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

• If this second measurement cannot be taken on the driving cycle used in this test, the technical service shall judge the statistical significance of the extrapolation necessary to determine the CO2-emission value at ΔEbatt = 0 to the satisfaction of the approval authority.

• 5.3.5.2.The CO2-emission correction coefficient (KCO2) is defined as:

• Equation Ap3-35:

Image omitted; see official source

(g/km/Ah)

• where:

Mi	=	CO2-emission measured during i-th manufacturer’s test (g/km),
---	---	---
Qi	=	electricity balance during i-th manufacturer’s test (Ah),
---	---	---
n	=	number of data.

• The CO2-emission 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 CO2-emission correction coefficient to the satisfaction of the approval authority.

• 5.3.5.3.Separate CO2-emission correction coefficients shall be determined for the fuel consumption values measured over parts 1, 2 and 3, if applicable, of the type driving cycle in Annex II.

• 5.3.6. CO2-emission at zero battery energy balance (M0)

• 5.3.6.1.The CO2-emission M0 at ΔEbatt = 0 is determined by the following equation:

• Equation Ap3-36:

Image omitted; see official source

(g/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).

• 5.3.6.2.CO2 emissions at zero battery energy balance shall be determined separately for the CO2 emission values measured over part 1, 2 and 3, if applicable, of the type I test cycle set out in Appendix 6 to Annex II.

• 6.1. These vehicles shall be tested in hybrid mode in accordance with Appendix 1, using the applicable driving cycle and gear-shifting prescriptions in point 4.5.5. of Annex II. If several hybrid modes are available, the test shall be carried out in the mode that is automatically set after the ignition key is turned on (normal mode).

• 6.1.1. Carbon dioxide (CO2) emissions and fuel consumption shall be determined separately for parts 1, 2 and 3 of the type I test cycle in Annex II.

• 6.2. For preconditioning, at least two consecutive complete driving cycles shall be carried out without intermediate soak, using the applicable type I test cycle and gear-shifting prescriptions in Annex II.

• 6.3. Test results

• 6.3.1. The fuel consumption C (l/100 km) and CO2-emission M (g/km)) results 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 for liquid fuels or kg/100 km for gaseous fuels) and M0 (g/km)) shall correspond to a zero energy balance (ΔEbatt = 0), and are to be calculated using a correction coefficient determined by the manufacturer as defined in 6.3.3 and 6.3.5.

For storage systems other than electric batteries, ΔEbatt shall represent ΔEstorage, the energy balance of the electric energy storage device.

• 6.3.1.1. The electricity balance Q (Ah), measured using the procedure in Appendix 3.2., 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 parts 1, 2 and 3 of the applicable type I test cycle set out in Annex II.

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

• (a) the manufacturer can prove 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 can be calculated from the measured electricity balance Q as follows: Equation Ap3-37: Image omitted; see official source where: ETEbatt = the total energy storage capacity of the battery (MJ), and Vbatt = the nominal battery voltage(V).

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

• 6.3.3.1.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 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.

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

• Equation Ap3-38:

Image omitted; see official source

in (l/100 km/Ah)

• where:

Ci	=	fuel consumption measured during i-th manufacturer’s test (l/100 km for liquid fuels and kg/100 km for gaseous fuels)
---	---	---
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 statistical significance of the fuel consumption correction coefficient shall be judged by the technical service to the satisfaction of the approval authority.

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

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

• 6.3.4.1.The fuel consumption C0 at ΔEbatt = 0 is determined by the following equation:

• Equation AP-39:

Image omitted; see official source

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

• where:

C	=	fuel consumption measured during test (in l/100 km or kg/100 km)

| | | |

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

- 6.3.4.2.Fuel consumption at zero battery energy balance shall be determined separately for the fuel consumption values measured over parts 1, 2 and 3, if applicable, for the type I test cycle set out in Annex II.

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

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

- If this second measurement cannot be taken on the type I test cycle used in this test, the technical service shall judge the statistical significance of the extrapolation necessary to determine the CO2-emission value at ΔEbatt = 0 to the satisfaction of the approval authority.

- 6.3.5.2.The CO2-emission correction coefficient (KCO2) shall be defined as:

- Equation AP-40:

Image omitted; see official source

in (g/km/Ah)

• where:

Mi	=	CO2-emission measured during i-th manufacturer’s test (g/km)
---	---	---
Qi	=	electricity balance during i-th manufacturer’s test (Ah)
---	---	---
N	=	number of data

• The CO2-emission correction coefficient shall be rounded to four significant figures (e.g. 0.xxxx or xx.xx). The statistical significance of the CO2-emission correction coefficient shall be judged by the technical service to the satisfaction of the approval authority.

- 6.3.5.3.Separate CO2-emission correction coefficients shall be determined for the fuel consumption values measured over parts 1, 2 and 3 of the applicable type I test cycle.

- 6.3.6. CO2 emission at zero battery energy balance (M0)

- 6.3.6.1.The CO2 emission M0 at ΔEbatt = 0 is determined by the following equation:

• Equation AP-41:

Image omitted; see official source

in (g/km)

• where:

C	:	fuel consumption measured during test (l/100 km)
---	---	---
Q	:	electricity balance measured during test (Ah)

• 6.3.6.2.CO2 emission at zero battery energy balance shall be determined separately for the CO2-emission values measured over parts 1, 2 and 3, if applicable, for the type I test cycle set out in Annex II.

Appendix 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

1.   State of charge (SOC) profile for OVC HEV type VII test

The SOC profiles for OVC-HEVs tested under Conditions A and B of the test type VII shall be:

1.1.   Condition A:

Figure Ap3.1-1

Condition A of the type VII test

Image omitted; see official source

• (1)initial state of charge of the electrical energy/power storage device;

• (2)discharge in accordance with point 3.2.1. or 4.2.2. of Appendix 3;

• (3)vehicle conditioning in accordance with point 3.2.2.or 4.2.3. of Appendix 3;

- (4)charge during soak in accordance with point 3.2.2.3. and 3.2.2.4. or 4.2.3.2. and 4.2.3.3. of Appendix 3;

• (5)test in accordance with point 3.2.3. or 4.2.4. of Appendix 3;

• (6)charging in accordance with point 3.2.4. or 4.2.5. of Appendix 3.

