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

This operation determines that the chamber contains no materials that emit significant amounts of hydrocarbons. The check shall be carried out when the enclosure is brought into service, after any operations in it which may affect background emissions and at least once per year.

• 2.2.1. Calibrate the analyser (if required). The hydrocarbon analyser shall be set to zero and spanned immediately before the test.

• 2.2.2. Purge the enclosure until a stable hydrocarbon reading is obtained. The mixing fan is turned on, if not already on.

• 2.2.3. Seal the chamber and measure the background hydrocarbon concentration, temperature and barometric pressure. These are the initial readings CHCi. pi and Ti used in the enclosure background calculation.

- 2.2.4. The enclosure is allowed to stand undisturbed with the mixing fan on for four hours.

• 2.2.5. The hydrocarbon analyser shall be set to zero and spanned immediately before the end of the test.

• 2.2.6. At the end of this time, use the same analyser to measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings CHCf. Pf and Tf.

• 2.2.7. Calculate the change in mass of hydrocarbons in the enclosure over the time of the test in accordance with point 2.4. The background emission of the enclosure shall not exceed 0,4 g.

2.3.   Calibration and hydrocarbon retention test of the chamber

The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in point 2.1. and also measures any leak rate.

• 2.3.1. Purge the enclosure until a stable hydrocarbon concentration is reached. Turn on the mixing fan, if it is not already on. The hydrocarbon analyser shall be calibrated (if necessary) then set to zero and spanned immediately before the test.

• 2.3.2. Seal the enclosure and measure the background concentration, temperature and barometric pressure. These are the initial readings CHCi., pi and Ti used in the enclosure calibration.

• 2.3.3. Inject approximately 4 grams of propane into the enclosure. The mass of propane shall be measured to an accuracy of ± 2 % of the measured value.

- 2.3.4. Allow the contents of the chamber to mix for five minutes. The hydrocarbon analyser shall be set to zero and spanned immediately before the following test. Measure the hydrocarbon concentration, temperature and barometric pressure. These are the final readings CHCf, pf and Tf for the calibration of the enclosure.

• 2.3.5. Using the readings taken in accordance with points 2.3.2 and 2.3.4 and the formula in point 2.4, calculate the mass of propane in the enclosure. This shall be within ± 2 % of the mass of propane measured in accordance with point 2.3.3.

• 2.3.6. Allow the contents of the chamber to mix for a minimum of four hours. Then measure and record the final hydrocarbon concentration, temperature and barometric pressure. The hydrocarbon analyser shall be set to zero and spanned immediately before the end of the test.

• 2.3.7. Using the formula in 2.4, calculate the hydrocarbon mass from the readings taken in points 2.3.6 and 2.3.2. The mass may not differ by more than 4 % from the hydrocarbon mass calculated in accordance with point 2.3.5.

2.4.   Calculations

The calculation of net hydrocarbon mass change within the enclosure shall be used to determine the chamber’s hydrocarbon background and leak rate. Initial and final readings of hydrocarbon concentration, temperature and barometric pressure are used in the following formula to calculate the mass change:

Equation Ap3-5:

Image omitted; see official source

where:

MHC	=	mass of hydrocarbon in grams;
---	---	---
CHC	=	hydrocarbon concentration in the enclosure (ppm carbon (NB: Image omitted; see official source));
---	---	---
V	=	net enclosure volume in cubic metres as measured in accordance with point 2.1.1;
---	---	---
T	=	ambient temperature in the enclosure, K;
---	---	---
p	=	barometric pressure in kPa;

| | | |

| --- | --- | --- | | k | = | 17,6; |

where:

i is the initial reading;

f is the final reading.

3.1.   Detector response optimisation

The FID analyser shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used to optimise the response on the most common operating range.

3.2.   Calibration of the HC analyser

The analyser shall be calibrated using propane in air and purified synthetic air. A calibration curve shall be established as described in points 4.1 to 4.5.

3.3.   Oxygen interference check and recommended limits

The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.

The concentration of the test gas shall be such as to give a response of approximately 80 % of full scale deflection, for the operating range. The concentration shall be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be preconditioned for 24 hours at between 293,2 K and 303,2 K (20 °C and 30 °C).

Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals. The reference gas to be used is propane balanced with purified air which shall be taken to give a response factor of 1,00.

The test gas to be used for oxygen interference and the recommended response factor range are given the following response factor range for Propane and Nitrogen: 0,95 ≤ Rf ≤ 1,05.

Each of the normally used operating ranges are calibrated by the following procedure:

• 4.1. Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating range. The nominal concentration of the calibration gas with the highest concentrations shall be at least 80 % of the full scale.

- 4.2. Calculate the calibration curve by the method of least squares. If the resulting polynomial degree is greater than 3, then the number of calibration points shall be at least the number of the polynomial degree plus 2.

- 4.3. The calibration curve shall not differ by more than 2 % from the nominal value of each calibration gas.

• 4.4. Using the coefficients of the polynomial derived from point 4.2, a table of indicated reading against true concentration shall be drawn up in steps of no greater than 1 % of full scale. This is to be carried out for each analyser range calibrated. The table shall also contain all of the following:
• (a) date of calibration;
• (b) span and zero potentiometer readings (where applicable), nominal scale;
• (c) reference data of each calibration gas used;
• (d) the actual and indicated value of each calibration gas used together with the percentage differences.

- 4.5. Alternative technology (e.g. computer, electronically controlled range switch) may be used if it can be shown to the satisfaction of the approval authority that it can ensure equivalent accuracy.

ANNEX VI

Test type V requirements: durability of pollution-control devices

| Appendix Number | Appendix title |

| --- | --- | | 1 | The Standard Road Cycle for L-Category Vehicles (SRC-LeCV) | | 2 | The USA EPA Approved Mileage Accumulation durability cycle | | 3 | Bench ageing durability test | | 4 | Standard bench cycle (SBC) |

• 0.1.This Annex describes the procedures for type V testing to verify the durability of pollution-control devices of L-category vehicles in accordance with Article 23(3) of Regulation (EU) No 168/2013.

• 0.2.The type V test procedure includes mileage accumulation procedures to age the test vehicles in a defined and repeatable way and also includes the frequency of applied type I emission verification test procedures conducted before, during and after the mileage accumulation of the test vehicles.

1. General requirements

- 1.1.The test vehicles’ powertrain and pollution-control device type fitted on the test vehicles shall be documented and listed by the manufacturer. The list shall include at a minimum such items as the specifications of the propulsion type and its powertrain, where applicable, the exhaust oxygen sensor(s), catalytic converter(s) type, particulate filter(s) or other pollution-control devices, intake and exhaust systems and any peripheral device(s) that may have an impact on the environmental performance of the approved vehicle. This documentation shall be added to the test report.

