mode switch

- 3.4.1. These vehicles are preconditioned and tested in hybrid mode in accordance with Annex II. If several hybrid modes are available, the test shall be carried out in the mode that is automatically set after the ignition key is turned (normal mode). On the basis of information provided by the manufacturer, the technical service shall ensure that the limit values are complied with in all hybrid modes.

- 3.4.2. For preconditioning, at least two consecutive complete applicable driving cycles shall be carried out without soak.

- 3.4.3. The vehicle shall be driven in accordance with the provisions of Annex II.

Appendix 12

Type I test procedure for L-category vehicles fuelled with LPG, NG/biomethane, flex fuel H2NG or hydrogen

- 1.1.This Appendix describes the special requirements as regards the testing of LPG, NG/biomethane, H2NG or hydrogen gas for the approval of alternative fuel vehicles that run on those fuels or can run on petrol, LPG, NG/biomethane, H2NG or hydrogen.

• 1.2.The composition of these gaseous fuels, as sold on the market, can vary greatly and fuelling systems must adapt their fuelling rates accordingly. To demonstrate this adaptability, the parent vehicle equipped with a representative LPG, NG/biomethane or H2NG fuel system shall be tested in type I tests on two extreme reference fuels.

- 1.3.The requirements of this Appendix as regards hydrogen shall apply only to vehicles using hydrogen as a combustion fuel and not to those equipped with a fuel cell operating on hydrogen.

Type-approval is granted subject to the following requirements:

2.1.   Exhaust emissions approval of a vehicle equipped with a gaseous fuel system

It shall be demonstrated that the parent vehicle equipped with a representative LPG, NG/biomethane, H2NG or hydrogen fuel system can adapt to any fuel composition that may appear on the market and comply with the following:

• 2.1.1. In the case of LPG there are variations in C3/C4 composition (test fuel requirement A and B) and therefore the parent vehicle shall be tested on reference fuels A and B referred to in Appendix 2;

• 2.1.2. In the case of NG/biomethane there are generally two types of fuel, high calorific fuel (G20) and low calorific fuel (G25), but with a significant spread within both ranges; they differ significantly in Wobbe index. These variations are reflected in the reference fuels. The parent vehicle shall be tested on both reference fuels referred to in Appendix 2;

• 2.1.3. In the case of a flex fuel H2NG vehicle, the composition range may vary from 0 % hydrogen (L-gas) to a maximum percentage of hydrogen within the mixture (H-gas), as specified by the manufacturer. It shall be demonstrated that the parent vehicle can adapt to any percentage within the range specified by the manufacturer and the vehicle shall be tested in the type I test on 100 % H-gas and 100 % L-gas. It shall also be demonstrated that it can adapt to any NG/biomethane composition that may appear on the market, regardless of the percentage of hydrogen in the mixture.

- 2.1.4. For vehicles equipped with hydrogen fuel systems, compliance shall be tested on the single hydrogen reference fuel referred to in Appendix 2.

• 2.1.5. If the transition from one fuel to another is in practice aided through the use of a switch, this switch shall not be used during type-approval. In such cases, at the manufacturer’s request and with the agreement of the technical service, the pre-conditioning cycle referred in point 5.2.4 of Annex II may be extended.

• 2.1.6. The ratio of emission results ‘r’ shall be determined for each pollutant as shown in Table Ap12-1 for LPG, NG/biomethane and H2NG vehicles.
• 2.1.6.1. In the case of LPG and NG/biomethane vehicles, the ratios of emission results ‘r’ shall be determined for each pollutant as follows: Table Ap12-1 Calculation ratio ‘r’ for LPG and NG/biomethane vehicles Type(s) of fuel Reference fuels Calculation of ‘r’ LPG and petrol (Approval B) Fuel A Image omitted; see official source or LPG only (Approval D) Fuel B NG/biomethane fuel G20 Image omitted; see official source fuel G25
• 2.1.6.2. In the case of flex fuel H2NG vehicles, two ratios of emission results ‘r1’ and ‘r2’ shall be determined for each pollutant as follows: Table Ap12-2 Look-up table ratio ‘r’ for NG/biomethane or H2NG gaseous fuels Type(s) of fuel Reference fuels Calculation of ‘r’ NG/biomethane fuel G20 Image omitted; see official source fuel G25 H2NG Mixture of hydrogen and G20 with the maximum percentage of hydrogen specified by the manufacturer Image omitted; see official source Mixture of hydrogen and G25 with the maximum percentage of hydrogen specified by the manufacturer