1.2.   Condition B:

Figure Ap3.1-2

Condition B of the type VII test

Image omitted; see official source

- (1)initial state of charge;

• (2)vehicle conditioning in accordance with point 3.3.1.1. or 4.3.1.1. (optional) of Appendix 3;

• (3)discharge in accordance with point 3.3.1.1. or 4.3.1.1. of Appendix 3;

- (4)soak in accordance with point 3.3.1.2. or 4.3.1.2. of Appendix 3;

- (5)test in accordance with point 3.3.2. or 4.3.2. of Appendix 3;

- (6)charging in accordance with point 3.3.3. or 4.3.3. of Appendix 3;

• (7)discharging in accordance with point 3.3.4. or 4.3.4. of Appendix 3;

• (8)charging in accordance with point 3.3.5. or 4.3.5. of Appendix 3;

Appendix 3.2

Method for measuring the electricity balance of the battery of OVC and NOVC HEV

1. Introduction

- 1.1.This Appendix sets out the method and required instrumentation for measuring the electricity balance of Off-vehicle Charging Hybrid Electric Vehicles (OVC HEV) and Not-Off-vehicle Charging Hybrid Electric Vehicles (NOVC HEV). Measurement of the electricity balance is necessary:

• (a) to determine when the battery’s minimum state of charge has been reached during the test procedure in points 3.3. and 4.3. of Appendix 3, and

- (b) to adjust the fuel consumption and CO2-emissions measurements in line with the change in battery energy content during the test, using the method in points 5.3.1.1. and 6.3.1.1. of Appendix 3.

- 1.2.The method described in this Appendix shall be used by the manufacturer for taking the measurements to determine the correction factors Kfuel and KCO2, as defined in points 5.3.3.2., 5.3.5.2., 6.3.3.2., and 6.3.5.2. of Appendix 3.

• The technical service shall check whether these measurements have been taken in accordance with the procedure described in this Appendix.

• 1.3.The method described in this Appendix shall be used by the technical service for measuring the electricity balance Q, as defined in the relevant points of Appendix 3.

• 2.1.During the tests described in points 3 to 6 of Appendix 3, the battery current shall be measured using a current transducer of the clamp-on or the closed type. The current transducer (i.e. the current sensor without data acquisition equipment) shall have a minimum accuracy of 0,5 percent of the measured value or 0,1 percent of the maximum value of the scale.

• Original equipment manufacturer diagnostic testers are not to be used for the purpose of this test.

• 2.1.1. The current transducer shall be fitted on one of the wires directly connected to the battery. To make it easier to measure the battery current with external equipment, the manufacturer shall integrate appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is obliged to support the technical service by providing the means to connect a current transducer to the wires connected to the battery as described in point 2.1.

- 2.1.2. The output of the current transducer shall be sampled with a minimum sample frequency of 5 Hz. The measured current shall be integrated over time, yielding the measured value of Q, expressed in Ampere hours (Ah).

• 2.1.3. The temperature at the location of the sensor shall be measured and sampled with the same sample frequency as the current, so that this value can be used for possible compensation of the drift of current transducers and, if applicable, the voltage transducer used to convert the output of the current transducer.

• 2.2.The technical service shall be provided with a list of the instrumentation (manufacturer, model number, serial number) used by the manufacturer for determining the correction factors Kfuel and KCO2 set out in Appendix 3 and the last calibration dates of the instruments, where applicable.

3. Measurement procedure

• 3.1.Measurement of the battery current shall start at the beginning of the test and end immediately after the vehicle has driven the complete driving cycle.

• 3.2.Separate values of Q shall be logged over the parts (cold/warm or phase 1 and, if applicable, phases 2 and 3) of the type I test cycle set out in Annex II.

Appendix 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. Measurement of the electric range

• 1.1.The following test method set out in point 4 shall be used to measure the electric range, expressed in km, of vehicles powered by an electric power train only or the electric range and OVC range of vehicles powered by a hybrid electric powertrain with off-vehicle charging (OVC HEV) as defined in Appendix 3.

• 1.2.Category L1e vehicles designed to pedal referred to in Annex I to Regulation (EU) No 168/2013 and in point 1.1.2. of Annex XIX to Regulation (EU) No 3/2014 shall be exempted from the electric range test.

Parameters, units and accuracy of measurements shall be as follows:

Table Ap3.3.-1

Parameters, units and accuracy of measurements

Parameter	Unit	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

3.1.   Condition of the vehicle

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

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

• 3.1.3.The lighting and signalling and auxiliary devices shall be off, except those required for the testing and usual daytime operation of the vehicle.

• 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.

• 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.

• 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.

3.2.   Climatic conditions

For testing performed outdoors, the ambient temperature shall be between 278,2 K and 305,2 K (5 °C and 32 °C).

The indoor testing shall be performed at a temperature of between 275,2 K and 303,2 K (2 °C and 30 °C).

The test method includes the following steps:

• (a) initial charge of the battery;

• (b) application of the cycle and measurement of the electric range.

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

4.1.   Initial charge of the battery

Charging the battery consists of the following procedure:

• 4.1.1. The ‘initial charge’ of the battery means the first charge of the battery, on reception of the vehicle. Where several combined tests or measurements are carried out consecutively, the first charge shall be an ‘initial charge’ and the subsequent charges may follow the ‘normal overnight charge’ procedure set out in 3.2.2.4. of Appendix 3.

• 4.1.2. Discharge of the battery

• 4.1.2.1. For pure electric vehicles:

• 4.1.2.1.1. The procedure starts with the discharge of the battery of the vehicle while driving (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 percent ± 5 percent of the maximum design vehicle speed, which is to be determined according to the test procedure in Appendix 1 to Annex X.

• 4.1.2.1.2. Discharging shall stop under any of the following conditions:
• (a) when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed;
• (b) when the standard on-board instrumentation indicates that the vehicle should be stopped;
• (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.

• 4.1.2.2. For externally chargeable hybrid electric vehicles (OVC HEV) without an operating mode switch as defined in Appendix 3:

• 4.1.2.2.1. The manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric operating state.

• 4.1.2.2.2. The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:
• — at a steady speed of 50 km/h until the fuel-consuming engine of the HEV 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.

• 4.1.2.3. For externally chargeable hybrid electric vehicles (OVC HEV) with an operating mode switch as defined in Appendix 3:

• 4.1.2.3.1. If the mode switch does not have a pure electric position, the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric operating state.

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

• 4.1.2.3.3. Discharging 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. 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.

• 4.1.2.3.4. If the vehicle is not equipped with a pure electric operating state, the electrical energy/power storage device shall be discharged by driving the vehicle (on the test track, on a chassis dynamometer, etc.):
• — at a steady speed of 50 km/h until the fuel-consuming engine of the HEV starts up; or
• — 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); or
• — in accordance with the manufacturer’s recommendation. The fuel-consuming engine shall be stopped within ten seconds of being automatically started.

