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

ANNEX VII

Test type VII requirements on energy efficiency: CO2 emissions, fuel consumption, electric energy consumption and electric range

| Appendix Number | Appendix title |

| --- | --- | | 1. | Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion engine only | | 2. | Method of measuring the electric energy consumption of a vehicle powered by an electric powertrain only | | 3. | Method of measuring the carbon dioxide emissions, fuel consumption, electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain | | 3.1. | Electrical energy/power storage device State Of Charge (SOC) profile for an Externally chargeable Hybrid Electric Vehicle (OVC HEV) in a type VII test | | 3.2. | Method for measuring the electricity balance of the battery of OVC and NOVC HEV | | 3.3. | Method of measuring the electric range of vehicles powered by an electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain |

• 1.1.This Annex sets out requirements with regard to energy efficiency of L-category vehicles, in particular with respect to the measurements of CO2 emissions, fuel or energy consumption as well as the electric range of a vehicle.

• 1.2.The requirements laid down in this Annex apply to the following tests of L-category vehicles equipped with associated powertrain configurations:

• (a) the measurement of the emission of carbon dioxide (CO2) and fuel consumption, the measurement of electric energy consumption and the electric range of L-category vehicles powered by a combustion engine only or by a hybrid electric powertrain;

• (b) the measurement of electric energy consumption and electric range of L-category vehicles powered by an electric powertrain only.

2.1.   General

The components liable to affect CO2 emissions and fuel consumption or the electric energy consumption shall be so designed, constructed and assembled as to enable the vehicle, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Annex. The test vehicles shall be properly maintained and used.

2.2.   Description of tests for vehicles powered by a combustion engine only

• 2.2.1.The emissions of CO2 and fuel consumption shall be measured according to the test procedure described in Appendix 1. Vehicles which do not attain the acceleration and maximum speed values required in the test cycle shall be operated with the accelerator control fully depressed until they reach the required operating curve again. Deviations from the test cycle shall be recorded in the test report. The test vehicle shall be properly maintained and used.

• 2.2.2.For CO2 emissions, the test results shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number.

• 2.2.3.Fuel consumption values shall be expressed in litres per 100 km in the case of petrol, LPG, ethanol (E85) and diesel or in kg and m³ per 100 km in the case of hydrogen, NG/biomethane and H2NG. The values shall be calculated according to point 1.4.3. of Annex II by the carbon balance method, using the measured emissions of CO2 and the other carbon-related emissions (CO and HC). The results shall be rounded to one decimal.

• 2.2.4.The appropriate reference fuels as set out in Appendix 2 to Annex II shall be used for testing.

- For LPG, NG/biomethane, H2NG, the reference fuel used shall be that chosen by the manufacturer for the measurement of the propulsion unit performance in accordance with Annex X. The fuel chosen shall be specified in the test report according to the template set out in Article 32(1) of Regulation (EU) No 168/2013.

• For the purpose of the calculation referred in point 2.2.3., the fuel consumption shall be expressed in appropriate units and the following fuel characteristics shall be used:

• (a) density: measured on the test fuel according to ISO 3675:1998 or an equivalent method. For petrol and diesel fuel, the density measured at 288,2 K (15 °C) and 101,3 kPa shall be used; for LPG, natural gas, H2NG and hydrogen, a reference density shall be used, as follows: 0,538 kg/litre for LPG; 0,654 kg/m³ for NG ([^E0051]) / biogas; Equation 7-1: Image omitted; see official source for H2NG (with A being the quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume for H2NG); 0,084 kg/m³ for hydrogen

• (b) hydrogen-carbon ratio: fixed values will be used, as follows: C1:1,89O0,016 for E5 petrol; C1:1,86O0,005 for diesel; C1:2525 for LPG (liquefied petroleum gas); C1:4 for NG (natural gas) and biomethane; C1:2,74O0,385 for ethanol (E85).

2.3.   Description of tests for vehicles powered by an electric powertrain only

• 2.3.1.The technical service in charge of the tests shall conduct the measurement of the electric energy consumption according to the method and test cycle described in Appendix 6 to Annex II.

- 2.3.2.The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3.3.

- 2.3.2.1.The electric range measured by this method shall be the only one referred to in promotional material.

• 2.3.2.2.Category L1e vehicles designed to pedal referred to in Article 2(94) shall be exempted from the electric range test.

• 2.3.3.Electric energy consumption shall be expressed in Watt hours per kilometre (Wh/km) and the range in kilometres, both rounded to the nearest whole number.

2.4.   Description of tests for vehicles powered by a hybrid electric powertrain

• 2.4.1.The technical service in charge of the tests shall measure the CO2 emissions and the electric energy consumption according to the test procedure described in Appendix 3.

• 2.4.2.The test results for CO2 emissions shall be expressed in grams per kilometre (g/km) rounded to the nearest whole number.

• 2.4.3.The fuel consumption, expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85) and diesel) or in kg and m³ per 100 km (in the case of NG/biomethane, H2NG and hydrogen), shall be calculated according to point 1.4.3. of Annex II by the carbon balance method using the CO2 emissions measured and the other carbon-related emissions (CO and HC). The results shall be rounded to the first decimal place.

• 2.4.4.For the purpose of the calculation referred to in point 2.4.3., the prescriptions and reference values of point 2.2.4. shall apply.

• 2.4.5.If applicable, electric energy consumption shall be expressed in Watt hours per kilometre (Wh/km), rounded to the nearest whole number.

• 2.4.6.The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3.3. The result shall be expressed in kilometre, rounded to the nearest whole number.

• The electric range measured by this method shall be the only one referred to in promotional material and used for the calculations in Appendix 3.

2.5.   Interpretation of test results

• 2.5.1.The CO2 value or the value of electric energy consumption adopted as the type-approval value shall be that declared by the manufacturer if this is not exceeded by more than 4 percent by the value measured by the technical service. The measured value may be lower without any limitations.