2.2.   Exhaust emissions approval of a member of the propulsion family

For the type-approval of mono-fuel gas vehicles and bi-fuel vehicles operating in gas mode, fuelled by LPG, NG/biomethane, H2NG or hydrogen, as a member of the propulsion family in Annex XI, a type I test shall be performed with one gaseous reference fuel. For LPG, NG/biomethane and H2NG vehicles, this reference fuel may be either of the reference fuels in Appendix 2. The gas-fuelled vehicle is considered to comply if the following requirements are met:

• 2.2.1. The test vehicle shall comply with the definition of a propulsion family member in Annex XI.

• 2.2.2. If the test fuel requirement is reference fuel A for LPG or G20 for NG/biomethane, the emission result shall be multiplied by the relevant factor ‘r’ if r > 1; if r < 1, no correction is needed.

• 2.2.3. If the test fuel requirement is reference fuel B for LPG or G25 for NG/biomethane, the emission result shall be divided by the relevant factor ‘r’ if r < 1; if r > 1, no correction is needed.

• 2.2.4. At the manufacturer’s request, the type I test may be performed on both reference fuels, so that no correction is needed.

• 2.2.5. The parent vehicle shall comply with the emission limits for the relevant category set out in Annex VI(A) to Regulation (EU) No 168/2013 and for both measured and calculated emissions.

- 2.2.6. If repeated tests are conducted on the same engine, an average shall first be taken of the results on reference fuel G20, or A, and those on reference fuel G25, or B; the ‘r’ factor shall then be calculated from these averages.

- 2.2.7. For the type-approval of a flex fuel H2NG vehicle as a member of a family, two type I tests shall be performed, the first test with 100 % of either G20 or G25, and the second test with the mixture of hydrogen and the same NG/biomethane fuel used during the first test, with the maximum hydrogen percentage specified by the manufacturer.

• 2.2.7.1. If the NG/biomethane fuel is the reference fuel G20, the emission result for each pollutant shall be multiplied by the relevant factors (r1 for the first test and r2 for the second test) in point 2.1.6. if the relevant factor > 1; if the correspondent relevant factor < 1, no correction is needed.
• 2.2.7.2. If the NG/biomethane fuel is the reference fuel G25, the emission result for each pollutant shall be divided by the corresponding relevant factor (r1 for the first test and r2 for the second test) calculated in accordance with point 2.1.6., if this is < 1; if the corresponding relevant factor > 1, no correction is needed.
• 2.2.7.3. At the manufacturer’s request, the type I test shall be conducted with the four possible combinations of reference fuels, in accordance with point 2.1.6., so that no correction is needed.
• 2.2.7.4. If repeated tests are carried out on the same engine, an average shall first be taken of the results on reference fuel G20, or H2G20, and those on reference fuel G25, or H2G25 with the maximum hydrogen percentage specified by the manufacturer; the ‘r1’ and ‘r2’ factors shall then be calculated from these averages.

- 2.2.8. During the type I test, the vehicle shall use only petrol for a maximum of 60 consecutive seconds directly after engine crank and start when operating in gas-fuelling mode.

Appendix 13

Type I test procedure for L-category vehicles equipped with a periodically regenerating system

This Appendix contains specific provisions regarding the type-approval of vehicles equipped with a periodically regenerating system.

- 2.1. L-category vehicles falling within the scope of Regulation (EU) No 168/2013 that are equipped with periodically regenerating systems shall comply with the requirements in this Appendix.

• 2.2. Instead of carrying out the test procedures in the following point, a fixed Ki value of 1,05 may be used if the technical service sees no reason why this value could be exceeded and after approval of the approval authority.

• 2.3. During cycles where regeneration occurs, emission standards can be exceeded. If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during the vehicle preparation cycle, it will be considered as a continuously regenerating system which does not require a special test procedure.