• 4.1.3. Normal overnight charge

For a pure electric vehicle, the battery shall be charged according to the normal overnight charge procedure, as defined in point 2.4.1.2. of Appendix 2, for a period not exceeding twelve hours.

For an OVC HEV, the battery shall be charged according to the normal overnight charge procedure as described in point 3.2.2.4. of Appendix 3.

4.2.   Application of the cycle and measurement of the range

• 4.2.1. For pure electric vehicles:

• 4.2.1.1. The test sequence set out in the Appendices shall be carried out on a chassis dynamometer adjusted as described in Annex II, until the test criteria are met.

• 4.2.1.2. The test criteria shall be deemed as having been met when the vehicle is unable to meet the target curve up to 50 km/h, or when the standard on-board instrumentation indicates that the vehicle should be stopped.

The vehicle shall then be slowed to 5 km/h without braking by releasing the accelerator pedal, and then stopped by braking.

- 4.2.1.3. At speeds of over 50 km/h, when the vehicle does not reach the acceleration or speed required for the test cycle, the accelerator pedal shall remain fully depressed, or the accelerator handle shall be turned fully, until the reference curve has been reached again.

- 4.2.1.4. Up to three interruptions, of no more than 15 minutes in total, are permitted between test sequences.

• 4.2.1.5. The distance covered in km (De) is the electric range of the electric vehicle. It shall be rounded to the nearest whole number.

- 4.2.2. For hybrid electric vehicles:

• 4.2.2.1.1. The applicable type I test cycle and accompanying gearshift arrangements, as set out in point 4.5.5. of Annex II shall be carried out on a chassis dynamometer adjusted as described in Annex II, until the test criteria are met.

• 4.2.2.1.2. To measure the electric range, the test criteria shall be deemed as having been met when the vehicle is unable to meet the target curve up to 50 km/h, or when the standard on-board instrumentation indicates that the vehicle should be stopped, or when the battery has reached its minimum state of charge. The vehicle shall then be slowed to 5 km/h without braking by releasing the accelerator pedal, and then stopped by braking.

- 4.2.2.1.3. At speeds of over 50 km/h, when the vehicle does not reach the acceleration or speed required for the test cycle, the accelerator pedal shall remain fully depressed until the reference curve has been reached again.

- 4.2.2.1.4. Up to three interruptions, of no more than 15 minutes in total, are permitted between test sequences.

• 4.2.2.1.5. The distance covered in km using the electrical motor only (De) is the electric range of the hybrid electric vehicle. It shall be rounded to the nearest whole number. Where the vehicle operates both in electric and in hybrid mode during the test, the periods of electric-only operation will be determined by measuring current to the injectors or ignition.

4.2.2.2.   Determining the OVC range of a hybrid electric vehicle

- 4.2.2.2.1.The applicable type I test cycle and accompanying gearshift arrangements, as set out in point 4.4.5. of Annex II, shall be carried out on a chassis dynamometer adjusted as described in Annex II, until the test criteria are met.

• 4.2.2.2.2.To measure the OVC range DOVC, the test criteria shall be deemed as having been met when the battery has reached its minimum state of charge according to the criteria in points 3.2.3.2.2.2. or 4.2.4.2.2.2. of Appendix 3. Driving shall be continued until the final idling period in the type I test cycle has been completed.

• 4.2.2.2.3.Up to three interruptions, of no more than fifteen minutes in total, are permitted between test sequences.

• 4.2.2.2.4.The total distance driven in km, rounded to the nearest whole number, shall be the OVC range of the hybrid electric vehicle.

• 4.2.2.3. At speeds of over 50 km/h, when the vehicle does not reach the acceleration or speed required for the test cycle, the accelerator pedal shall remain fully depressed, or the accelerator handle shall be turned fully, until the reference curve has been reached again.

• 4.2.2.4. Up to three interruptions, of no more than 15 minutes in total, are permitted between test sequences.

• 4.2.2.5. The distance covered in km (DOVC) is the electric range of the hybrid electric vehicle. It shall be rounded to the nearest whole number.

ANNEX VIII

Test type VIII requirements: OBD environmental tests

- 1.1.This Annex describes the procedure for type VIII testing on environmental on-board diagnostics (OBD). The procedure describes methods for checking the function of the OBD system on the vehicle by simulating failure of emission-relevant components in the powertrain management system and emission-control system.

• 1.2.The manufacturer shall make available the defective components or electrical devices to be used to simulate failures. When measured over the appropriate test type I cycle, such defective components or devices shall not cause the vehicle emissions to exceed by more than 20 percent the OBD thresholds set out in Annex VI(B) to Regulation (EU) No 168/2013. For electrical failures (short/open circuit), the emissions may exceed the limits of set out in Annex VI(B) to Regulation (EU) No 168/2013 by more than twenty per cent.

• When the vehicle is tested with the defective component or device fitted, the OBD system shall be approved if the MI is activated. The OBD system shall also be approved if the MI is activated below the OBD threshold limits.

• 1.3.When the vehicle is tested with the defective component or device fitted, the OBD system shall be approved if the malfunction indicator is activated. The system shall also be approved if the indicator is activated below the OBD thresholds.

2.1.   OBD stage I

The test procedures in this Annex shall be mandatory for L-category vehicles equipped with an OBD stage I system as referred to in Article 19 of and Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance with all provisions of this Annex except those relating to OBD stage II requirements referred to in point 2.2.

2.2.   OBD stage II

• 2.2.1.An L-category vehicle may be equipped with an OBD stage II system at the choice of the manufacturer.

- 2.2.2.In such cases, the test procedures of this Annex may be used by the manufacturer to demonstrate voluntary compliance with OBD II requirements. This concerns in particular the applicable points listed in Table 7-1

Table 7-1

OBD stage II functions and associated requirements in points of this Annex and its Appendix 1

Topic	Points
Catalytic converter monitoring	8.3.1.1., 8.3.2.1.
EGR system monitoring	8.3.3.
Misfire detection	8.3.1.2.
NOx after-treatment system monitoring	8.4.3.
Oxygen sensor deterioration	8.3.1.3.
Particulate filter	8.3.2.2.
Particulate matter (PM) monitoring	8.4.4.

3.1.   Test vehicle

- 3.1.1.The environmental OBD verification and demonstration tests shall be carried out on a test vehicle, that shall be properly maintained and used, dependent on the chosen durability test method set-out in Article 23(3) of Regulation (EU) No 168/2013 using the test procedures set-out in this Annex and in Annex II:

• 3.1.2.In case of applying the durability test procedure set out in Article 23(3)(a) or 23(3)(b) of Regulation (EU) No 168/2013, or set out in point 3.6. of Annex VI to this Regulation, the test vehicles shall be equipped with the aged emission components used for durability tests as well as for the purposes of this Annex and the OBD environmental tests shall be finally verified and reported at the conclusion of the Type V durability testing. At the request of the manufacturer, a suitable aged and representative vehicle may be used for these OBD demonstrations test.