• 1.2.The manufacturer shall provide evidence of the possible impacts on type V test results of any modification to the emission abatement system configuration, the pollution-control device type specifications or other peripheral device(s) interacting with the pollution-control devices, in production of the vehicle type after environmental performance type-approval. The manufacturer shall provide the approval authority with this documentation and evidence upon request in order to prove that the durability performance of the vehicle type with regard to environmental performance will not be negatively affected by any change in vehicle production, retrospective changes in the vehicle configuration, changes in the specifications of any pollution-control device type, or changes in peripheral devices fitted on the approved vehicle type.

• 1.3.Category L4e motorcycles with side-car shall be exempted from type V durability testing if the manufacturer can provide the evidence and documentation referred to in this Annex for the L3e two-wheel motorcycle on which the assembly of the L4e vehicle was based. In all other cases, the requirements of this Annex shall apply to category L4e motorcycles with side-car.

2.1   Test vehicle requirements

• 2.1.1. The test vehicles used for type V durability testing and in particular the pollution-control and peripheral devices that are relevant for the emission abatement system shall be representative of the vehicle type with regard to environmental performance produced in series and placed on the market.

• 2.1.2. The test vehicles shall be in good mechanical order at the start of mileage accumulation and it shall not have more than 100 km accumulated after it was first started at the end of the production line. The propulsion and pollution-control devices shall not have been used since its manufacture, with the exception of quality control tests and accumulation of the first 100 km.

• 2.1.3. Regardless of the durability test procedure selected by the manufacturer, all pollution-control devices and systems, both including hardware, powertrain software and powertrain calibration, fitted on the test vehicles shall be installed and operating for the entire mileage accumulation period.

• 2.1.4. The pollution-control devices on the test vehicles shall be permanently marked under surveillance of the technical service before the start of mileage accumulation and be listed together with the vehicle identification number, powertrain software and powertrain calibration sets. The manufacturer shall make that list available at the request of the approval authority.

• 2.1.5. Maintenance, adjustments and the use of the controls of the test vehicles shall be as recommended by the manufacturer in the appropriate repair and maintenance information and in the user manual.

• 2.1.6. The durability test shall be conducted with a suitable commercially available fuel at the discretion of the manufacturer. If the test vehicles is/are equipped with a two-stroke engine, lubricating oil shall be used in the proportion and of the grade recommended by the manufacturer in the user manual.

• 2.1.7. The test vehicles’ cooling system shall enable the vehicle to operate at temperatures similar to those obtained during normal road use conditions (oil, coolant, exhaust system, etc.).

• 2.1.8. If the durability test is completed on a test track or road, the reference mass of the test vehicle shall be at least equal to that used for type I emission tests conducted on a chassis dynamometer.

• 2.1.9. If approved by the technical service and to the satisfaction of the approval authority, the type V test procedure may be carried out using a test vehicle of which the body style, gear box (automatic or manual) and wheel or tyre size differ from those of the vehicle type for which the environmental performance type-approval is sought.

• 2.2. In the type V test procedure, mileage shall be accumulated by driving the test vehicles either on a test track, on the road or on a chassis dynamometer. The test track or test road shall be selected at the discretion of the manufacturer.

2.2.1.   Chassis dynamometer used for mileage accumulation

• 2.2.1.1.Chassis dynamometers used to accumulate test type V durability mileage shall enable the durability mileage accumulation cycle in Appendix 1 or 2, as applicable, to be carried out.

• 2.2.1.2.In particular, the dynamometer shall be equipped with systems simulating the same inertia and resistance to progress as those used in the type I emission laboratory test in Annex II. Emission analysis equipment is not required for mileage accumulation. The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer referred to in Annex II, used to accumulate mileage with the test vehicles.

• 2.2.1.3.The test vehicles may be moved to a different bench in order to conduct type I emission verification tests. The mileage accumulated in the type I emission verification tests may be added to the total accumulated mileage.

• 2.3. The type I emission verification tests before, during and after durability mileage accumulation shall be conducted according to the test procedures for emissions after cold start set out in Annex II. All type I emission verification test results shall be listed and made available to the technical service and to the approval authority upon request. The results of type I emission verification tests at the start and the finish of durability mileage accumulation shall be included in the test report. At least the first and last type I emission verification tests shall be conducted or witnessed by the technical service and reported to the approval authority. The test report shall confirm and state whether the technical service conducted or witnessed the type I emission verification testing.

• 2.4. Type V test requirements for an L-category vehicle equipped with a hybrid propulsion

2.4.1.   For OVC vehicles:

The electrical energy/power storage device may be charged twice a day during mileage accumulation.

For OVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned (normal mode).

During the mileage accumulation, a change to another hybrid mode is allowed if necessary in order to continue the mileage accumulation, after agreement of the technical service and to the satisfaction of the approval authority. This hybrid mode change shall be recorded in the test report.

Pollutant emissions shall be measured under the same conditions as specified by Condition B of the type I test (points 3.1.3. and 3.2.3.).

2.4.2.   For NOVC vehicles:

For NOVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned on (normal mode).

Pollutant emissions shall be measured in the same conditions as in the type I test.

The specifications of the three durability test procedures set out in Article 23(3) of Regulation (EU) No 168/2013 are as follows:

3.1.   Actual durability testing with full mileage accumulation

The durability test procedure with full mileage accumulation to age the test vehicles shall refer to Article 23(3)(a) of Regulation (EU) No 168/2013. Full mileage accumulation shall mean full completion of the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013. by repeating the driving manoeuvres laid down in Appendix 1 or, if applicable in Appendix 2.

• 3.1.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A or B of Annex VI to Regulation (EU) No 168/2013, of the aged test vehicles are not exceeded when starting mileage accumulation, during the accumulation phase and after full mileage accumulation has been finalised.

- 3.1.2. Multiple type I emission tests shall be conducted during the full distance accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1).

Figure 5-1

Test type V — durability test procedure with full distance accumulation

Image omitted; see official source

3.2.   Actual durability testing with partial mileage accumulation

The durability test procedure for L-category vehicles with partial mileage accumulation shall refer to Article 23(3)(b) of Regulation (EU) No 168/2013. Partial mileage accumulation shall involve completion of a minimum of 50 % of the test distance specified in Part A of Annex VII to Regulation (EU) No 168/2013 and compliance with the stop criteria in point 3.2.3.

• 3.2.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013, of the tested aged vehicles are not exceeded at the start of mileage accumulation, during the accumulation phase and after the partial accumulation.

• 3.2.2. Multiple type I emission tests shall be conducted during the partial distance accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2).