The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process provided that its operation has no effect on original engine calibration. This switch shall be used for the purpose of preventing regeneration only during loading of the regeneration system and during the pre-conditioning cycles. However, it shall not be used during the measurement of emissions in the regeneration phase; rather, the emission test shall be carried out with the unchanged original equipment manufacturer’s powertrain control unit / engine control unit / drive train control unit if applicable and powertrain software.

• 3.1. Measurement of carbon dioxide emission and fuel consumption between two cycles where regenerative phases occur.

• 3.1.1. The average of carbon dioxide emission and fuel consumption between regeneration phases and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant (if more than two) type I operating cycles.

As an alternative, the manufacturer may provide data to show that carbon dioxide emissions and fuel consumption remain constant (+4 percent) between regeneration phases. In this case, the carbon dioxide emissions and fuel consumption measured during the regular type I test may be used. In any other case, emissions shall be measured for at least two type I operating cycles: one immediately after regeneration (before new loading) and one as immediately as possible before a regeneration phase. All emissions measurements and calculations shall be carried out in accordance with Annex II. Average emissions for a single regenerative system shall be determined in accordance with point 3.3 and for multiple regeneration systems in accordance with point 3.4.

• 3.1.2. The loading process and Ki determination shall be carried out on a chassis dynamometer during the type I operating cycles. These cycles may be run continuously (i.e. without the need to switch the engine off between cycles). After any number of completed cycles, the vehicle may be removed from the chassis dynamometer and the test continued at a later time.

• 3.1.3. The number of cycles (D) between two cycles in which regeneration phases occur, the number of cycles over which emissions measurements are taken (n) and each emissions measurement (M’sij) shall be reported according to the template of the test report referred to in Article 32(1) of Regulation (EU0 No 168/2013.

• 3.2. Measurement of carbon dioxide emissions and fuel consumption during regeneration

• 3.2.1. If necessary, the vehicle may be prepared for the emissions test during a regeneration phase using the preparation cycles in Appendix 6.

• 3.2.2. The test and vehicle conditions for the type I test described in Annex II apply before the first valid emission test is carried out.

• 3.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following methods:

• 3.2.3.1. a ‘dummy’ regenerating system or partial system may be fitted for the pre-conditioning cycles;

• 3.2.3.2. any other method agreed between the manufacturer and the approval authority.

• 3.2.4. A cold-start exhaust emission test including a regeneration process shall be carried out in accordance with the applicable type I operating cycle.

• 3.2.5. If the regeneration process requires more than one operating cycle, subsequent test cycle(s) shall be driven immediately, without switching the engine off, until complete regeneration has been achieved (each cycle shall be completed). The time necessary to set up a new test shall be as short as possible (e.g. as required to change a particulate matter filter on the analysing equipment). The engine shall be switched off during this period.

• 3.2.6. The emission values, including pollutant and carbon dioxide emission values, and fuel consumption during regeneration (Mri) shall be calculated in accordance with Annex II and point 3.3. The number of operating cycles (d) measured for complete regeneration shall be recorded.

• 3.3. Calculation of the combined exhaust emissions of a single regenerative system:

Equation Ap13-1:

Image omitted; see official source

n ≥ 2

Equation Ap13-2:

Image omitted; see official source

Equation Ap13-3:

Image omitted; see official source

where for each pollutant (i) considered:

M′sij	=	mass emissions of pollutant (i), mass emissions of CO2 in g/km and fuel consumption in l/100 km over one type I operating cycle without regeneration;
---	---	---
M′rij	=	mass emissions of pollutant (i), mass emissions of CO2 in g/km and fuel consumption in l/100 km over one type I operating cycle during regeneration (when n > 1, the first type I test is run cold, and subsequent cycles are hot);
---	---	---
Msi	=	mean mass emissions of pollutant (i) in mg/km or mean mass emissions of CO2 in g/km and fuel consumption in l/100 km over one part (i) of the operating cycle without regeneration;
---	---	---
Mri	=	mean mass emissions of pollutant (i) in mg/km or mean mass emissions of CO2 in g/km and fuel consumption in l/100 km over one part (i) of the operating cycle during regeneration;
---	---	---
Mpi	=	mean mass emissions of pollutant (i) in mg/km or mean mass emissions of CO2 in g/km and fuel consumption in l/100 km;
---	---	---
n	=	number of test points at which emissions measurements (type I operating cycles) are taken between two cycles where regenerative phases occur, ≥ 2;
---	---	---
d	=	number of operating cycles required for regeneration;
---	---	---
D	=	number of operating cycles between two cycles in which regenerative phases occur.