- 3.1.3.In case the OBD demonstration test requires emission measurements, the type VIII test shall be carried out on the test vehicles used for the type V durability test in Annex V. Type VIII tests shall be finally verified and reported at the conclusion of the type V durability testing.

- 3.1.4.In case of applying the durability test procedure set out in Article 23(3c) of Regulation (EU) No 168/2013, the applicable deterioration factors set out in part B of Annex VII to that Regulation shall be multiplied with the emission test results.

• 3.2. The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding the OBD threshold in Part B of Annex VI to Regulation (EU) No 168/2013 or any powertrain fault that triggers an operation mode that significantly reduces torque in comparison with normal operation.

- 3.3. The test type I data in the test report referred to in Article 32(1) of Regulation (EU) No 168/2013, including the used dynamometer settings and applicable emission laboratory test cycle, shall be provided for reference.

• 3.4. The list with PCU/ECU malfunctions shall be provided pursuant to the requirements referred to in Number C11 of Annex II of Regulation (EU) No 168/2013 as follows:

• 3.4.1. for each malfunction that leads to the OBD emission thresholds set out in Part B of Annex VI to Regulation (EU) No 168/2013 in both non-defaulted and defaulted driving mode being exceeded. The emission laboratory test results shall be reported in those additional columns in the format of the information document referred to in Article 27(4) of Regulation (EU) No 168/2013;

• 3.4.2. for short descriptions of the methods used to simulate the emission-relevant malfunctions, as referred to in points 1.1., 8.3.1.1. and 8.3.1.3.

• 4.1.The testing of OBD systems consists of the following phases:

• 4.1.1. Simulation of malfunction of a component of the powertrain management or emission-control system;

• 4.1.2. Preconditioning of the vehicle (in addition to the preconditioning specified in point 5.2.4. of Annex II) with a simulated malfunction that will lead to the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 being exceeded;

• 4.1.3. Driving the vehicle with a simulated malfunction over the applicable type I test cycle and measuring the emissions of the vehicle, as follows:
• 4.1.3.1. For OVC vehicles, the pollutant emissions shall be measured under the same conditions as specified for Condition B of the type I test (points 3.3. and 4.3.).
• 4.1.3.2. For NOVC vehicles, the pollutant emissions shall be measured under the same conditions as in the type I test;

• 4.1.4. Determining whether the OBD system reacts to the simulated malfunction and alerts the vehicle driver to it in an appropriate manner.

• 4.2.Alternatively, at the request of the manufacturer, malfunction of one or more components may be electronically simulated in accordance with the requirements laid down in point 8.

• 4.3.Manufacturers may request that monitoring take place outside the type I test cycle if it can be demonstrated to the approval authority that the monitoring conditions of the type I test cycle would be restrictive when the vehicle is used in service.

• 4.4.For all demonstration testing, the Malfunction Indicator (MI) shall be activated before the end of the test cycle.

5.1.   Test vehicle

The test vehicles shall meet the requirements of point 2 of Annex VI.

• 5.2. The manufacturer shall set the system or component for which detection is to be demonstrated at or beyond the criteria limit prior to operating the vehicle over the emissions test cycle appropriate for the classification of the L-category vehicle. To determine correct functionality of the diagnostic system, the L-category vehicle shall then be operated over the appropriate type I test cycle according to its classification set out in point 4.3. of Annex II.

• 5.3. Test fuel

The appropriate reference fuel as described in Appendix 2 to Annex II shall be used for testing. For mono-fuelled and bi-fuelled gas vehicles, the fuel type for each failure mode to be tested may be selected by the approval authority from the reference fuels described in Appendix 2 to Annex II. The selected fuel type shall not be changed during any of the test phases. Where LPG or NG/biomethane for alternative fuel vehicles are used as a fuel, the engine may be started on petrol and switched to LPG or NG/biomethane (automatically and not by the driver) after a pre-determined period of time.

• 6.1.The test temperature and ambient pressure shall meet the requirements of the type I test as set out in Annex II.

7.1.   Chassis dynamometer

The chassis dynamometer shall meet the requirements of Annex II.

• 8.1. The operating test cycle on the chassis dynamometer shall meet the requirements of Annex II.

• 8.1.1. The Type I test need not be performed for the demonstration of electrical failures (short/open circuit). The manufacturer may demonstrate these failure modes using driving conditions in which the component is used and the monitoring conditions are encountered. Those conditions shall be documented in the type approval documentation.

• 8.2. Vehicle preconditioning

• 8.2.1.According to the propulsion type and after introduction of one of the failure modes referred to in point 8.3., the vehicle shall be preconditioned by driving at least two consecutive appropriate type I tests. For vehicles equipped with a compression-ignition engine, additional preconditioning of two appropriate type I test cycles is permitted.

• 8.2.2.At the request of the manufacturer, alternative preconditioning methods may be used.

• 8.2.3.The use of additional preconditioning cycles or alternative preconditioning methods shall be documented in the type approval documentation.

• 8.3. Failure modes to be tested

• 8.3.1.For positive-ignition propelled vehicles:

• 8.3.1.1. Replacement of the catalytic converter type with a deteriorated or defective catalytic converter or electronic simulation of such a failure;

• 8.3.1.2. Engine misfire conditions in line with those for misfire monitoring referred to in Annex II (C11) to Regulation (EU) No 168/2013;

• 8.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective sensor or electronic simulation of such a failure;

• 8.3.1.4. Electrical disconnection of any other emission-related component connected to a powertrain control unit / engine control unit (if active on the selected fuel type);

• 8.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). For this specific failure mode, the type I test need not be performed.

- 8.3.2.For vehicles equipped with a compression-ignition engine:

- 8.3.2.1. Replacement of the catalytic converter type, where fitted, with a deteriorated or defective catalytic converter or electronic simulation of such a failure;

• 8.3.2.2. Total removal of the particulate filter, where fitted, or, where sensors are an integral part of the filter, a defective filter assembly;

- 8.3.2.3. Electrical disconnection of any electronic fuel quantity and timing actuator in the fuelling system;

• 8.3.2.4. Electrical disconnection of any other emission-related or functional safety-relevant component connected to any control unit of the powertrain, the propulsion units or the drive train;

- 8.3.2.5. In meeting the requirements of points 8.3.2.3. and 8.3.2.4. and with the agreement of the approval authority, the manufacturer shall take appropriate steps to demonstrate that the OBD system will indicate a fault when disconnection occurs.