• In the case of vehicles powered by a combustion engine only which are equipped with periodically regenerating systems as defined in Article 2(16), the results are multiplied by the factor Ki obtained from Appendix 13 to Annex II before being compared with the declared value.

• 2.5.2.If the measured value of CO2 emissions or electric energy consumption exceeds the manufacturer’s declared CO2 emissions or electric energy consumption value by more than 4 percent, another test shall be run on the same vehicle.

• Where the average of the two test results does not exceed the manufacturer’s declared value by more than 4 percent, the value declared by the manufacturer shall be taken as the type-approval value.

• 2.5.3.If, in the event of another test being run, the average still exceeds the declared value by more than 4 percent, a final test shall be run on the same vehicle. The average of the three test results shall be taken as the type-approval value.

• 3.1.For all approved types, the approval authority that approved the type shall be notified of any modification of it. The approval authority may then either:

• 3.1.1. consider that the modifications made are unlikely to have an appreciable adverse effect on the CO2 emissions and fuel or electric energy consumption values and that the original environmental performance approval will be valid for the modified vehicle type with regard to the environmental performance, or

- 3.1.2. require a further test report from the technical service responsible for conducting the tests in accordance with point 4.

• 3.2.Confirmation or extension of approval, specifying the alterations, shall be communicated by the procedure referred to in Article 35 of Regulation (EU) No 168/2013.

- 3.3.The approval authority that grants the extension of the approval shall assign a serial number for such an extension according to the procedure set out in Article 35 of Regulation (EU) No 168/2013.

4. Conditions of extension of vehicle environmental performance type-approval

4.1.   Vehicles powered by an internal combustion engine only, except those equipped with a periodically regenerating emission-control system

A type-approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the following characteristics in Appendix 1, provided the CO2 emissions measured by the technical service do not exceed the type-approved value by more than 4 percent:

• 4.1.1. reference mass;

• 4.1.2. maximum authorised mass.;

• 4.1.3. type of bodywork;

• 4.1.4. overall gear ratios;

• 4.1.5. engine equipment and accessories;

• 4.1.6. engine revolutions per kilometre in highest gear with an accuracy of +/– 5 %.

• 4.2. Vehicles powered by an internal combustion engine only and equipped with a periodically regenerating emission-control system.

The type-approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the characteristics in Appendix 1, as referred to in points 4.1.1. to 4.1.6., without exceeding the propulsion family characteristics of Annex XI, provided the CO2 emissions measured by the technical service do not exceed the type-approved value by more than 4 percent, where the same Ki factor is applicable.

The type-approval may also be extended to vehicles of the same type, but with a different Ki factor, provided the corrected CO2 value measured by the technical service does not exceed the type-approved value by more than 4 percent.

• 4.3. Vehicles powered by an electric powertrain only

Extensions may be granted after agreement with the approval authority.

• 4.4. Vehicles powered by a hybrid electric powertrain

The type-approval may be extended to vehicles of the same type or of a type that differs with regard to the following characteristics in Appendix 3 provided the CO2 emissions and the electric energy consumption measured by the technical service do not exceed the type-approved value by more than 4 percent:

• 4.4.1. reference mass;

• 4.4.2. maximum authorised mass;

• 4.4.3. type of bodywork;

• 4.4.4. type and number of propulsion batteries. Where multiple batteries are fitted, e.g. to extend the range extrapolation of the measurement, the base configuration, taking into account the capacities and the way in which the batteries are connected (in parallel, not in series), shall be deemed sufficient.

• 4.5. Where any other characteristic is changed, extensions may be granted after agreement with the approval authority.

Vehicles produced in the future with new energy-efficient technologies may be subject to complementary test programmes, to be specified at a later stage. Such testing will enable manufacturers to demonstrate the advantages of the technologies.

Appendix 1

Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion engine only

1. Specification of the test

• 1.1. The carbon dioxide (CO2) emissions and fuel consumption of vehicles powered by a combustion engine only shall be determined according to the procedure for the type I test in Annex II in force at the time of the approval of the vehicle.

• 1.2. In addition to the CO2 emission and fuel consumption results for the entire type I test, CO2 emissions and fuel consumption shall also be determined separately for parts 1, 2 and 3, if applicable, by using the applicable type I test procedure in force at the time of the approval of the vehicle in accordance with point 1.1.1. of Annex IV to Regulation (EU) No 168/2013.

- 1.3. In addition to the conditions in Annex II in force at the time of the approval of the vehicle, the following conditions shall apply:

- 1.3.1. Only the equipment necessary for the operation of the vehicle during the test shall be in use. If there is a manually controlled device for the engine intake air temperature, it shall be in the position prescribed by the manufacturer for the ambient temperature at which the test is performed. In general, the auxiliary devices required for the normal operation of the vehicle shall be in use.

• 1.3.2. If the radiator fan is temperature-controlled, it shall be in normal operating condition. The passenger compartment heating system, if present, shall be switched off, as shall any air-conditioning system, but the compressor for such systems shall be functioning normally.

• 1.3.3. If a super-charger is fitted, it shall be in normal operating condition for the test conditions.

• 1.3.4. All lubricants shall be those recommended by the manufacturer of the vehicle and shall be specified in the test report.

• 1.3.5. The widest tyre shall be chosen, except where there are more than three tyre sizes, in which case the second widest shall be chosen. The pressures shall be indicated in the test report.

• 1.4. Calculation of CO2 and fuel consumption values

• 1.4.1.The mass emission of CO2, expressed in g/km, shall be calculated from the measurements taken in accordance with the provisions of point 6 of Annex II.

• 1.4.1.1.For this calculation, the density of CO2 shall be assumed to be QCO2 = 1,964 g/litre.

• 1.4.2.The fuel consumption values shall be calculated from the hydrocarbon, carbon monoxide and carbon dioxide emission measurements taken in accordance with the provisions of point 6 of Annex II in force at the time of the approval of the vehicle.