Figure 5-2

Test type V — accelerated durability test procedure with partial distance accumulation

Image omitted; see official source

• 3.2.3. Stop criteria for the durability test procedure with partial mileage accumulation

Partial mileage accumulation may stop if the following criteria are met:

• 3.2.3.1. if a minimum of 50 % of the applicable test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 has been accumulated; and

• 3.2.3.2. if all the type I emission verification test results are below the emission limits laid down in Part A of Annex VI to Regulation (EU) No 168/2013 at all times during the partial mileage accumulation phase; or

• 3.2.3.3. if the manufacturer cannot prove that the stop criteria in points 3.2.3.1. and 3.2.3.2. are met, the mileage accumulation shall continue to the point where those criteria are met or to the fully accumulated mileage set out in Part A of Annex VII to Regulation (EU) No 168/2013.

• 3.2.4. Data processing and reporting for the durability test procedure with partial mileage accumulation

• 3.2.4.1.The manufacturer shall use the arithmetic mean of the type I emission test results at each test interval, with a minimum of two emission tests per test interval. All arithmetic mean type I emissions test results shall be plotted per THC, CO, NOx, and if applicable NMHC and PM, emission constituent, against accumulation distance rounded to the nearest kilometre.

• 3.2.4.2.The best fit linear line (trend line:

Image omitted; see official source ) shall be fitted and drawn through all these data points based on the method of least squares. This best-fit straight trend line shall be extrapolated over the full durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013. At the request of the manufacturer, the trend line may start as of 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013, in order to take into account possible run-in effects of the pollution-control devices.

- 3.2.4.3.A minimum of four calculated arithmetic mean data points shall be used to draw each trend line, with the first at, or before, 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013 and the last one at the end of mileage accumulation; at least two other data points shall be equally spaced between the first and final type I test measurement distances.

• 3.2.4.4.The applicable emission limits set out in Part A of Annex VI to Regulation (EU) No 168/2013 shall be plotted in the graphs per emission constituent laid down in points 3.2.4.2. and 3.2.4.3. The plotted trend line shall not exceed these applicable emission limits at any mileage data point. The graph per THC, CO, NOx, and if applicable NMHC and PM, emission constituent plotted against accumulation distance shall be added to the test report. The list with all the type I emission test results used to establish the best-fit straight trend line shall be made available to the technical service upon request.

• Figure A5-3

Theoretical example of the plotted type I total hydrocarbon (THC) emission test results, the plotted type I THC Euro 4 test limit (170 mg/km) and the best-fit straight trend line of a Euro 4 motorcycle (L3e with vmax > 130 km/h ), all versus accumulated mileage Image omitted; see official source

- 3.2.4.5.Trend line parameters a, x and b of the best-fit straight lines and the calculated pollutant value at the end mileage according to the vehicle category shall be stated in the test report. The graph for all emission constituents shall be plotted in the test report. In the test report it shall also be stated which measurements were taken or witnessed by the technical service and which by the manufacturer.

3.3.   The mathematical durability procedure

L-category vehicles using the mathematical durability procedure shall refer to point 3(c) of Article 23 of Regulation (EU) No 168/2013.

• 3.3.1. The emission results of the vehicle that has accumulated more than the distance prescribed in Article 23(3)(c) of Regulation (EU) No 168/2013 after it was first started at the end of the production line, the applied deterioration factors set out in Part B of Annex VII to Regulation (EU) No 168/2013, and the product of the multiplication of both and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report.

3.4.   Durability mileage accumulation cycles

One of the following two durability mileage accumulation test cycles shall be conducted to age the test vehicles until the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 is fully completed according to the full mileage accumulation test procedure set out in point 3.1. or partially completed according to the partial mileage accumulation test procedure in point 3.2.:

3.4.1.   The Standard Road Cycle (SRC-LeCV) for L-category vehicles

The Standard Road Cycle (SRC-LeCV) custom tailored for L-category vehicles is the principle durability type V test cycle composed of a set of four mileage accumulation durability cycles. One of these durability mileage accumulation cycles shall be used to accumulate mileage by the test vehicles according to the technical details laid down in Appendix 1.

3.4.2.   The USA EPA Approved Mileage Accumulation cycle

At the choice of the manufacturer, the approved mileage accumulation (AMA) durability cycle may be conducted as alternative type V mileage accumulation cycle. The AMA durability cycle shall be conducted in accordance with the technical details laid down in Appendix 2.

• 3.4.3. The AMA durability cycle is phased out for vehicles of class III referred to in Table AP2-1 in Appendix 2 but may be used in a transitional period up to 31 December 2024.

3.5.   Test type V durability verification testing using ‘golden’ pollution-control devices

• 3.5.1. The pollution-control devices may be removed from the test vehicles after:

• 3.5.1.2. full mileage accumulation according to the test procedure in point 3.1. is completed, or

• 3.5.1.3. partial mileage accumulation according to the test procedure in point 3.2. is completed.

- 3.5.2. At the choice of the manufacturer, ‘golden’ pollution-control devices may repeatedly be used for durability performance verification and approval demonstration testing on the same vehicle type with regard to the environmental performance by fitting them on (a) representative parent vehicles representing the propulsion family set out in Annex XI, later on in vehicle development.

• 3.5.3. The ‘golden’ pollution-control devices shall be permanently marked and the marking number, the associated type I test results and the specifications shall be made available to the approval authority upon request.

• 3.5.4. In addition, the manufacturer shall mark and store new, non-aged pollution-control devices with the same specifications as those of the ‘golden’ pollution-control devices and, in the event of a request under point 3.5.5., make these available also to the approval authority, as a reference base.

• 3.5.5. The approval authority and technical service shall be given access at any time during or after the environmental performance type-approval process both to the ‘golden’ pollution-control devices and ‘new, non-aged’ pollution-control devices. The approval authority or technical service may request and witness a verification test by the manufacturer or may have the ‘new, non-aged’ and ‘golden’ pollution-control devices tested by an independent test laboratory in a non-destructive way.

3.6.   Bench ageing durability test.

• 3.6.1. As an alternative to points 3.1. or 3.2., the manufacturer may request to use the bench ageing procedure laid down in Appendix 3. The bench ageing durability test, as laid down in Appendix 3, shall determine the emissions of an aged vehicle by means of ageing the vehicle catalyst with the standard bench cycle (SBC) to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the assigned test distance test laid down in Part A of Annex VII to Regulation (EU) No 168/2013.

• 3.6.2. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line and the deterioration factors as determined using the procedure as set out in Appendix 3 shall not exceed the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line, the deterioration factors as determined using the procedure as set out in Appendix 3 to this Annex, the total emissions (calculated with the multiplication or additive equations), and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report.