• 8.3.3.The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler, where fitted, are detected by the OBD system during its approval test.

• 8.3.4.Any powertrain malfunction that triggers any operating mode which significantly reduces engine torque (i.e. by 10 % or more in normal operation) shall be detected and reported by the powertrain / engine control system.

• 8.4. OBD system environmental verification tests

• 8.4.1.Vehicles fitted with positive-ignition engines:

• 8.4.1.1. After vehicle preconditioning in accordance with point 8.2., the test vehicle is driven over the appropriate type I test. The malfunction indicator shall activate before the end of this test under any of the conditions given in points 8.4.1.2. to 8.4.1.6. The MI may also be activated during preconditioning. The approval authority may substitute those conditions with others in accordance with point 8.4.1.6. However, the total number of failures simulated shall not exceed four for the purpose of type-approval. For bi-fuelled gas vehicles, both fuel types shall be used within the maximum of four simulated failures at the discretion of the approval authority;

• 8.4.1.2. Replacement of a catalytic converter type with a deteriorated or defective catalytic converter or electronic simulation of a deteriorated or defective catalytic converter that results in emissions exceeding the THC OBD threshold, or if applicable the NMHC OBD threshold, in Part B of Annex VI to Regulation (EU) No 168/2013;

• 8.4.1.3. An induced misfire condition in line with those for misfire monitoring referred to in Annex II (C11) of Regulation (EU) No 168/2013 that results in emissions exceeding any of the OBD thresholds given in Part B of Annex VI to Regulation (EU) No 168/2013;

- 8.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a deteriorated or defective oxygen sensor that results in emissions exceeding any of OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013;

- 8.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type);

• 8.4.1.6. Electrical disconnection of any other emission-related powertrain component connected to a powertrain control unit / engine control unit / drive train control unit that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 or triggers an operation mode with significantly reduced torque as compared with normal operation.

• 8.4.2.Vehicles fitted with compression-ignition engines.

• 8.4.2.1. After vehicle preconditioning in accordance with point 8.2., the test vehicle is driven in the applicable type I test. The malfunction indicator shall activate before the end of this test under any of the conditions in points 8.4.2.2. to 8.4.2.5. The approval authority may substitute those conditions by others in accordance with point 8.4.2.5. However, the total number of failures simulated shall not exceed four for the purposes of type-approval;

• 8.4.2.2. Replacement of a catalytic converter type, where fitted, with a deteriorated or defective catalytic converter or electronic simulation of a deteriorated or defective catalytic converter that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013;

• 8.4.2.3. Total removal of the particulate filter, where fitted, or replacement of the particulate filter with a defective particulate filter meeting the conditions laid down in point 8.4.2.2. that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013.

• 8.4.2.4. With reference to point 8.3.2.5., disconnection of any electronic fuel quantity and timing actuator in the fuelling system that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013;

• 8.4.2.5. With reference to point 8.3.2.5., disconnection of any other powertrain component connected to a powertrain control unit / engine control / drive train control unit that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation (EU) No 168/2013 or that triggers an operation mode with a significantly reduced torque as compared with normal operation.

• 8.4.3.Replacement of the NOx after-treatment system, where fitted, with a deteriorated or defective system or electronic simulation of such a failure.

- 8.4.4.Replacement of the particulate matter monitoring system, where fitted, with a deteriorated or defective system or electronic simulation of such a failure.

ANNEX IX

Test type IX requirements: sound level

| Appendix Number | Appendix title |

| --- | --- | | 1 | Sound level test requirements for powered cycles and two-wheel mopeds (category L1e) | | 2 | Sound level test requirements for motorcycles (categories L3e and L4e) | | 3 | Sound level test requirements for three-wheel mopeds, tricycles and quadricycles (categories L2e, L5e, L6e and L7e) | | 4 | Test track specification |

1. Introduction

This Annex describes the procedure for type IX testing, as referred to in Part A of Annex V to Regulation (EU) No 168/2013. It lays down specific provisions regarding permissible sound level test procedures for L-category vehicles.

• 2.1.Durability requirements of the noise abatement system shall be regarded as fulfilled if the vehicle complies with the requirements regarding conditioning of the test vehicle set-out in this Annex. In addition for vehicles equipped with silencers containing absorbent fibrous materials the relevant test procedure set-out in this Annex shall be conducted to demonstrate durability of the noise abatement system.

• 2.2.When the EU has acceded to:

UNECE regulation No 9: Uniform provisions concerning the approval of three-wheel vehicles or quadricycles with regard to noise;

UNECE regulation No 41 ([^E0055]): Uniform provisions concerning the approval of motorcycles with regard to noise;

UNECE regulation No 63: Uniform provisions concerning the approval of mopeds with regard to noise;

UNECE regulation No 92: Uniform provisions concerning the approval of non-original replacement exhaust silencing systems (RESS) for motorcycles, mopeds and three-wheel vehicles;

• the corresponding provisions of this Annex will become obsolete and vehicles of the applicable sub-category as listed in Table 8-1 shall comply with the requirements of the corresponding UNECE Regulation, including as regards sound limits:

Table 8-1

L-category vehicle sub-categories and the applicable UNECE regulations regarding sound requirements

Vehicle (sub-)category	Vehicle category name	Applicable test procedure
L1e-A	Powered cycle	UNECE regulation No 63
L1e-B	Two-wheel moped vmax ≤ 25 km/h	UNECE regulation No 63
L1e-B	Two-wheel moped vmax ≤ 45 km/h	UNECE regulation No 63
L2e	Three-wheel moped	UNECE regulation No 9
L3e	Two-wheel motorcycle Engine capacity ≤ 80 cm3	UNECE regulation No 41
L3e	Two-wheel motorcycle 80 cm3 < Engine capacity ≤ 175 cm3	UNECE regulation No 41
L3e	Two-wheel motorcycle Engine capacity > 175 cm3	UNECE regulation No 41
L4e	Two-wheel motorcycle with side-car	UNECE regulation No 9
L5e-A	Tricycle	UNECE regulation No 9
L5e-B	Commercial tricycle	UNECE regulation No 9
L6e-A	Light on-road quad	UNECE regulation No 9
L6e-B	Light quadri-mobile	UNECE regulation No 9
L7e-A	Heavy on-road quad	UNECE regulation No 9
L7e-B	Heavy all terrain quad	UNECE regulation No 9
L7e-C	Heavy quadri-mobile	UNECE regulation No 9

• 2.3.Multi-mode noise abatement system

• 2.3.1.L-category vehicles equipped with a manually or electronically controlled, multiple mode, adjustable exhaust silencer system shall be tested in all modes.