• 1.4.3.Fuel consumption (FC), expressed in litres per 100 km (in the case of petrol, LPG, ethanol (E85) and diesel) or in kg per 100 km (in the case of an alternative fuel vehicle propelled with NG/biomethane, H2NG or hydrogen) is calculated using the following formulae:

• 1.4.3.1. for vehicles with a positive ignition engine fuelled with petrol (E5): Equation Ap1-1: FC = (0,118/D) · ((0,848 · HC) + (0,429 · CO) + (0,273 · CO2)) where HC, CO and CO2 tailpipe emissions in g/km.

• 1.4.3.2. for vehicles with a positive ignition engine fuelled with LPG: Equation Ap1-2: FCnorm = (0,1212/0,538) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2)) where HC, CO and CO2 tailpipe emissions in g/km. If the composition of the fuel used for the test differs from that assumed for the calculation of normalised consumption, a correction factor (cf) may be applied at the manufacturer's request, as follows: Equation Ap1-3: FCnorm = (0,1212/0,538) · (cf) · ((0,825 · HC) + (0,429 · CO) + (0,273 · CO2)) where HC, CO and CO2 tailpipe emissions in g/km. The correction factor is determined as follows: Equation Ap1-4: cf = 0,825 + 0,0693 · nactual; where: nactual = the actual H/C ratio of the fuel used;

• 1.4.3.3. for vehicles with a positive ignition engine fuelled with NG/biomethane: Equation Ap1-5: Image omitted; see official source in m³;

• 1.4.3.4. for vehicles with a positive ignition engine fuelled by H2NG: Equation Ap1-6: Image omitted; see official source in m³;

• 1.4.3.5. for vehicles fuelled with gaseous hydrogen: Equation Ap1-7: Image omitted; see official source For vehicles fuelled with gaseous or liquid hydrogen, the manufacturer may alternatively, with the prior agreement of the approval authority, choose either the formula: Equation Ap1-8: Image omitted; see official source or a method in accordance with standard protocols such as SAE J2572.

• 1.4.3.6. for vehicles with a compression ignition engine fuelled with diesel (B5): Equation Ap1-9: Image omitted; see official source

• 1.4.3.7. for vehicles with a positive ignition engine fuelled with ethanol (E85): Equation Ap1-10: Image omitted; see official source

• 1.4.4. In these formulae: FC = the fuel consumption in litres per 100 km in the case of petrol, ethanol, LPG, diesel or biodiesel, in m³ per 100 km in the case of natural gas and H2NG or in kg per 100 km in the case of hydrogen. HC = the measured emission of hydrocarbons in mg/km CO = the measured emission of carbon monoxide in mg/km CO2 = the measured emission of carbon dioxide in g/km H2O = the measured emission of water (H2O) in g/km H2 = the measured emission of hydrogen (H2) in g/km A = the quantity of NG/biomethane in the H2NG mixture, expressed in percent by volume D = the density of the test fuel. In the case of gaseous fuels, D is the density at 15 °C and at 101,3 kPa ambient pressure: d = theoretical distance covered by a vehicle tested under the type I test in km p1 = pressure in gaseous fuel tank before the operating cycle in Pa p2 = pressure in gaseous fuel tank after the operating cycle in Pa T1 = temperature in gaseous fuel tank before the operating cycle in K T2 = temperature in gaseous fuel tank after the operating cycle in K Z1 = compressibility factor of the gaseous fuel at p1 and T1 Z2 = compressibility factor of the gaseous fuel at p2 and T2 V = inner volume of the gaseous fuel tank in m³ The compressibility factor shall be obtained from the following table: Table Ap1-1 Compressibility factor Zx of the gaseous fuel T(k) \ p(bar) 5 100 200 300 400 500 600 700 800 900 33 0,8589 10,508 18,854 26,477 33,652 40,509 47,119 53,519 59,730 65,759 53 0,9651 0,9221 14,158 18,906 23,384 27,646 31,739 35,697 39,541 43,287 73 0,9888 0,9911 12,779 16,038 19,225 22,292 25,247 28,104 30,877 33,577 93 0,9970 10,422 12,334 14,696 17,107 19,472 21,771 24,003 26,172 28,286 113 10,004 10,659 12,131 13,951 15,860 17,764 19,633 21,458 23,239 24,978 133 10,019 10,757 11,990 13,471 15,039 16,623 18,190 19,730 21,238 22,714 153 10,026 10,788 11,868 13,123 14,453 15,804 17,150 18,479 19,785 21,067 173 10,029 10,785 11,757 12,851 14,006 15,183 16,361 17,528 18,679 19,811 193 10,030 10,765 11,653 12,628 13,651 14,693 15,739 16,779 17,807 18,820 213 10,028 10,705 11,468 12,276 13,111 13,962 14,817 15,669 16,515 17,352 233 10,035 10,712 11,475 12,282 13,118 13,968 14,823 15,675 16,521 17,358 248 10,034 10,687 11,413 12,173 12,956 13,752 14,552 15,350 16,143 16,929 263 10,033 10,663 11,355 12,073 12,811 13,559 14,311 15,062 15,808 16,548 278 10,032 10,640 11,300 11,982 12,679 13,385 14,094 14,803 15,508 16,207 293 10,031 10,617 11,249 11,897 12,558 13,227 13,899 14,570 15,237 15,900 308 10,030 10,595 11,201 11,819 12,448 13,083 13,721 14,358 14,992 15,623 323 10,029 10,574 11,156 11,747 12,347 12,952 13,559 14,165 14,769 15,370 338 10,028 10,554 11,113 11,680 12,253 12,830 13,410 13,988 14,565 15,138 353 10,027 10,535 11,073 11,617 12,166 12,718 13,272 13,826 14,377 14,926

Appendix 2

Method of measuring the electric energy consumption of a vehicle powered by an electric powertrain only

• 1.1.Electric energy consumption of pure electric vehicles shall be determined according to the procedure for the type I test in Annex II in force at the time of the approval of the vehicle. For this purpose, a pure vehicle shall be classified according to its maximum attainable design vehicle speed.

• If the vehicle has several driving modes which may be selected by the driver, the operator shall select that which best matches the target curve.

