Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (Text with EEA relevance)

Vehicle ground speed < 1 km/h;

The calculation shall start from when vehicle ground speed is higher than or equal to 1 km/h and include driving events during which no CO2 is emitted and where the vehicle ground speed is higher than or equal to 1 km/h.

The mass emissions MCO2,j shall be determined by integrating the instantaneous emissions in g/s as specified in Appendix 7.

Figure A8/1

Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window

Image omitted; see official source

Figure A8/2

Definition of CO2 mass based on averaging windows

Image omitted; see official source

The duration (t 2,j – t 1,j) of the j^th averaging window is determined by:

M CO2 (t 2,j) – M CO2 (t 1,j) ≥ M CO2,ref

Where:

M CO2(ti,j) is the CO2 mass measured between the test start and time t i,j, [g];

M CO2,ref is the reference CO2 mass (half of the CO2 mass emitted by the vehicle over the applicable WLTP test).

During type approval, the CO2 reference value shall be taken from the WLTP test CO2 values of the individual vehicle, obtained in accordance with UN Regulation 154, including all appropriate corrections.

For ISC or market surveillance testing purposes, the reference CO2 mass shall be obtained from the Certificate of Conformity ([^E0094]) for the individual vehicle. The value for OVC-HEV vehicles shall be obtained from the WLTP test conducted using the Charge Sustaining mode.

t 2,j shall be selected such as:

M CO2 (t 2,j – Δt) – M CO2 (t 1,j) < M CO2,ref ≤ M CO2 (t 2,j) – M CO2 (t 1,j)

Where Δt is the data sampling period.

The CO2 masses

Image omitted; see official source in the windows are calculated by integrating the instantaneous emissions calculated as specified in Appendix 7.

3.2.   Calculation of window parameters

• — The following shall be calculated for each window determined in accordance with paragraph 3.1. The distance-specific CO2 emissions MCO2,d,j;

• — The average vehicle speed Image omitted; see official source

4.1.   Introduction

The reference dynamic conditions of the test vehicle are defined from the vehicle CO2 emissions versus average speed measured at type approval on the WLTP test and referred to as ‘vehicle CO2 characteristic curve’.

• 4.2. CO2 characteristic curve reference points

During type approval, the values shall be taken from the WLTP CO2 values of the individual vehicle, obtained in accordance with UN Regulation 154, including all appropriate corrections.

For ISC or market surveillance testing purposes, the distance-specific CO2 emissions to be considered, in this paragraph for the definition of the reference curve shall be obtained from the Certificate of Conformity for the individual vehicle.

The reference points P1, P2 and P3 required to define the vehicle CO2 characteristic curve shall be established as follows:

• 4.2.1. Point P1 Image omitted; see official source Image omitted; see official source = Vehicle CO2 emissions over the Low Speed phase of the WLTP test [g/km]

• 4.2.2. Point P2 Image omitted; see official source Image omitted; see official source = Vehicle CO2 emissions over the High Speed phase of the WLTP test [g/km]

• 4.2.3. Point P3 Image omitted; see official source Image omitted; see official source = Vehicle CO2 emissions over the Extra High Speed phase of the WLTP test [g/km]

• 4.3. CO2 characteristic curve definition

Using the reference points defined in paragraph 4.2., the characteristic curve CO2 emissions are calculated as a function of the average speed using two linear sections (P1, P2) and (P2, P3). The section (P2, P3) is limited to 145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows:

For the section (P 1,P 2):

Image omitted; see official source

with:

Image omitted; see official source

and:

Image omitted; see official source

For the section (P 2,P 3):

Image omitted; see official source

with:

Image omitted; see official source

and:

Image omitted; see official source

Figure A8/3

Vehicle CO2 characteristic curve and tolerances for ICE and NOVC-HEV vehicles

Image omitted; see official source

Figure A8/4

Vehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles

Image omitted; see official source

• 4.4. Low, medium and high-speed windows

• 4.4.1.The windows shall be categorised into low, medium, and high speed bins according to their average speed.

• 4.4.1.1.Low-speed windows

Low-speed windows are characterized by average vehicle ground speeds

Image omitted; see official source

lower than 45 km/h.

• 4.4.1.2.Medium-speed windows

Medium-speed windows are characterized by average vehicle ground speeds

Image omitted; see official source

greater than or equal to 45 km/h and lower than 80 km/h.For those vehicles that are equipped with a device limiting vehicle speed to 90 km/h, medium-speed windows are characterized by average vehicle speeds

Image omitted; see official source

lower than 70 km/h.

• 4.4.1.3.High-speed windows

High-speed windows are characterized by average vehicle ground speeds

Image omitted; see official source

greater than or equal to 80 km/h and lower than 145 km/hFor those vehicles that are equipped with a device limiting vehicle speed to 90 km/h, high-speed windows are characterized by average vehicle speeds

Image omitted; see official source

greater than or equal to 70 km/h and lower than 90 km/h.

Figure A8/5

Vehicle CO2 characteristic curve: low, medium and high speed definitions (Illustrated for ICE and NOVC-HEV vehicles) except N2 category vehicles that are equipped with a device limiting vehicle speed to 90 km/h

Image omitted; see official source

Figure A8/6

Vehicle CO2 characteristic curve: low, medium and high speed driving definitions (Illustrated for OVC-HEV vehicles) except those vehicles that are equipped with a device limiting vehicle speed to 90 km/h

Image omitted; see official source

• 4.5.1.Assessment of trip validity

• 4.5.1.1.Tolerances around the vehicle CO2 characteristic curve

• The upper tolerance of the vehicle CO2 characteristic curve is tol 1H = 45 % for low speed driving and tol 1H = 40 % for medium and high speed driving.