• 2.3.2.For vehicles equipped with a noise abatement system as referred to in point 2.9.1. the reported sound pressure level shall be for the mode having the highest average sound pressure level.

• 2.4.Requirements related to anti-tampering and manually or electronically adjustable multi-mode exhaust or silencing systems

• 2.4.1.All exhaust or silencing systems shall be constructed in a way that does not easily permit removal of baffles, exit-cones and other parts functioning primarily as part of the silencing/expansion chambers. Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached so that removal causes permanent/irrecoverable damage to the exhaust silencer assembly.

• 2.4.2.Exhaust or silencing systems with manually or electronically controlled, multiple adjustable operating modes shall meet all applicable requirements in all operating modes. The reported noise levels at type-approval shall be those resulting from the mode with the highest noise levels.

• 2.4.3.The manufacturer shall not intentionally alter, adjust, or introduce any device or procedure solely for the purpose of fulfilling the sound requirements to obtain type-approval, which will not be operational during typical on-road operation.

• 3.1.The test vehicles used for type VIII sound tests and in particular the noise abatement system and components shall be representative of the vehicle type with regard to the environmental performance produced in series and placed on the market. The test vehicle shall be properly maintained and used.

• 3.2.For vehicles propelled with compressed air, the sound shall be measured at highest nominal storage pressure of the compressed air + 0 / – 15 %.

Appendix 1

Sound level test requirements for powered cycles and two-wheel mopeds (category L1e)

For the purposes of this Appendix:

• 1.1. ‘type of powered cycle or two-wheel moped as regards its sound level and exhaust system’ means L1e vehicles which do not differ in such essential respects as the following:
• 1.1.1. type of engine (two- or four-stroke, reciprocating piston engine or rotary-piston engine, number and capacity of cylinders, number and type of carburettors or injection systems, arrangement of valves, maximum net power and corresponding speed). The cubic capacity of rotary-piston engines shall deemed to be double the volume of the chamber;
• 1.1.2. Drive train, in particular the number and ratios of the gears of the transmission and the final ratio;
• 1.1.3. number, type and arrangement of exhaust systems;

• 1.2. ‘exhaust system’ or ‘silencer’ means a complete set of components necessary to limit the noise caused by a moped engine and its exhaust;
• 1.2.1. ‘original exhaust system or silencer’ means a system of the type fitted to the vehicle at the time of the environmental performance type-approval or extension of type-approval. It may be that first fitted or a replacement;
• 1.2.2. ‘non-original exhaust system or silencer’ means a system of a type other than that fitted to the vehicle at the time of the environmental performance type-approval or extension of type-approval. It may be used only as a replacement exhaust system or silencer;

• 1.3. ‘exhaust systems of differing types’ means systems which are fundamentally different in one of the following ways:
• 1.3.1. systems comprising components bearing different factory markings or trademarks;
• 1.3.2. systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size;
• 1.3.3. systems in which the operating principles of at least one component are different;
• 1.3.4. systems comprising components in different combinations;

• 1.4. ‘component of an exhaust system’ means one of the individual components which together form the exhaust system (such as exhaust pipe work, the silencer proper) and the air intake system (air filter), if any. If the engine has to be equipped with an air intake system (air filter or intake noise absorber) in order to comply with the maximum permissible sound levels, the filter or the absorber shall be treated as components having the same importance as the exhaust system.

2.1.   Noise made by the two-wheel moped in motion (measuring conditions and method for testing of the vehicle during component type-approval)

• 2.1.1. Noise limits: see Part D of Annex VI to Regulation (EU) No 168/2013.

• 2.1.2. Measuring instruments

2.1.2.1.   Acoustic measurements

The apparatus used for measuring the sound-level shall be a precision sound-level meter of the type described in International Electro-technical Commission (IEC) publication 179 Precision sound-level meters, second edition. Measurements shall be taken using the ‘fast’ response and the ‘A’ weighting also described in that publication.

At the beginning and end of each series of measurements, the sound-level meter shall be calibrated in accordance with the manufacturer’s instructions, using an appropriate noise source (e.g. piston phone).

2.1.2.2.   Speed measurements

Engine speed and moped speed on the test track shall be determined to within ± 3 %.

• 2.1.3. Conditions of measurement

2.1.3.1.   Condition of the moped

The combined weight of the rider and the test equipment used on the moped shall be between 70 kg and 90 kg. If necessary, weights shall be added to the moped to bring the combined weight up to at least 70 kg.

During the measurements, the moped shall be in running order (including coolant, oils, fuel, tools, spare wheel and rider).

Before the measurements are taken, the moped shall be brought to the normal operating temperature.

If the moped is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the sound measurements. For mopeds with more than one driven wheel, only the drive provided for normal road operation may be used. Where a moped is fitted with a sidecar, this shall be removed for the purposes of the test.

2.1.3.2.   Test site

The test site shall consist of a central acceleration section surrounded by a substantially flat test area. The acceleration section shall be flat; its surface shall be dry and such that surface noise remains low.

On the test site, the variations in the free sound field between the sound source at the centre of the acceleration section and the microphone shall not exceed 1 dB. This condition will be deemed to be met if there are no large objects which reflect sound, such as fences, rocks, bridges or buildings, within 50 m of the centre of the acceleration section. The surface covering of the test track shall conform to the requirements of Appendix 7.

The microphone shall not be obstructed in any way which could affect the sound field, and no person may stand between the microphone and the sound source. The observer taking the measurements shall so position himself as not to affect the readings of the measuring instrument.

2.1.3.3.   Miscellaneous

Measurements shall not be taken in poor atmospheric conditions. It shall be ensured that the results are not affected by gusts of wind.

For measurements, the A-weighted sound level of sound sources other than those of the vehicle to be tested and of wind effects shall be at least 10 dB(A) below the sound level produced by the vehicle. A suitable windscreen may be fitted to the microphone provided that account is taken of its effect on the microphone’s sensitivity and directional characteristics.

If the difference between the ambient noise and the noise to be measured is between 10 and 16 dB(A), the test results shall be calculated by subtracting the appropriate correction from the readings on the sound-level meter, as in the following graph:

Figure Ap1-1

Difference between ambient noise and noise to be measured

Image omitted; see official source

• 2.1.4. Method of measurement

2.1.4.1.   Nature and number of measurements

The maximum sound level expressed in A-weighted decibels (dB(A)) shall be measured as the moped travels between lines AA′ and BB′ (Figure Ap1-2). The measurement will be invalid if an abnormal discrepancy is recorded between the peak value and the general noise level. At least two measurements shall be taken on each side of the moped.