2.1.   Principle

The following test method shall be used for measuring of the electric energy consumption, expressed in Wh/km:

• 2.2. Table Ap2-1

Parameters, units and accuracy of measurement

Parameter	Units	Accuracy	Resolution
Time	s	0,1 s	0,1 s
Distance	m	± 0,1 percent	1 m
Temperature	K	± 1 K	1 K
Speed	km/h	± 1 percent	0,2 km/h
Mass	kg	± 0,5 percent	1 kg
Energy	Wh	± 0,2 percent	Class 0,2 s according to IEC [^E0052] 687

International Electrotechnical Commission.

• 2.3. Test vehicle

2.3.1.   Condition of the vehicle

• 2.3.1.1. The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres are at ambient temperature.

• 2.3.1.2. The viscosity of the oils for the mechanical moving parts shall conform to the vehicle manufacturer’s specification.

• 2.3.1.3. The lighting, signalling and auxiliary devices shall be off, except those required for the testing and usual day-time operation of the vehicle.

• 2.3.1.4. All energy storage systems for other than traction purposes (electric, hydraulic, pneumatic, etc.) shall be charged to their maximum level as specified by the manufacturer.

• 2.3.1.5. If the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the battery temperature in the normal operating range.

The manufacturer shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced.

• 2.3.1.6. The vehicle shall have travelled at least 300 km in the seven days before the test with the batteries installed for the test.

• 2.3.2. Classification of the pure electric test vehicle in the type I test cycle.

In order to measure its electric consumption in the type I test cycle, the test vehicle shall be classified according to the achievable maximum design vehicle speed thresholds only, set-out in point 4.3. of Annex II.

• 2.4. Operation mode

All the tests are conducted at a temperature of between 293,2 K and 303,2 K (20 °C and 30 °C).

The test method includes the four following steps:

• (a) initial charge of the battery;

• (b) two runs of the applicable type I test cycle;

• (c) charging the battery;

• (d) calculation of the electric energy consumption.

If the vehicle moves between the steps, it shall be pushed to the next test area (without regenerative recharging).

2.4.1.   Initial charge of the battery

Charging the battery consists of the following procedures:

2.4.1.1.   Discharge of the battery

The battery is discharged while the vehicle is driven (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 percent ± 5 percent of the maximum design vehicle speed, as determined according to the test procedure in Appendix 1 to Annex X.

Discharging shall stop:

• (a) when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed, or

• (b) when the standard on-board instrumentation indicates that the vehicle should be stopped, or

• (c) after 100 km.

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.

2.4.1.2.   Application of a normal overnight charge

The battery shall be charged according to the following procedure:

2.4.1.2.1.   Normal overnight charge procedure

The charge shall be carried out:

• (a) with the on-board charger if fitted;

• (b) with an external charger recommended by the manufacturer, using the charging pattern prescribed for normal charging;

• (c) in an ambient temperature of between 293,2 K and 303,2 K (20 °C and 30 °C).

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

The vehicle manufacturer shall declare that no special charge procedure has occurred during the test.

2.4.1.2.2.   End-of-charge criteria

The end-of-charge criteria shall correspond to a charging time of 12 hours except where the standard instrumentation indicates clearly that the battery is not yet fully charged, in which case:

Equation Ap2-1:

Image omitted; see official source

2.4.1.2.3.   Fully charged battery

Propulsion batteries shall be deemed as fully charged when they have been charged according to the overnight charge procedure until the end-of-charge criteria are fulfilled.

2.4.2.   Application of the type I test cycle and measurement of the distance

The end of charging time t0 (plug off) shall be reported.

The chassis dynamometer shall be set according to the method in point 4.5.6. of Annex II.

Starting within four hours of t0, the applicable type I test shall be run twice on a chassis dynamometer, following which the distance covered in km (Dtest) is recorded. If the manufacturer can demonstrate to the approval authority that twice the type I test distance can physically not be attained by the vehicle, the test cycle shall be conducted once and subsequently followed by a partial second test run. The second test run may stop if the minimum state of charge of the propulsion battery is reached as referred to in Appendix 3.1.

2.4.3.   Charge of the battery

The test vehicle shall be connected to the mains within 30 minutes of the second run of the applicable type I test cycle.

The vehicle shall be charged according to the normal overnight charge procedure in point 2.4.1.2.

The energy measurement equipment, placed between the mains socket and the vehicle charger, measures the energy charge E delivered from the mains and its duration.

Charging shall stop 24 hours after the end of the previous charging time (t0).

Note:

In the event of a mains power cut, the 24 hour period may be extended in line with the duration of the cut. The validity of the charge shall be discussed between the technical services of the approval laboratory and the vehicle manufacturer to the satisfaction of the approval authority.

2.4.4.   Electric energy consumption calculation

Energy E in Wh and charging time measurements are to be recorded in the test report.

The electric energy consumption c shall be determined using the formula:

Equation Ap2-2:

Image omitted; see official source

(expressed in Wh/km and rounded to the nearest whole number)

where Dtest is the distance covered during the test (in km).

Appendix 3

Method of measuring the carbon dioxide emissions, fuel consumption, electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain

• 1.1. This Appendix lays down specific provisions on the type-approval of hybrid electric L-category vehicles (HEV) as regards measuring carbon dioxide emissions, fuel consumption, electric energy consumption and driving range.

• 1.2. As a general principle for type VII tests, HEVs shall be tested according to the specified type I test cycles and requirements and in particular Appendix 6 to Annex II, except where modified by this Appendix.

• 1.3. OVC (externally chargeable) HEVs shall be tested under Conditions A and B.

The test results under Conditions A and B and the weighted average referred to in point 3 shall be given in the test report.

• 1.4. Driving cycles and gear-shift points

• 1.4.1.The driving cycle in Annex VI to Regulation (EU) No 168/2013 and Appendix 6 to Annex II to this Regulation applicable at the time of approval of the vehicle shall be used, including the gear-shifting points in point 4.5.5. of Annex II.