• 3.7. At the request of the manufacturer, an additive exhaust emission deterioration factor (D.E.F.) may be calculated and used for the procedure set out in points 3.1. and 3.2. The deterioration factor shall be calculated for each pollutant as follows:

D. E. F.= Mi2 – Mi1

Where:

| | | |

| --- | --- | --- | | Mi1 | = | mass emission of the pollutant i in g/km after the type 1 test of a vehicle in accordance with the procedure set out in points 3.1. and 3.2. | | | | | | --- | --- | --- | | Mi2 | = | mass emission of the pollutant i in g/km after the type test 1 of an aged vehicle in accordance with the procedure set out in points 3.1. and 3.2. |

Appendix 1

The Standard Road Cycle for L-Category Vehicles (SRC-LeCV)

1. Introduction

• 1.1.The Standard Road Cycle for L-Category Vehicles (SRC-LeCV) is a representative kilometre accumulation cycle to age L-category vehicles and in particular their pollution-control devices in a defined, repeatable and representative way. The test vehicles may run the SRC-LeCV on the road, on a test track or on a kilometre accumulation chassis dynamometer.

• 1.2.The SRC-LeCV shall consist of five laps of a 6 km course. The length of the lap may be changed to accommodate the length of the kilometre accumulation test track or test road. The SRC-LeCV shall include four different vehicle speed profiles.

• 1.3.The manufacturer may request to be allowed alternatively to perform the next higher numbered test cycle, with the agreement of the approval authority, if it considers that this better represents the real-world use of the vehicle.

• 2.1. If the SRC-LeCV is performed on a kilometre accumulation chassis dynamometer:

• 2.1.1. the chassis dynamometer shall be equipped with systems equivalent to those used in the type I emission laboratory test set out in Annex II to Regulation (EU) No 168/2013, simulating the same inertia and resistance to progress. Emission analysis equipment shall not be required for mileage accumulation. The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer used to accumulate mileage with the test vehicles set out in Annex II to Regulation (EU) No 168/2013;

• 2.1.2. the test vehicles may be moved to a different chassis dynamometer in order to conduct type I emission verification tests. This dynamometer shall enable the SRC-LeCV to be carried out;

• 2.1.3. the chassis dynamometer shall be configured to give an indication after each quarter of the 6 km course has been passed that the test driver or robot driver shall proceed with the next set of actions;

• 2.1.4. a timer displaying seconds shall be made available for execution of the idling periods;

• 2.1.5. the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference.

• 2.2. If the SRC-LeCV is not performed on a kilometre accumulation chassis dynamometer:

• 2.2.1. the test track or test road shall be selected at the discretion of the manufacturer to the satisfaction of the approval authority;

• 2.2.2. the track or road selected shall be shaped so as not to significantly hinder the proper execution of the test instructions;

• 2.2.3. the route used shall form a loop to allow continuous execution;

• 2.2.4. track lengths which are multiples, half or quarter of this length shall be permitted. The length of the lap may be changed to accommodate the length of the mileage accumulation track or road;

• 2.2.5. four points shall be marked, or landmarks identified, on the track or road which equate to quarter intervals of the lap;

• 2.2.6. the distance accumulated shall be calculated from the number of cycles required to complete the test distance. This calculation shall take into account the length of the road or track and chosen lap length. Alternatively, an electronic means of accurately measuring the actual distance travelled may be used. The odometer of the vehicle shall not be used.

• 2.2.7. Examples of test track configurations:

Figure Ap1-1

Simplified graphic of possible test track configurations

Image omitted; see official source

• 2.3. The total distance travelled shall be the applicable durability mileage set out in Part A of Annex VII to Regulation (EU) No 168/2013, plus one complete SRC-LeCV sub-cycle (30 km).

• 2.4. No stopping is permitted mid-cycle. Any stops for type I emission tests, maintenance, soak periods, refuelling, etc. shall be performed at the end of one complete SRC-LeCV sub-cycle, i.e. the culmination of step 47 in Table Ap1-4. If the vehicle travels to the testing area under its own power, only moderate acceleration and deceleration shall be used and the vehicle shall not be operated at full throttle.

• 2.5. The four cycles shall be selected on the basis of the maximum design vehicle speed of the L-category vehicle and the engine capacity or, in the case of pure electric or hybrid propulsions, the maximum design speed of the vehicle and the net power.

• 2.6. Vehicle classification for the type V test

• 2.6.1.For the purpose of accumulating distance in the SRC-LeCV, the L-vehicle categories shall be grouped in accordance with Table Ap1-1.

Table Ap1-1

L-vehicle category groups for SRC-LeCV

SRC Cycle classification	WTMC classification
1	Class 1
2	Class 2-1
2	Class 2-2
3	Class 3-1
4	Class 3-2

• 2.6.2.The application of the vehicle classification criteria in Table Ap1-1 shall be performed by applying the following classification criteria hierarchy:

• (1) Maximum design vehicle speed (km/h);

• (2) maximum net or continuous rated power (kW).

• 2.6.3.If

• (a) the acceleration capability of the L-category vehicle is not sufficient to carry out the acceleration phases within the prescribed distances; or

• (b) the prescribed maximum vehicle speed in the individual cycles cannot be achieved owing to a lack of propulsion power; or

• (c) the maximum design vehicle speed is restricted to a vehicle speed lower than the prescribed SRC-LeCV vehicle speed

• the vehicle shall be driven with the accelerator device fully open until the vehicle speed prescribed for the test cycle is reached or until the limited maximum design vehicle speed is reached. Subsequently the test cycle shall be carried out as prescribed for the vehicle category. Significant or frequent deviations from the prescribed vehicle speed tolerance band and the associated justification shall be reported to the approval authority and be included in the type V test report.

• 2.7. SRC-LeCV general driving instructions

2.7.1.   Idle instructions

• 2.7.1.1.If not already stopped, the vehicle shall decelerate to a full stop and the gear shifted to neutral. The throttle shall be fully released and ignition shall remain on. If a vehicle is equipped with a stop-start system or, in the case of a hybrid electric vehicle, the combustion engine switches off when the vehicle is stationary; it shall be ensured that the combustion engine continues to idle.

• 2.7.1.2.The vehicle shall not be prepared for the following action in the test cycle until the full required idle duration has passed.

• 2.7.2. Acceleration instructions:

• 2.7.2.1. accelerate to the target vehicle speed using the following sub-action methodologies: 2.7.2.1.1. moderate : normal medium part-load acceleration, up to approximately half throttle. 2.7.2.1.2. hard : high part-load acceleration up to full throttle.

• 2.7.2.2. if moderate acceleration is no longer able to provide a noticeable increase in actual vehicle speed to reach a target vehicle speed, then hard acceleration shall be used and ultimately full throttle.

• 2.7.3. Deceleration instructions:

• 2.7.3.1. decelerate from either the previous action or from the maximum vehicle speed attained in the previous action, whichever is lower.

• 2.7.3.2. if the next action sets the target vehicle speed at 0 km/h, the vehicle shall be stopped before proceeding.

• 2.7.3.3. moderate deceleration: normal let-off of the throttle; brakes, gears and clutch may be used as required.