2.1.4.2.   Positioning of the microphone

The microphone shall be positioned 7,5 m ± 0,2 m from the reference line CC′ (Figure Ap1-2) of the track and 1,2 m ± 0,1 m above ground level.

2.1.4.3.   Conditions of operation

The moped shall approach line AA′ at an initial steady speed as specified in point 2.1.4.3.1 and 2.1.4.3.2. When the front of the moped reaches line AA′, the throttle shall be fully opened as quickly as practically possible and kept in that position until the rear of the moped reaches line BB′; the throttle shall then be returned as quickly as possible to the idle position.

For all measurements, the moped shall be ridden in a straight line over the acceleration section, keeping the median longitudinal plane of the moped as close as possible to line CC′.

2.1.4.3.1.   Approach speed

The moped shall approach line AA′ at a steady speed of 30 km/h or at its top speed if this is less.

2.1.4.3.2.   Selection of gear ratio

If the moped is fitted with a manual-shift gearbox, the highest gear which allows it to cross line AA′ at a speed at least half the full-power engine speed shall be selected.

If the moped has an automatic transmission, it shall be ridden at the speeds indicated in 2.1.4.3.1.

• 2.1.5. Results (test report)

• 2.1.5.1. The test report according to the template referred to Article 32(1) to Regulation (EU) No 168/2013 drawn up for the purpose of issuing the document shall indicate any circumstances and factors affecting the measurements.

• 2.1.5.2. The measurements shall be rounded to the nearest decibel.

If the figure following the decimal point is between 0 and 4, the total is rounded down and if between 5 and 9, it is rounded up.

Only measurements which vary by 2,0 dB(A) or less in two consecutive tests on the same side of the moped shall be used.

• 2.1.5.3. To take account of inaccuracies, 1,0 dB(A) shall be deducted from each value obtained in accordance with point 2.1.5.2.

• 2.1.5.4. If the average of the four measurements does not exceed the maximum permissible level for the category of moped in question, the limits laid down in point 2.1.1 will be deemed as being complied with.

This average value shall be taken as the result of the test.

Figure Ap1-2

Test for vehicle in motion

Image omitted; see official source

Figure Ap1-3

Test for stationary vehicle

Image omitted; see official source

2.2.   Noise from stationary moped (measuring conditions and method for testing of the vehicle in use)

2.2.1.   Sound-pressure level in the immediate vicinity of the moped

In order to facilitate subsequent noise tests on mopeds in use, the sound-pressure level in the immediate vicinity of the exhaust-system outlet (silencer) shall be measured in accordance with the following requirements, the result being entered in the test report drawn up for the purpose of issuing the document according to the template referred to in Article 32(1) of Regulation (EU) No 168/2013.

2.2.2.   Measuring instruments

A precision sound-level meter as defined in point 2.1.2.1 shall be used.

2.2.3.   Conditions of measurement

2.2.3.1.   Condition of the moped

Before the measurements are taken, the moped engine shall be brought to normal operating temperature. If the moped is fitted with fans with an automatic actuating mechanism, this system shall not be interfered with during the noise measurements.

During the measurements, the gearbox shall be in neutral gear. If it is impossible to disconnect the drive train, the driving wheel of the moped shall be allowed to rotate freely, e.g. by placing the vehicle on its centre stand.

2.2.3.2.   Test site (Figure Ap1-2)

Any area in which there are no significant acoustic disturbances may be used as a test site. Flat surfaces which are covered with concrete, asphalt or some other hard material and are highly reflective are suitable; surfaces consisting of earth which has been tamped down shall not be used. The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the moped (handlebars excluded). There shall be no significant obstacles, e.g. no persons other than the rider and the observer may stand within this rectangle.

The moped shall be positioned within the rectangle so that the microphone used for measurement is at least 1 m from any kerb.

2.2.3.3.   Miscellaneous

Instrument readings caused by ambient noise and wind effects shall be at least 10,0 dB(A) lower than the noise levels to be measured. A suitable windshield may be fitted to the microphone provided that account is taken of its effect on the microphone’s sensitivity.

2.2.4.   Method of measurement

2.2.4.1.   Nature and number of measurements

The maximum noise level expressed in A-weighted decibels (dB(A)) shall be measured during the period of operation laid down in point 2.2.4.3.

At least three measurements shall be taken at each measuring point.

2.2.4.2.   Positioning of the microphone (Figure Ap1-3)

The microphone shall be positioned level with the exhaust outlet or 0,2 m above the surface of the track, whichever is higher. The microphone diaphragm shall face towards the exhaust outlet at a distance of 0,5 m from it. The axis of maximum sensitivity of the microphone shall be parallel to the surface of the track at an angle of 45° ± 10° to the vertical plane of the direction of the exhaust emissions.

In relation to this vertical plane, the microphone shall be positioned on the side on which there is the maximum possible distance between the microphone and the outline of the moped (handlebars excluded).

If the exhaust system has more than one outlet at centres less than 0,3 m apart, the microphone shall face the outlet which is nearest the moped (handlebars excluded) or the outlet which is highest above the surface of the track. If the centres of the outlets are more than 0,3 m apart, separate measurements shall be taken for each of them; the highest figure recorded being taken as the test value.

2.2.4.3.   Operating conditions

The engine speed shall be held steady at:

((S)/(2)) if S is more than 5 000 rpm; or

((3S)/(4)) if S is 5 000 rpm or less,

where ‘S’ is the engine speed at which maximum power is developed.

When a constant engine speed is reached, the throttle shall be returned swiftly to the idle position. The noise level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period, the highest sound-level meter reading being taken as the test value.

2.2.5.   Results (test report)

• 2.2.5.1. The test report drawn up for the purpose of issuing the document according to the template referred to in Article 32(1) of Regulation (EU) No 168/2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary moped.

• 2.2.5.2. Values shall be read off the measuring instrument and rounded to the nearest decibel.

Only measurements which vary by 2,0 dB(A) or less in three consecutive tests will be used.

• 2.2.5.3. The highest of the three measurements shall be taken as the test result.

2.3.   Original exhaust system (silencer)

2.3.1.   Requirements for silencers containing absorbent fibrous materials

• 2.3.1.1. Absorbent fibrous material shall be asbestos-free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and meets the requirements of point 2.3.1.2, 2.3.1.3 or 2.3.1.4.

• 2.3.1.2. After removal of the fibrous material, the noise level shall comply with the requirements of point 2.1.1.