• 1.4.4.For vehicle conditioning, a combination of the driving cycles in Appendix 6 to Annex II applicable at the time of approval of the vehicle shall be used as laid down in this Appendix.

Table Ap3-1

Vehicle charging	Off-Vehicle Charging [^E0053] (OVC)	Off-Vehicle Charging [^E0053] (OVC)	Not-off-vehicle Charging [^E0054] (NOVC)	Not-off-vehicle Charging [^E0054] (NOVC)
Operating mode switch	Without	With	Without	With

Also known as ‘externally chargeable’.

Also known as ‘not externally chargeable’.

• 3.1. Two type I 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 at different stages of the test is set out in Appendix 3.1.

• 3.2. Condition A

• 3.2.1. The procedure shall start with the discharge of the electrical energy/power storage device in accordance with point 3.2.1.1.:

3.2.1.1.   Discharge of the electrical energy/power storage device

The electrical energy/power storage device of the vehicle is discharged while driving (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:

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

• — 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 to the satisfaction of the approval authority),

• — in accordance with the manufacturer’s recommendation.

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

• 3.2.2. Conditioning of the vehicle

• 3.2.2.1. The test vehicle shall be preconditioned by conducting the applicable type I test cycle in combination with the applicable gear-shifting in point 4.5.5. of Annex II.

• 3.2.2.2. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperatures 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 in point 3.2.2.4.

• 3.2.2.3. During soak, the electrical energy/power storage device shall be charged in accordance with the normal overnight charging procedure described in point 3.2.2.4.

• 3.2.2.4. Application of a normal overnight charge

The electrical energy/power storage device shall be charged according to the following procedure:

3.2.2.4.1.   Normal overnight charge procedure

The charging shall be carried out as follows:

• (a) with the on-board charger, if fitted or

• (b) with an external charger recommended by the manufacturer using the charging pattern prescribed for normal charging; and

• (c) in an ambient temperature of between 20 °C and 30 °C. This procedure shall exclude all types of special charge that could be automatically or manually initiated, e.g. equalisation or servicing charges. The manufacturer shall declare that no special charge procedure has occurred during the test.

3.2.2.4.2.   End-of-charge criteria

The end-of-charge criteria shall correspond to a charging time of twelve hours, except where the standard instrumentation indicates clearly that the electrical energy/power storage device is not yet fully charged, in which case:

Equation Ap3-1:

Image omitted; see official source

• 3.2.3. Test procedure

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

• 3.2.3.2. The test procedures defined in either point 3.2.3.2.1. or 3.2.3.2.2. may be used.

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

• 3.2.3.2.2. 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 applicable type I driving cycle during which the battery reached the minimum state of charge in accordance with the following procedure (end of sampling (ES)):

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

• 3.2.3.2.2.2. The battery’s 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 3.2.3.5. and 3.4., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle.

• 3.2.3.2.2.3. Between each pair of cycles, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period.

• 3.2.3.3. The vehicle shall be driven according to the applicable type I driving cycle and gear-shifting prescriptions in Annex II.

• 3.2.3.4. The tailpipe emissions of the vehicle shall be analysed according to the provisions of Annex II in force at the time of approval of the vehicle.

• 3.2.3.5. The CO2 emission and fuel consumption results from the test cycle(s) for Condition A shall be recorded (respectively m1 (g) and c1 (l)). Parameters m1 and c1 shall be the sums of the results of the N combined cycles run.

Equation Ap3-2:

Image omitted; see official source

Equation Ap3-3:

Image omitted; see official source

• 3.2.4. Within the 30 minutes after the conclusion of the cycle, the electrical energy/power storage device shall be charged according to point 3.2.2.4. The energy measurement equipment, placed between the mains socket and the vehicle charger, measures the charge energy e1 (Wh) delivered from the mains.

• 3.2.5. The electric energy consumption for Condition A shall be e1 (Wh).

• 3.3. Condition B

3.3.1.   Conditioning of the vehicle

• 3.3.1.1. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.1.1. At the manufacturer’s request, a conditioning in accordance with point 3.2.2.1. may be carried out before electrical energy/power storage discharge.

• 3.3.1.2. 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 temperatures of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room.

3.3.2.   Test procedure

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

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

• 3.3.2.3. The vehicle shall be driven using the applicable type I driving cycle and gear-shifting prescriptions set out in Appendix 6 to Annex II.

• 3.3.2.4. The tailpipe emissions of the vehicle shall be analysed according to the provisions of Annex II.

• 3.3.2.5. The test results for Condition B shall be recorded (m2 (g) and c2 (l) respectively).

• 3.3.3. Within 30 minutes of the end of the cycle, the electrical energy/power storage device shall be charged in accordance with point 3.2.2.4.

The energy measurement equipment, placed between the mains socket and the vehicle charger, measures the energy charge e2 (Wh) delivered from the mains.

• 3.3.4. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.1.1.

• 3.3.5. Within 30 minutes of the discharge, the electrical energy/power storage device shall be charged in accordance with point 3.2.2.4.

The energy measurement equipment, placed between the mains socket and the vehicle charger, measures the energy charge e3 (Wh) delivered from the mains.

• 3.3.6. The electric energy consumption e4 (Wh) for Condition B is:

Equation Ap3-4:

Image omitted; see official source

• 3.4. Test results

• 3.4.1. The CO2 values shall be:

Equation Ap3-5:

M1 = m1/Dtest1 (g/km) and

Equation Ap3-6:

M2 = m2/Dtest2 (g/km)

where

Dtest1 and Dtest2	=	the actual distances driven in the tests performed under Conditions A (point 3.2.) and B (point 3.3.) respectively, and
---	---	---
m1 and m2	=	test results determined in points 3.2.3.5. and 3.3.2.5. respectively.