• 2.7.3.4. coast-through deceleration: full let-off of the throttle, clutch engaged and in gear, no foot/hand control actuated, no brakes applied. If the target speed is 0 km/h (idle) and if the actual vehicle speed is ≤ 5 km/h, the clutch may be disengaged, the gear shifted to neutral and the brakes used in order to prevent engine stall and to entirely stop the vehicle. An upshift is not allowed during a coast-through deceleration. The rider may downshift to increase the braking effect of the engine. During gear changes, extra care shall be afforded to ensure that the gear change is performed promptly, with minimum (i.e. < 2 seconds) coasting in neutral gear, clutch and partial clutch use. The vehicle manufacturer may request to extend this time with the agreement of the approval authority if absolutely necessary.

• 2.7.3.5. coast-down deceleration: deceleration shall be initiated by de-clutching (i.e. separating the drive from the wheels) without the use of brakes until the target vehicle speed is reached.

• 2.7.4. Cruise instruction:

• 2.7.4.1. if the following action is ‘cruise’, the vehicle may be accelerated to attain the target vehicle speed.

• 2.7.4.2. the throttle shall continue to be operated as required to attain and remain at the target cruising vehicle speed.

• 2.7.5. A driving instruction shall be performed in its entirety. Additional idling time, acceleration to above, and deceleration to below, the target vehicle speed is permitted in order to ensure that actions are performed fully.

• 2.7.6. Gear changes should be carried out according to the guidance laid down in point 4.5.5. of Annex II. Alternatively, guidance provided by the manufacturer to the consumer may be used if approved by the approval authority.

• 2.7.7. Where the test vehicle cannot reach the target vehicle speeds set out in the applicable SRC-LeCV, it shall be operated at wide open throttle and using other available options to attain maximum design speed.

• 2.8. SRC-LeCV test steps

The SRC-LeCV test shall consist of the following steps:

• 2.8.1. the maximum design speed of the vehicle and either the engine capacity or net power, as applicable, shall be obtained;

• 2.8.2. the required SRC-LeCV shall be selected from Table Ap1-1 and the required target vehicle speeds and detailed driving instructions from Table Ap1-3.

• 2.8.3. the column ‘decelerate by’ shall indicate the delta vehicle speed to be subtracted either from the previously attained target vehicle speed or from the maximum design vehicle speed, whichever is lower. Example lap 1: vehicle No 1: L1e-B low-speed moped with maximum design vehicle speed of 25 km/h, subject to SRC-LeCV No 1 vehicle No 2: L1e-B high-speed moped with maximum design vehicle speed of 45 km/h, subject to SRC-LeCV No 1 Table Ap1-2 Example L1e-B low-speed moped and L1e-B high-speed moped, actual vs. target vehicle speeds Lap Sub-lap Action Time (s) To/at (Target vehicle speed in km/h) By (Delta vehicle speed in km/h) Vehicle No 1 (Actual vehicle speed in km/h) Vehicle No 2 (Actual vehicle speed in km/h) 1 1st 1/4 Stop & Idle 10 Accelerate

35

25 35 Cruise

35

25 35 2nd 1/4 Decelerate

15 10 20 Accelerate

35

25 35 Cruise

35

25 35 3rd 1/4 Decelerate

15 10 20 Accelerate

45

25 45 Cruise

45

25 45 4th 1/4 Decelerate

20 5 25 Accelerate

45

25 45 Cruise

45

25 45

• 2.8.4. A table of target vehicle speeds shall be prepared indicating the nominal target vehicle speeds set out in Tables Ap1-3 and Ap-4 and the attainable target vehicle speeds of the vehicle in a format preferred by the manufacturer to the satisfaction of the approval authority.

• 2.8.5. In accordance with point 2.2.5., quarter divisions of the lap length shall be marked or identified on the test track or road, or a system shall be used to indicate the distance being passed on the chassis dynamometer.

• 2.8.6. After each sub-lap is passed, the required list of actions of Tables Ap1-3 and Ap-4 shall be performed in order and in accordance with point 2.7 regarding the general driving instructions to or at the next target vehicle speed.

• 2.8.7. The maximum attained vehicle speed may deviate from the maximum design vehicle speed depending on the type of acceleration required and track conditions. Therefore, during the test the actual attained vehicle speeds shall be monitored to see if the target vehicle speeds are being met as required. Special attention shall be paid to peak vehicle speeds and cruise vehicle speeds close to the maximum design vehicle speed and the subsequent vehicle speed differences in the decelerations.

• 2.8.8. Where a significant deviation is consistently found when performing multiple sub-cycles, the target vehicle speeds shall be adjusted in the table in point 2.8.4. The adjustment needs to be made only when starting a sub-cycle and not in real time.

• 2.9. SRC-LeCV detailed test cycle description

2.9.1.   Graphical overview of the SRC-LeCV

Figure Ap1-2

SRC-LeCV, example distance accumulation characteristics for all four cycles

Image omitted; see official source

2.9.2.   SRC-LeCV detailed cycle instructions

Table Ap1-3

Actions and sub-actions for each cycle and sub-cycle, lap 1, 2 and 3

Cycle:	Cycle:	Cycle:	Cycle:	Cycle:	1	1	2	2	3	3	4	4
Lap	Sub-lap	Action	Sub-action	Time (s)	To/at	By	To/at	By	To/at	By	To/at	By
1	1st 1/4				(km/h)	(km/h)	(km/h)	(km/h)	(km/h)	(km/h)	(km/h)	(km/h)
		Stop & Idle		10
		Accelerate	Hard		35		50		55		90
		Cruise			35		50		55		90
	2nd 1/4
		Decelerate	Moderate			15		15		15		15
		Accelerate	Moderate		35		50		55		90
		Cruise			35		50		55		90
	3rd 1/4
		Decelerate	Moderate			15		15		15		15
		Accelerate	Moderate		45		60		75		100
		Cruise			45		60		75		100
	4th 1/4
		Decelerate	Moderate			20		10		15		20
		Accelerate	Moderate		45		60		75		100
		Cruise			45		60		75		100
2	1st 1/2
		Decelerate	Coast-through		0		0		0		0
		Stop & Idle		10
		Accelerate	Hard		50		100		100		130
		Decelerate	Coast-down			10		20		10		15
		Optional acceleration	Hard		40		80		90		115
		Cruise			40		80		90		115
	2nd 1/2
		Decelerate	Moderate			15		20		25		35
		Accelerate	Moderate		50		75		80		105
		Cruise			50		75		80		105
3	1st 1/2
		Decelerate	Moderate			25		15		15		25
		Accelerate	Moderate		50		90		95		120
		Cruise			50		90		95		120
	2nd 1/2
		Decelerate	Moderate			25		10		30		40
		Accelerate	Moderate		45		70		90		115
		Cruise			45		70		90		115