• 2.3.1.3. The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and shall comply with the following requirements:

• 2.3.1.3.1. The material shall be heated at a temperature of 923,2 ± 5 K (650 ± 5 °C) for four hours in a furnace without reduction in the average length, diameter or bulk density of the fibre;

• 2.3.1.3.2. After being heated at 923,2 ± 5 K (650 ± 5 °C) for one hour in a furnace, at least 98 % of the material shall be retained in a sieve of nominal mesh size 250 μm complying with technical standard ISO 3310-1:2000 when tested in accordance with ISO standard 2559:2011;

• 2.3.1.3.3. The material shall lose no more than 10 % of its weight after being soaked for 24 hours at 362,2 ± 5 K (90 ± 5 °C) in a synthetic condensate of the following composition:

• — 1 N hydrobromic acid (HBr): 10 ml

• — 1 N sulphuric acid (H2SO4): 10 ml

• — Distilled water to make up to 1 000 ml.

Note: The material shall be washed in distilled water and dried for one hour at 378,2 K (105 °C) before weighing.

• 2.3.1.4. Before the system is tested in accordance with point 2.1, it shall be put into normal working order by one of the following methods:

2.3.1.4.1.   Conditioning by continuous road operation

• 2.3.1.4.1.1.The minimum distance to be travelled during conditioning shall be 2 000 km.

• 2.3.1.4.1.2.50 ± 10 % of this conditioning cycle shall consist of town driving and the remainder of long-distance runs; the continuous road cycle may be replaced by a corresponding test-track programme.

• 2.3.1.4.1.3.The two types of driving shall be alternated at least six times.

• 2.3.1.4.1.4.The complete test programme shall include at least 10 breaks lasting at least three hours in order to reproduce the effects of cooling and condensation.

2.3.1.4.2.   Conditioning by pulsation

• 2.3.1.4.2.1.The exhaust system or components thereof shall be fitted to the moped or to the engine.

• In the first case, the moped shall be mounted on a roller dynamometer. In the second case, the engine shall be mounted on a test bench. The test apparatus, as shown in detail in Figure Ap1-4, is fitted at the outlet of the exhaust system. Any other apparatus giving equivalent results is acceptable.

• 2.3.1.4.2.2.The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid-action valve.

• 2.3.1.4.2.3.The valve shall open when the exhaust gas back-pressure, measured at least 100 mm downstream of the intake flange, reaches a value of between 0,35 and 0,40 bar. Should the engine characteristics prevent this, the valve shall open when the gas back-pressure reaches a level equivalent to 90 % of that which can be measured before the engine stops. It shall close when this pressure differs by no more than 10 % from its stabilised value with the valve open.

• 2.3.1.4.2.4.The time-lapse relay shall be set for the period in which exhaust gases are produced, calculated on the basis of the requirements of point 2.3.1.4.2.3.

• 2.3.1.4.2.5.Engine speed shall be 75 % of the speed (S) at which the engine develops maximum power.

• 2.3.1.4.2.6.The power indicated by the dynamometer shall be 50 % of the full-throttle power measured at 75 % of engine speed (S).

- 2.3.1.4.2.7.Any drainage holes shall be closed off during the test.

• 2.3.1.4.2.8.The entire test shall be completed within 48 hours. If necessary, a cooling period shall be allowed after each hour.

2.3.1.4.3.   Conditioning on a test bench

• 2.3.1.4.3.1.The exhaust system shall be fitted to an engine representative of the type fitted to the moped for which the system is designed, and mounted on a test bench.

• 2.3.1.4.3.2.Conditioning consists of three test-bench cycles.

• 2.3.1.4.3.3.Each test-bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation.

• 2.3.1.4.3.4.Each test-bench cycle consists of six phases. The engine conditions and duration are as follows for each phase:

Table Ap1-1

Test-bench test cycle phases

Phase	Conditions	Duration of phase (minutes)
1	Idling	6
2	25 % load at 75 % S	40
3	50 % load at 75 % S	40
4	100 % load at 75 % S	30
5	50 % load at 100 % S	12
6	25 % load at 100 % S	22
Total time:	Total time:	2 hrs. 30 mins

- 2.3.1.4.3.5.During this conditioning procedure, at the request of the manufacturer, the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the moped is running at 75 % S in top gear. The engine and moped speeds shall be determined with an accuracy of ± 3 %.

Figure Ap1-4

Test apparatus for conditioning by pulsation

Image omitted; see official source

- 1.Inlet flange or sleeve for connection to the rear of the test exhaust system.

• 2.Hand-operated regulating valve.

• 3.Compensating reservoir with a maximum capacity of 40 l and a filling time of not less than one second.

• 4.Pressure switch with an operating range of 0,05 to 2,5 bar.

• 5.Time delay switch.

• 6.Pulse counter.

• 7.Quick-acting valve, such as exhaust brake valve 60 mm in diameter, operated by a pneumatic cylinder with an output of 120 N at 4 bar. The response time, for opening and closing, must not exceed 0,5 second.

• 8.Exhaust gas evaluation.

• 9.Flexible hose.

• 10.Pressure gauge

2.3.2.   Diagram and markings

- 2.3.2.1. A diagram and a cross-sectional drawing indicating the dimensions of the exhaust system(s) shall be attached to the information document referred to in Article 27(4) of Regulation (EU) No 168/2013.

- 2.3.2.2. All original silencers shall bear at least the following:

• — the ‘e’ mark followed by the reference to the country which granted the type-approval;

• — the vehicle manufacturer’s name or trademark; and

• — the make and identifying part number in compliance with Article 39 of Regulation (EU) No 168/2013.

This reference shall be legible, indelible and visible in the position at which it is to be fitted.

• 2.3.2.3. Any packing of original replacement silencer systems shall be marked legibly with the words ‘original part’ and the make and type references linked with the ‘e’ mark, together with the reference to the country of origin.

2.3.3.   Intake silencer

If the engine intake has to be fitted with an air filter or intake silencer in order to comply with the permissible noise level, the filter or silencer shall be regarded as part of the silencer and the requirements of point 2.3 will also apply to them.

This point applies to the component type-approval, as separate technical units, of exhaust systems or components thereof intended to be fitted to one or more particular types of moped as non-original replacement parts.

3.1.   Definition

• 3.1.1. ‘Non-original replacement exhaust system or components thereof’ means any exhaust system component as defined in point 1.2 intended to be fitted to a moped to replace that of the type fitted to the moped when the information document provided for in Article 27(4) of Regulation (EU) No 168/2013 was issued.

3.2.   Application for component type-approval

• 3.2.1. Applications for component type-approval for replacement exhaust systems or components thereof as separate technical units shall be submitted by the manufacturer of the system or by his authorised representative.