• 3.4.2.1. For testing in accordance with point 3.2.3.2.1:

The weighted CO2 values shall be calculated as follows:

Equation Ap3-7:

Image omitted; see official source

where:

M	=	mass emission of CO2 in grams per kilometre,
---	---	---
M1	=	mass emission of CO2 in grams per kilometre with a fully charged electrical energy/power storage device,
---	---	---
M2	=	mass emission of CO2 in grams per kilometre with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity),
---	---	---
De	=	electric range of the vehicle determined according to the procedure described in Appendix 3.3., where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state,
---	---	---
Dav	=	average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm3; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.4.2.2. For testing in accordance with point 3.2.3.2.2.:

Equation Ap3-8:

Image omitted; see official source

where:

M	=	mass emission of CO2 in grams per kilometre,
---	---	---
M1	=	mass emission of CO2 in grams per kilometre with a fully charged electrical energy/power storage device,
---	---	---
M2	=	mass emission of CO2 in grams per kilometre with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity),
---	---	---
Dovc	=	OVC range according to the procedure described in Appendix 3.3.,
---	---	---
Dav	=	average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm3; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.4.3. The fuel consumption values shall be:

Equation Ap3-9:

Image omitted; see official source

Equation Ap3-10:

Image omitted; see official source

(l/100 km) for liquid fuels and (kg/100) km for gaseous fuel

where:

Dtest1 and Dtest2	=	the actual distances driven in the tests performed under Conditions A (point 3.2.) and B (point 3.3.) respectively, and
---	---	---
c1 and c2	=	test results determined in points 3.2.3.8. and 3.3.2.5. respectively.

• 3.4.4. The weighted fuel consumption values shall be calculated as follows:

• 3.4.4.1. For testing in accordance with point 3.2.3.2.1.:

Equation Ap3-11:

Image omitted; see official source

where:

C	=	fuel consumption in l/100 km,
---	---	---
C1	=	fuel consumption in l/100 km with a fully charged electrical energy/power storage device,
---	---	---
C2	=	fuel consumption in l/100 km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity),
---	---	---
De	=	electric range of the vehicle determined according to the procedure described in Appendix 3.3., where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state,
---	---	---
Dav	=	average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm3; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.4.4.2. For testing in accordance with point 3.2.3.2.2.:

Equation Ap3-12:

Image omitted; see official source

where:

C	=	fuel consumption in l/100 km,
---	---	---
C1	=	fuel consumption in l/100 km with a fully charged electrical energy/power storage device,
---	---	---
C2	=	fuel consumption in l/100 km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity),
---	---	---
Dovc	=	OVC range according to the procedure described in Appendix 3.3.
---	---	---
Dav	=	average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm3; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.4.5. The electric energy consumption values shall be:

Equation Ap3-13:

Image omitted; see official source

and

Equation Ap3-14:

Image omitted; see official source

(Wh/km)

with Dtest1 and Dtest2 the actual distances driven in the tests performed under Conditions A (point 3.2.) and B (point 3.3.) respectively, and e1 and e4 determined in points 3.2.5. and 3.3.6. respectively.

• 3.4.6. The weighted electric energy consumption values shall be calculated as follows:

• 3.4.6.1. For testing in accordance with point 3.2.3.2.1.:

Equation Ap3-15:

Image omitted; see official source

where:

E	=	electric consumption Wh/km,
---	---	---
E1	=	electric consumption Wh/km with a fully charged electrical energy/power storage device,
---	---	---
E4	=	electric consumption Wh/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity),
---	---	---
De	=	electric range of the vehicle determined according to the procedure described in Appendix 3.3., where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state,
---	---	---
Dav	=	average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm3; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax ≥ 130 km/h.

• 3.4.6.2. For testing in accordance with point 3.2.3.2.2.:

Equation Ap3-16:

Image omitted; see official source

where:

E	=	electric consumption Wh/km,
---	---	---
E1	=	electric consumption Wh/km with a fully charged electrical energy/power storage device,
---	---	---
E4	=	electric consumption Wh/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity),
---	---	---
Dovc	=	OVC range according to the procedure described in Appendix 3.3.
---	---	---
Dav	=	average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm3; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm3 and vmax ≥ 130 km/h.

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

• 4.1.1. Condition A: test carried out with a fully charged electrical energy/power storage device.

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

• 4.1.3. The operating mode switch shall be positioned in accordance with Table Ap11-2, point 3.2.1.3. of Appendix 11 of Annex II.

• 4.2. Condition A

• 4.2.1. If the electric range of the vehicle, as measured in accordance with Appendix 3.3., is higher than one complete cycle, the type I test for electric energy measurement may be carried out in pure electric mode at the request of the manufacturer after agreement of the technical service and to the satisfaction of the approval authority. In this case, the values of M1 and C1 in point 4.4. shall be taken as equal to 0.

• 4.2.2. The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle as described in point 4.2.2.1.

• 4.2.2.1. The electrical energy/power storage device of the vehicle is discharged 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 vehicle speed in pure electric mode, determined in accordance with the test procedure to measure the maximum design vehicle speed set out in Appendix 1 to Annex X. Discharge shall stop in any of the following conditions:
• — when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed,
• — when the standard on-board instrumentation indicates that the vehicle should be stopped,
• — 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.) at any of the following conditions:
• — at a steady speed of 50 km/h until the fuel-consuming engine starts up,
• — 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 to the satisfaction of the approval authority),
• — in accordance with the manufacturer’s 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.

• 4.2.3. Conditioning of the vehicle

• 4.2.3.1. The test vehicle shall be preconditioned by conducting the applicable type I test cycle in combination with the applicable gear-shifting prescriptions in point 4.5.5. of Annex II.

• 4.2.3.2. 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 temperatures 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 4.2.3.3.

• 4.2.3.3. During soak, the electrical energy/power storage device shall be charged using the normal overnight charging procedure as defined in point 3.2.2.4.

• 4.2.4. Test procedure

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

• 4.2.4.2. The test procedures defined in either point 4.2.4.2.1. or 4.2.4.2.2. may be used.
• 4.2.4.2.1. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period in the applicable type I driving cycle (end of sampling (ES)).
• 4.2.4.2.2. 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 applicable type I driving cycle during which the battery reached the minimum state of charge in accordance with the following procedure (end of sampling (ES)):
• 4.2.4.2.2.1. the electricity balance Q (Ah) is measured over each combined cycle, using the procedure in Appendix 3.2., and used to determine when the battery’s minimum state of charge has been reached.
• 4.2.4.2.2.2. the battery’s 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 4.2.4.5. and 4.4., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle.
• 4.2.4.2.2.3. between each pair of cycles, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period.