Table Ap1-4

Actions and sub-actions for each cycle and sub-cycle, lap 4 and 5

Cycle:	Cycle:	Cycle:	Cycle:	Cycle:	1	1	2	2	3	3	4	4
Lap	Sub-lap	Action	Sub-action	Time (s)	To/at	By	To/at	By	To/at	By	To/at	By
4	1st 1/2				(km/h)	(km/h)	(km/h)	(km/h)	(km/h)	(km/h)	(km/h)	(km/h)
		Decelerate	Moderate			20		20		25		35
		Accelerate	Moderate		45		70		90		115
		Decelerate	Coast-down			20		15		15		15
		Optional acceleration	Moderate		35		55		75		100
		Cruise			35		55		75		100
	2nd 1/2
		Decelerate	Moderate			10		10		10		20
		Accelerate	Moderate		45		65		80		105
		Cruise			45		65		80		105
5	1st 1/4				(km/h)
		Decelerate	Coast-through		0		0		0		0
		Stop & Idle		45
		Accelerate	Hard		30		55		70		90
		Cruise			30		55		70		90
	2nd 1/4
		Decelerate	Moderate			15		15		20		25
		Accelerate	Moderate		30		55		70		90
		Cruise			30		55		70		90
	3rd 1/4
		Decelerate	Moderate			20		25		20		25
		Accelerate	Moderate		20		45		65		80
		Cruise			20		45		65		80
	4th 1/4
		Decelerate	Moderate			10		15		15		15
		Accelerate	Moderate		20		45		65		80
		Cruise			20		45		65		80
		Decelerate	Coast-through		0		0		0		0

2.9.3.   Soak procedures in the SRC-LeCV

The SRC-LeCV soak procedure shall consist of the following steps:

• 2.9.3.1. a full SRC-LeCV sub-cycle (approximately 30 km) shall be completed;

• 2.9.3.2. a test type I emission test may be performed if deemed necessary for statistical relevance;

• 2.9.3.3. any required maintenance shall be undertaken and the test vehicle may be refuelled;

• 2.9.3.4. the test vehicle shall be set to idle with the combustion engine running for a minimum of one hour with no user input;

• 2.9.3.5. the propulsion of the test vehicle shall be turned off;

• 2.9.3.6. the test vehicle shall be cooled down and soaked under ambient conditions for a minimum of six hours (or four hours with a fan and lubrication oil at ambient temperature);

• 2.9.3.7. the vehicle may be refuelled and mileage accumulation shall be resumed as required at lap 1, sub-lap 1 of the SRC-LeCV sub-cycle in Table Ap1-3.

• 2.9.3.8. the SRC-LeCV soak procedure shall not replace the regular soak time for type I emission tests laid down in Annex II. The SRC-LeCV soak procedure may be coordinated so as to be performed after each maintenance interval or after each emission laboratory test.

• 2.9.3.9 Test type V soak procedure for actual durability testing with full mileage accumulation
• 2.9.3.9.1. During the full mileage accumulation phase set out in point 3.1 of Annex VI, the test vehicles shall undergo a minimum number of soak procedures set out in Table Ap1-3. These procedures shall be evenly distributed over the accumulated mileage.
• 2.9.3.9.2. The number of soak procedures to be conducted during the full mileage accumulation phase shall be determined according to the following table: Table Ap1-3 Number of soak procedures depending on the SRC-LeCV in Table Ap1-1 SRC-LeCV, cycle No Minimum number of test type V soak procedures 1 & 2 3 3 4 4 6

• 2.9.3.10. Test type V soak procedure for actual durability testing with partial mileage accumulation During the partial mileage accumulation phase set out in point 3.2 of Annex VI, the test vehicles shall undergo four soak procedures as set out in point 3.1. These procedures shall be evenly distributed over the accumulated mileage.

Appendix 2

The USA EPA Approved Mileage Accumulation durability cycle (AMA)

1. Introduction

• 1.1.The approved mileage accumulation (AMA) durability cycle by the Environmental Protection Agency (EPA) of the United States of America (USA) is a mileage accumulation cycle used to age test vehicles and their pollution-control devices in a way that is repeatable but significantly less representative for the EU fleet and traffic situation than the SRC-LeCV. The AMA durability cycle is phased out for vehicles of class III referred to in table Ap2-1 in this Appendix, however at the request of the manufacturer the cycles may be used in a transitional period up to 31 December 2024. The L-category test vehicles may run the test cycle on the road, on a test track or on a kilometre accumulation chassis dynamometer.

• 1.2.The AMA test cycle shall be completed by repeating the AMA sub-cycle in point 2 until the applicable durability mileage in Part A of Annex VII to Regulation (EU) No 168/2013 has been accumulated.

- 1.3.The AMA test cycle shall be composed of 11 sub-sub-cycles covering six kilometres each.

• 2.1.For the purpose of accumulating mileage in the AMA durability cycle, the L-category vehicles shall be grouped as follows:

Table Ap2-1

Grouping of L-category vehicles for the purpose of the AMA durability test

L-category vehicle class	Engine capacity (cm3)	Vmax (Km/h)
I	< 150	Not applicable
II	≥ 150	< 130
III	≥ 150	≥ 130

• 2.2.If the AMA test cycle is performed on a kilometre accumulation chassis dynamometer, the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference.

• 2.3.One AMA test sub-cycle shall be performed as follows:

• 2.5.1. Figure Ap2-1

Driving schedule AMA test sub-sub-cycle Image omitted; see official source

• 2.5.2. The AMA test cycle consisting of 11 sub-sub-cycles shall be driven at the following sub-sub-cycle vehicle speeds: Table Ap2-2 Maximum vehicle speed in one AMA sub-cycle Sub-sub-cycle No Class I vehicle (km/h) Class II vehicle (km/h) Class III vehicle Option I (km/h) Class III vehicle Option II (km/h) 1 65 65 65 65 2 45 45 65 45 3 65 65 55 65 4 65 65 45 65 5 55 55 55 55 6 45 45 55 45 7 55 55 70 55 8 70 70 55 70 9 55 55 46 55 10 70 90 90 90 11 70 90 110 110

• 2.5.3. Manufacturers may select one of two cycle vehicle speed options for class III L-category vehicles, completing the entire procedure on their selected option.

• 2.5.4. During the first nine AMA sub-sub-cycles, the test vehicle is stopped four times with the engine idling each time for 15 seconds.

• 2.5.5. The AMA sub-cycle shall consist of five decelerations in each sub-sub-cycle, dropping from cycle speed to 30 km/h. The test vehicle shall then gradually be accelerated again until the cycle speed shown in Table Ap2-2 is attained.

• 2.5.6. The 10th sub-sub-cycle shall be carried out at a steady speed according to the L-category vehicle class as referred in Table Ap2-1.

• 2.5.7. The 11th sub-sub-cycle shall begin with a maximum acceleration from stop point up to lap speed. At halfway, the brakes are applied normally until the test vehicle comes to a stop. This shall be followed by an idle period of 15 seconds and a second maximum acceleration. This completes one AMA sub-cycle.