Figure Ap13-1

Example of measurement parameters. Parameters measured during emissions or fuel consumption test during and between cycles in which regeneration occurs (schematic example – the emissions during ‘D’ may increase or decrease)

Image omitted; see official source

• 3.3.1. Calculation of the regeneration factor K for each pollutant (i), carbon dioxide emission and fuel consumption (i) considered:

Equation Ap13-4:

Image omitted; see official source

Msi, Mpi and Ki results shall be recorded in the test report delivered by the technical service.

Ki may be determined following the completion of a single sequence.

• 3.4. Calculation of combined exhaust emissions, carbon dioxide emissions and fuel consumption of multiple periodic regenerating systems

Equation Ap13-5:

Image omitted; see official source

nk ≥ 2

Equation Ap13-6:

Image omitted; see official source

Equation Ap13-7:

Image omitted; see official source

Equation Ap13-8:

Image omitted; see official source

Equation Ap13-9:

Image omitted; see official source

Equation Ap13-10:

Image omitted; see official source

Equation Ap13-11:

Image omitted; see official source

where for each pollutant (i) considered:

M′sik	=	mass emissions of event k of pollutant (i) in mg/km, mass emissions of CO2 in g/km and fuel consumption in l/100 km over one type I operating cycle without regeneration;
---	---	---
Mrik	=	mass emissions of event k of pollutant (i) in mg/km, mass emissions of CO2 in g/km and fuel consumption in l/100 km over one type I operating cycle during regeneration (if d > 1, the first type I test is run cold, and subsequent cycles are hot);
---	---	---
M′sik,j	=	mass emissions of event k of pollutant (i) in mg/km, mass emissions of CO2 in g/km and fuel consumption in l/100 km over one type I operating cycle without regeneration measured at point j; 1 ≤ j ≤ n;
---	---	---
M′rik,j	=	mass emissions of event k of pollutant (i) in mg/km, mass emissions of CO2 in g/km and fuel consumption in l/100 km over one type I operating cycle during regeneration (when j > 1, the first type I test is run cold, and subsequent cycles are hot) measured at operating cycle j; 1 ≤ j ≤ d;
---	---	---
Msi	=	mass emission of all events k of pollutant (i) in mg/km, of CO2 in g/km and fuel consumption in l/100 km without regeneration;
---	---	---
Mri	=	mass emission of all events k of pollutant (i) in mg/km, of CO2 in g/km and fuel consumption in l/100 km during regeneration;
---	---	---
Mpi	=	mass emission of all events k of pollutant (i) in mg/km, of CO2 in g/km and fuel consumption in l/100 km;
---	---	---
nk	=	number of test points of event k at which emissions measurements (type I operating cycles) are taken between two cycles in which regenerative phases occur;
---	---	---
dk	=	number of operating cycles of event k required for regeneration;
---	---	---
Dk	=	number of operating cycles of event k between two cycles in which regenerative phases occur.

Figure Ap13-2

Parameters measured during emissions test during and between cycles in which regeneration occurs (schematic example)

Image omitted; see official source

Figure Ap13-3

Parameters measured during emissions test during and between cycles where regeneration occurs (schematic example)

Image omitted; see official source

For application of a simple and realistic case, the following description gives a detailed explanation of the schematic example shown in Figure Ap13-3:

• 1. ‘Particulate Filter’: regenerative, equidistant events, similar emissions (±15 percent) from event to event Equation Ap13-12: Dk = Dk+1 = D1 Equation Ap13-13: dk = dk+1 = d1 Equation Ap13-14: Image omitted; see official source nk = n