• 4.2.4.3. The vehicle shall be driven using the applicable driving cycle and gear-shifting prescriptions as defined in appendix 9 to Annex II.

• 4.2.4.4. The exhaust gases shall be analysed according to Annex II in force at the time of approval of the vehicle.

• 4.2.4.5. The CO2 emission and fuel consumption results on the test cycle for Condition A shall be recorded (m1 (g) and c1 (l) respectively). In the case of testing in accordance with point 4.2.4.2.1., m1 and c1 are the results of the single combined cycle run. In the case of testing in accordance with point 4.2.4.2.2., m1 and c1 are the sums of the results of the N combined cycles run: Equation Ap3-17: Image omitted; see official source Equation Ap3-18: Image omitted; see official source

• 4.2.5. Within 30 minutes of the end of the cycle, the electrical energy/power storage device shall be charged in accordance with point 3.2.2.4.

The energy measurement equipment, placed between the mains socket and the vehicle charger, shall measure the energy charge e1 (Wh) delivered from the mains.

• 4.2.6. The electric energy consumption for Condition A shall be e1 (Wh).

• 4.3. Condition B

4.3.1.   Conditioning of the vehicle

• 4.3.1.1.The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 4.2.2.1.

• At the manufacturer’s request, conditioning in accordance with point 4.2.3.1. may be carried out before electrical energy/power storage discharge.

• 4.3.1.2.Before testing, the vehicle shall be kept in a room in which the temperature shall remain 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 temperatures of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room.

4.3.2.   Test procedure

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

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

• 4.3.2.3.The vehicle shall be driven using the applicable driving cycle and gear-shifting prescriptions as defined in Annex II.

• 4.3.2.4.The exhaust gases shall be analysed in accordance with the provisions of Annex II in force at the time of approval of the vehicle.

• 4.3.2.5.The CO2 emission and fuel consumption results on the test cycle(s) for Condition B shall be recorded (m2 (g) and c2 (l) respectively).

• 4.3.3. Within 30 minutes of the end of the cycle, the electrical energy/power storage device shall be charged in accordance with point 3.2.2.4.

The energy measurement equipment, placed between the mains socket and the vehicle charger, shall measure the energy charge e2 (Wh) delivered from the mains.

• 4.3.4. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 4.2.2.1.

• 4.3.5. Within 30 minutes of the discharge, the electrical energy/power storage device shall be charged in accordance with point 3.2.2.4. The energy measurement equipment, placed between the mains socket and the vehicle charger, shall measure the energy charge e3 (Wh) delivered from the mains.

• 4.3.6. The electric energy consumption e4 (Wh) for Condition B shall be:

Equation Ap3-19:

Image omitted; see official source

• 4.4. Test results

• 4.4.1. The CO2 values shall be:

Equation Ap3-20:

M1 = m1/Dtest1 (g/km) and

Equation Ap3-21:

M2 = m2/Dtest2 (g/km)

where:

Dtest1 and Dtest2	=	the actual distances driven in the tests performed under Conditions A (point 4.2.) and B (point 4.3.) respectively, and
---	---	---
m1 and m2	=	test results determined in points 4.2.4.5. and 4.3.2.5. respectively.

• 4.4.2. The weighted CO2 values shall be calculated as follows:

• 4.4.2.1. For testing in accordance with point 4.2.4.2.1.: Equation Ap3-22: Image omitted; see official source where: M = mass emission of CO2 in grams per kilometre, M1 = mass emission of CO2 in grams per kilometre with a fully charged electrical energy/power storage device, M2 = mass emission of CO2 in grams per kilometre with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), De = electric range of the vehicle determined according to the procedure described in Appendix 3.3., where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state, Dav = average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm³; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax ≥ 130 km/h.

• 4.4.2.2. For testing in accordance with point 4.2.4.2.2.: Equation Ap3-23: Image omitted; see official source where: M = mass emission of CO2 in grams per kilometre, M1 = mass emission of CO2 in grams per kilometre with a fully charged electrical energy/power storage device, M2 = mass emission of CO2 in grams per kilometre with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), Dovc = OVC range according to the procedure described in Appendix 3.3. Dav = average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm³; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax ≥ 130 km/h.

• 4.4.3. The fuel consumption values shall be:

Equation Ap3-24:

Image omitted; see official source

and

Equation Ap3-25:

Image omitted; see official source

(l/100 km)

where:

Dtest1 and Dtest2	=	the actual distances driven in the tests performed under Conditions A (point 4.2.) and B (point 4.3.) respectively.
---	---	---
c1 and c2	=	test results determined in points 4.2.4.5. and 4.3.2.5. respectively.

• 4.4.4. The weighted fuel consumption values shall be calculated as follows:

• 4.4.4.1. For testing in accordance with point 4.2.4.2.1.: Equation Ap3-26: Image omitted; see official source where: C = fuel consumption in l/100 km, C1 = fuel consumption in l/100 km with a fully charged electrical energy/power storage device, C2 = fuel consumption in l/100 km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), De = electric range of the vehicle determined according to the procedure described in Appendix 3.3., where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state, Dav = average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm³; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax ≥ 130 km/h.

• 4.4.4.2. For testing in accordance with point 4.2.4.2.2.: Equation Ap3-27: Image omitted; see official source where: C = fuel consumption in l/100 km, C1 = fuel consumption in l/100 km with a fully charged electrical energy/power storage device, C2 = fuel consumption in l/100 km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), Dovc = OVC range according to the procedure described in Appendix 3.3., Dav = average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm³; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax ≥ 130 km/h.