• 2.5.8. The schedule shall then be restarted from the beginning of the AMA sub-cycle.

• 2.5.9. At the manufacturer’s request, and with the agreement of the approval authority, an L-category vehicle type may be placed in a higher class provided it is capable of complying with all aspects of the procedure for the higher class.

• 2.5.10. At the manufacturer’s request, and with the agreement of the approval authority, should the L-category vehicle be unable to attain the specified cycle speeds for that class, the L-category vehicle type shall be placed in a lower class. If the vehicle is unable to achieve the cycle speeds required for this lower class, it shall attain the highest possible speed during the test and full throttle shall be applied if necessary to attain that vehicle speed.

Appendix 3

Bench ageing durability test

• 1.1 The vehicle tested according the procedure laid down in this appendix has driven more than 100 accumulated kilometres after it was first started at the end of the production line.

• 1.2. The fuel used during the test shall be the one of the specified fuels in Appendix 2 of Annex II.

• 2.1. The following bench ageing procedure shall be applicable for positive-ignition vehicles including hybrid vehicles which use a catalyst as the principle after-treatment emission control device.

The bench ageing procedure requires the installation of the catalyst-plus-oxygen sensor system on a catalyst ageing bench.

Ageing on the bench shall be conducted by following the standard bench cycle (SBC) for the period of time calculated from the bench ageing time (BAT) equation. The BAT equation requires, as input, catalyst time-at-temperature data measured during the Standard Road Cycle (SRC-LeCV) described in Appendix 1. As an alternative, if applicable, the catalyst time-at-temperature data measured during the AMA durability cycle, as described in Appendix 2, may be used.

• 2.2. Standard bench cycle (SBC). Standard catalyst bench ageing shall be conducted following the SBC. The SBC shall be run for the period of time calculated from the BAT equation. The SBC is described in Appendix 4.

• 2.3. Catalyst time-at-temperature data. Catalyst temperature shall be measured during at least two full cycles of the SRC-LeCV cycle as described in Appendix 1, or if applicable at least two full cycles of AMA as described in Appendix 2.

Catalyst temperature shall be measured at the highest temperature location in the hottest catalyst on the test vehicle. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location using good engineering judgement.

Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second).

The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 25 °C.

- 2.4. Bench-ageing time. Bench ageing time shall be calculated using the bench ageing time (BAT) equation as follows:

te for a temperature bin = the ((R/Tr) – (R/Tv))

Total te = Sum of te over all the temperature groups

bench ageing time = A (Total te)

Where:

A	=	1,1 This value adjusts the catalyst ageing time to account for deterioration from sources other than thermal ageing of the catalyst.
R	=	Catalyst thermal reactivity = 18 500
th	=	The time (in hours) measured within the prescribed temperature bin of the vehicle's catalyst temperature histogram adjusted to a full useful life basis e.g., if the histogram represented 400 km, and useful life is, in accordance with Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km; all histogram time entries would be multiplied by 50 (20 000 /400).
Total te	=	The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km
te for a temperature bin	=	The equivalent time (in hours) to age the catalyst at the temperature of Tr on the catalyst ageing bench using the catalyst ageing cycle to produce the same amount of deterioration experienced by the catalyst due to thermal deactivation at the temperature bin of Tv over the use for live distance specific for the vehicle class in Annex VII to Regulation (EU) No 168/2013, for example for Le3 20 000 km
Tr	=	The effective reference temperature (in °K) of the catalyst on the catalyst bench run on the bench ageing cycle. The effective temperature is the constant temperature that would result in the same amount of ageing as the various temperatures experienced during the bench ageing cycle.
Tv	=	The mid-point temperature (in °K) of the temperature bin of the vehicle on-road catalyst temperature histogram.

• 2.5. Effective reference temperature on the standard bench cycle (SBC). The effective reference temperature of the SBC shall be determined for the actual catalyst system design and actual ageing bench which will be used using the following procedures:

• (a) Measure time-at-temperature data in the catalyst system on the catalyst ageing bench following the SBC. Catalyst temperature shall be measured at the highest temperature location of the hottest catalyst in the system. Alternatively, the temperature may be measured at another location providing that it is adjusted to represent the temperature measured at the hottest location. Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second) during at least 20 minutes of bench ageing. The measured catalyst temperature results shall be tabulated into a histogram with temperature groups of no larger than 10 °C.

• (b) The BAT equation shall be used to calculate the effective reference temperature by iterative changes to the reference temperature (Tr) until the calculated ageing time equals or exceeds the actual time represented in the catalyst temperature histogram. The resulting temperature is the effective reference temperature on the SBC for that catalyst system and ageing bench.

- 2.6. Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and deliver the appropriate exhaust flow and emission level in line with the exhaust flow of engine for which the catalyst is designed, exhaust constituents, and exhaust temperature at the face of the catalyst.

All bench ageing equipment and procedures shall record appropriate information (such as measured A/F ratios and time-at-temperature in the catalyst) to assure that sufficient ageing has actually occurred.

• 2.7. Required testing. For calculating deterioration factors at least two Type 1 tests before bench ageing of the emission control hardware and at least two Type 1 tests after the bench-aged emission hardware is reinstalled have to be performed on the test vehicle.

Calculation of the deterioration factors has to be done in accordance with the calculation method as specified below.

A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows:

Image omitted; see official source

Where:

Mi1	=	mass emission of the pollutant i in g/km after the type 1 test of a vehicle specified in point 1.1. of this Appendix.
---	---	---
Mi2	=	mass emission of the pollutant i in g/km after the type test 1 of an aged vehicle according the procedure described in this Annex.

These interpolated values shall be carried out to a minimum of four places to the right of the decimal point before dividing one by the other to determine the deterioration factor. The result shall be rounded to three places to the right of the decimal point.

If a deterioration factor is less than one, it is deemed to be equal to one.

At the request of a manufacturer, an additive exhaust emission deterioration can be used, the factor shall be calculated for each pollutant as follows:

D. E. F. = Mi2 – Mi1

Appendix 4

Standard bench cycle (SBC)

The standard ageing durability procedure consists of ageing a catalyst/oxygen sensor system on an ageing bench which follows the standard bench cycle (SBC) described in this Appendix. The SBC requires use of an ageing bench with an engine as the source of feed gas for the catalyst. The SBC is a 60-second cycle which is repeated as necessary on the ageing bench to conduct ageing for the required period of time. The SBC is defined based on the catalyst temperature, engine air/fuel (A/F) ratio, and the amount of secondary air injection which is added in front of the first catalyst.

2. Catalyst temperature control

• 2.1. Catalyst temperature shall be measured in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process.

• 2.2. Control the catalyst temperature at stoichiometric operation (1 to 40 seconds on the cycle) to a minimum of 800 °C (± 10 °C) by selecting the appropriate engine speed, load, and spark timing for the engine. Control the maximum catalyst temperature that occurs during the cycle to 890 °C (± 10 °C) by selecting the appropriate A/F ratio of the engine during the ‘rich’ phase described in the table below.

• 2.3. If a low control temperature other than 800 °C is utilized, the high control temperature shall be 90 °C higher than the low control temperature.

Standard bench cycle (SBC)

Time (seconds)	Engine Air/Fuel Ratio	Secondary Air Injection
1-40	Stoichiometric with load, spark timing and engine speed controlled to achieve a minimum catalyst temperature of 800 °C	None
41-45	‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature)	None
46-55	‘Rich’ (A/F ratio selected to achieve a maximum catalyst temperature over the entire cycle of 890 °C or 90 °C higher than lower control temperature)	3 % (± 0,1 %)
56-60	Stoichiometric with same load, spark timing and engine speed as used in the 1-40 sec period of the cycle	3 % (± 0,1 %)

Image omitted; see official source

• 3.1. Ageing bench configuration. The ageing bench shall provide the appropriate exhaust flow rate, temperature, air-fuel ratio, exhaust constituents and secondary air injection at the inlet face of the catalyst.

The standard ageing bench consists of an engine, engine controller, and engine dynamometer. Other configurations may be acceptable (e.g. whole vehicle on a dynamometer, or a burner that provides the correct exhaust conditions), as long as the catalyst inlet conditions and control features specified in this Appendix are met.

A single ageing bench may have the exhaust flow split into several streams providing that each exhaust stream meets the requirements of this appendix. If the bench has more than one exhaust stream, multiple catalyst systems may be aged simultaneously.

- 3.2. Exhaust system installation. The entire catalyst(s)-plus-oxygen sensor(s) system, together with all exhaust piping which connects these components, will be installed on the bench. For engines with multiple exhaust streams, each bank of the exhaust system will be installed separately on the bench in parallel.

For exhaust systems that contain multiple in-line catalysts, the entire catalyst system including all catalysts, all oxygen sensors and the associated exhaust piping will be installed as a unit for ageing. Alternatively, each individual catalyst may be separately aged for the appropriate period of time.

• 3.3. Temperature measurement. Catalyst temperature shall be measured using a thermocouple placed in the catalyst bed at the location where the highest temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature just before the catalyst inlet face may be measured and converted to catalyst bed temperature using a linear transform calculated from correlation data collected on the catalyst design and ageing bench to be used in the ageing process. The catalyst temperature shall be stored digitally at the speed of 1 hertz (one measurement per second).

- 3.4. Air/Fuel measurement. Provisions shall be made for the measurement of the air/fuel (A/F) ratio (such as a wide-range oxygen sensor) as close as possible to the catalyst inlet and outlet flanges. The information from these sensors shall be stored digitally at the speed of 1 hertz (one measurement per second).

• 3.5. Exhaust flow balance. Provisions shall be made to assure that the proper amount of exhaust (measured in grams/second at stoichiometry, with a tolerance of ± 5 grams/second) flows through each catalyst system that is being aged on the bench.

The proper flow rate is determined based upon the exhaust flow that would occur in the original vehicle's engine at the steady state engine speed and load selected for the bench ageing in point 3.6.

• 3.6. Setup. The engine speed, load, and spark timing are selected to achieve a catalyst bed temperature of 800 °C (± 10 °C) at steady-state stoichiometric operation.

The air injection system is set to provide the necessary air flow to produce 3,0 % oxygen (± 0,1 %) in the steady-state stoichiometric exhaust stream just in front of the first catalyst. A typical reading at the upstream A/F measurement point (required in point 5) is lambda 1,16 (which is approximately 3 % oxygen).

With the air injection on, set the ‘Rich’ A/F ratio to produce a catalyst bed temperature of 890 °C (± 10 °C). A typical A/F value for this step is lambda 0,94 (approximately 2 % CO).

- 3.7. Ageing cycle. The standard bench ageing procedures use the standard bench cycle (SBC). The SBC is repeated until the amount of ageing calculated from the bench ageing time (BAT) equation is achieved.

• 3.8. Quality assurance. The temperatures and A/F ratio in points 3.3. and 3.4. shall be reviewed periodically (at least every 50 hours) during ageing. Necessary adjustments shall be made to assure that the SBC is being appropriately followed throughout the ageing process.

After the ageing has been completed, the catalyst time-at-temperature collected during the ageing process shall be tabulated into a histogram with temperature groups of no larger than 10 °C. The BAT equation and the calculated effective reference temperature for the ageing cycle in accordance with point 2.4. of Appendix 3 to Annex VI will be used to determine if the appropriate amount of thermal ageing of the catalyst has in fact occurred. Bench ageing will be extended if the thermal effect of the calculated ageing time is not at least 95 % of the target thermal ageing.

• 3.9. Startup and shutdown. Care should be taken to assure that the maximum catalyst temperature for rapid deterioration (e.g., 1 050 °C) does not occur during startup or shutdown. Special low temperature startup and shutdown procedures may be used to alleviate this concern.

• 4.1. The R-factor is the catalyst thermal reactivity coefficient used in the bench ageing time (BAT) equation. Manufacturers may determine the value of R experimentally using the following procedures.

• 4.2. Using the applicable bench cycle and ageing bench hardware, age several catalysts (minimum of 3 of the same catalyst design) at different control temperatures between the normal operating temperature and the damage limit temperature. Measure emissions (or catalyst inefficiency (1-catalyst efficiency)) for each exhaust constituent. Assure that the final testing yields data between one- and two-times the emission standard.

• 4.3. Estimate the value of R and calculate the effective reference temperature (Tr) for the bench ageing cycle for each control temperature in accordance with point 2.4 of Appendix 3 to Annex VI.

• 4.4. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst. Calculate the least-squared best-fit line through the data. For the data set to be useful for this purpose the data should have an approximately common intercept [between 0 and 6 400 km. See the following graph for an example.]

• 4.5. Calculate the slope of the best-fit line for each ageing temperature.

• 4.6. Plot the natural log (ln) of the slope of each best-fit line (determined in point 4.5) along the vertical axis, versus the inverse of ageing temperature (1/(ageing temperature, deg K)) along the horizontal axis, Calculate the least squared best-fit lines through the data. The slope of the line is the R-factor. See the following graph for an example

Image omitted; see official source

• 4.7. Compare the R-factor to the initial value that was used in accordance with point 4.3. If the calculated R-factor differs from the initial value by more than 5 %, choose a new R-factor that is between the initial and calculated values, and then repeat steps of point 4,, to derive a new R-factor. Repeat this process until the calculated R-factor is within 5 % of the initially assumed R-factor.

• 4.8. Compare the R-factor determined separately for each exhaust constituent. Use the lowest R-factor (worst case) for the BAT equation.

Image omitted; see official source