• 4.4.5. The electric energy consumption values shall be:

Equation Ap3-28:

Image omitted; see official source

and

Equation Ap3-29:

Image omitted; see official source

(Wh/km)

where:

Dtest1 and Dtest2	=	the actual distances driven in the tests performed under Conditions A (point 4.2.) and B (point 4.3.) respectively, and
---	---	---
e1 and e4	=	test results determined in points 4.2.6. and 4.3.6. respectively.

• 4.4.6. The weighted electric energy consumption values shall be calculated as follows:

• 4.4.6.1. For testing in accordance with point 4.2.4.2.1.: Equation Ap3-30: Image omitted; see official source where: E = electric consumption Wh/km, E1 = electric consumption Wh/km with a fully charged electrical energy/power storage device, E4 = electric consumption Wh/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), De = electric range of the vehicle determined according to the procedure described in Appendix 3.3., where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state, Dav = average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm³; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax ≥ 130 km/h.

• 4.4.6.2. For testing in accordance with point 4.2.4.2.2.: Equation Ap3-31: Image omitted; see official source where: E = electric consumption Wh/km, E1 = electric consumption Wh/km with a fully charged electrical energy/ power storage device, E4 = electric consumption Wh/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), Dovc = OVC range according to the procedure described in Appendix 3.3., Dav = average distance between two battery recharges, Dav =: — 4 km for an L-category vehicle with an engine capacity of < 150 cm³; — 6 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax < 130 km/h; — 10 km for an L-category vehicle with an engine capacity of ≥ 150 cm³ and vmax ≥ 130 km/h.

• 5.1. The test vehicle shall be preconditioned by conducting the applicable type I test cycle in combination with the applicable gear-shifting prescriptions in point 4.5.5. of Annex II.

• 5.1.1. Carbon dioxide (CO2) emissions and fuel consumption shall be determined separately for parts 1, 2 and 3, if applicable, of the applicable driving cycle in Appendix 6 to Annex II.

• 5.2. For preconditioning, at least two consecutive complete driving cycles shall be carried out without intermediate soak, using the applicable driving cycle and gear-shifting prescriptions set out in point 4.5.5. of Annex II.

• 5.3. Test results

• 5.3.1. The test results (fuel consumption C (l/100 km for liquid fuels or kg/100 km for gaseous fuels) and CO2-emission M (g/km)) of this test shall be corrected in line with the energy balance ΔEbatt of the battery of the vehicle.

The corrected values C0 (l/100 km or kg/100 km) and M0 (g/km) shall correspond to a zero energy balance (ΔEbatt = 0) and shall be calculated using a correction coefficient determined by the manufacturer for storage systems other than electric batteries as follows: ΔEbatt shall represent ΔEstorage, the energy balance of the electric energy storage device.

• 5.3.1.1. The electricity balance Q (Ah), measured using the procedure in Appendix 3.2. to this Appendix, shall be used as a measure of the difference between the vehicle battery’s energy content at the end of the cycle and that at the beginning of the cycle. The electricity balance is to be determined separately for the individual parts 1, 2 and 3, if applicable, of the type I test cycle in Annex II.

• 5.3.2. the uncorrected measured values C and M may be taken as the test results under the following conditions:

• (a) the manufacturer can demonstrate to the satisfaction of the approval authority that there is no relation between the energy balance and fuel consumption,

• (b) ΔEbatt always corresponds to a battery charging,

• (c) ΔEbatt always corresponds to a battery discharging and ΔEbatt is within 1 percent of the energy content of the consumed fuel (i.e. the total fuel consumption over one cycle).

The change in battery energy content ΔEbatt shall be calculated from the measured electricity balance Q as follows:

Equation Ap3-32:

Image omitted; see official source

where:

ETEbatt	=	the total energy storage capacity of the battery (MJ) and
---	---	---
Vbatt	=	the nominal battery voltage (V).

• 5.3.3. Fuel consumption correction coefficient (Kfuel) defined by the manufacturer

• 5.3.3.1.The fuel consumption correction coefficient (Kfuel) shall be determined from a set of n measurements, which shall contain at least one measurement with Qi < 0 and at least one with Qj > 0.

• If this second measurement cannot be taken on the applicable test type I driving cycle used in this test, the technical service shall judge the statistical significance of the extrapolation necessary to determine the fuel consumption value at ΔEbatt = 0 to the satisfaction of the approval authority.

• 5.3.3.2.The fuel consumption correction coefficient (Kfuel) shall be defined as:

• Equation Ap3-33:

Image omitted; see official source

(l/100 km/Ah)

• where:

Ci	=	fuel consumption measured during i-th manufacturer’s test (l/100 km or kg/100km),
---	---	---
Qi	=	electricity balance measured during i-th manufacturer’s test (Ah),
---	---	---
n	=	number of data.

• The fuel consumption correction coefficient shall be rounded to four significant figures (e.g. 0.xxxx or xx.xx). The technical service shall judge the statistical significance of the fuel consumption correction coefficient to the satisfaction of the approval authority.

• 5.3.3.3.Separate fuel consumption correction coefficients shall be determined for the fuel consumption values measured over parts 1, 2 and 3, if applicable, of the type I test cycle in Annex II.

• 5.3.4. Fuel consumption at zero battery energy balance (C0)

• 5.3.4.1.Fuel consumption C0 at ΔEbatt = 0 is determined by the following equation:

• Equation Ap3-34:

Image omitted; see official source

(l/100 km or kg/100 km)

• where:

C	=	fuel consumption measured during test (l/100 km for liquid fuels and kg/100 km for gaseous fuels),

| | | |

| --- | --- | --- | | Q | = | electricity balance measured during test (Ah). |

• 5.3.4.2.Fuel consumption at zero battery energy balance shall be determined separately for the fuel consumption values measured over parts 1, 2 or 3, if applicable, of the type I test cycle in Annex II.

• 5.3.5. CO2-emission correction coefficient (KCO2) defined by the manufacturer

• 5.3.5.1.The CO2-emission correction coefficient (KCO2) shall be determined as follows from a set of n measurements, which shall contain at least one measurement with Qi < 0 and at least one with Qj > 0.