• The lower tolerance of the vehicle CO2 characteristic curve is tol 1L = 25 % for ICE and NOVC-HEV vehicles and tol 1L = 100 % for OVC-HEV vehicles.

• 4.5.1.2.Assessment of test validity

• The test is valid when it comprises at least 50 per cent of the low, medium and high speed windows that are within the tolerances defined for the CO2 characteristic curve.

• For NOVC-HEVs and OVC-HEVs, if the minimum requirement of 50 % between tol 1H and tol 1L is not met, the upper positive tolerance tol 1H may be increased until the value of tol 1H reaches 50 per cent.

- For OVC-HEVs when no MAWs are calculated as result of the ICE not turning on, the test is still valid.

Appendix 9

Assessment of excess or absence of trip dynamics

This appendix describes the calculation procedures to verify the trip dynamics by determining the excess or absence of dynamics during an RDE trip.

a	—	acceleration [m/s2]
ai	—	Acceleration in time step i [m/s2]
apos	—	positive acceleration greater than 0,1 m/s2 [m/s2]
apos,i,k	—	positive acceleration greater than 0,1 m/s2 in time step i considering the urban, rural and motorway shares [m/s2]
ares	—	acceleration resolution [m/s2]
di	—	distance covered in time step i [m]
di,k	—	distance covered in time step i considering the urban, rural and motorway shares [m]
Index (i)	—	discrete time step
Index (j)	—	discrete time step of positive acceleration datasets
Index (k)	—	refers to the respective category (t=total, u=urban, r=rural, m=motorway)
Mk	—	number of samples for urban, rural and motorway shares with positive acceleration greater than 0,1 m/s2
Nk	—	total number of samples for the urban, rural and motorway shares and the complete trip
RPAk	—	relative positive acceleration for urban, rural and motorway shares [m/s2 or kWs/(kg*km)]
tk	—	duration of the urban, rural and motorway shares and the complete trip [s]
v	—	vehicle speed [km/h]
vi	—	actual vehicle speed in time step i [km/h]
vi,k	—	actual vehicle speed in time step i considering the urban, rural and motorway shares [km/h]
(v × a)i	—	actual vehicle speed per acceleration in time step i [m2/s3 or W/kg]
(v × a)j,k	—	actual vehicle speed per positive acceleration greater than 0,1 m/s2 in time step j considering the urban, rural and motorway shares [m2/s3 or W/kg].
(v × apos)k-[95]	—	95th percentile of the product of vehicle speed per positive acceleration greater than 0,1 m/s2 for urban, rural and motorway shares [m2/s3 or W/kg]
Image omitted; see official source	—	average vehicle speed for urban, rural and motorway shares [km/h]

3.1.   Calculations

3.1.1.   Data pre-processing

Dynamic parameters, such as acceleration, (v × aapos) or RPA, shall be determined with a speed signal of an accuracy of 0,1 % for all speed values above 3 km/h and a sampling frequency of 1 Hz. Otherwise, acceleration shall be determined with an accuracy of 0,01 m/s² and a sampling frequency of 1 Hz. In this case, a separate speed signal is required for (v × aapos) and shall have an accuracy of at least 0,1 km/h. The speed trace shall form the basis for further calculations and binning as described in paragraphs 3.1.2. and 3.1.3.

3.1.2.   Calculation of distance, acceleration and (v × a)

The following calculations shall be performed over the whole time based speed trace from the beginning to the end of the test data.

The distance increment per data sample shall be calculated as follows:

Image omitted; see official source

where:

di		is the distance covered in time step i [m]
ν i		is the actual vehicle speed in time step i [km/h]
N t		is the total number of samples

The acceleration shall be calculated as follows:

Image omitted; see official source

where:

ai		is the acceleration in time step i [m/s2]. For i = 1: vi–1 = 0, for i = Nt: vi+ 1 =0.

The product of vehicle speed per acceleration shall be calculated as follows:

Image omitted; see official source

where:

(v × a)i		is the product of the actual vehicle speed per acceleration in time step i [m2/s3 or W/kg].

3.1.3.   Binning of the results

3.1.3.1.   Binning of the results

After the calculation of ai and (v × a)i, the values vi, di, ai and (v × a)i shall be ranked in ascending order of the vehicle speed.

All datasets with (vi ≤ 60 km/h) belong to the ‘urban’ speed bin, all datasets with (60 km/h < vi ≤ 90 km/h) belong to the ‘rural’ speed bin and all datasets with (vi > 90 km/h) belong to the ‘motorway’ speed bin.

For N2 category vehicles that are equipped with a device limiting vehicle speed to 90 km/h, all datasets with vi ≤ 60 km/h belong to the ‘urban’ speed bin, all datasets with 60 km/h < vi ≤ 80 km/h belong to the ‘rural’ speed bin and all datasets with vi > 80 km/h belong to the ‘motorway’ speed bin.

The number of datasets with acceleration values ai 0,1 m/s² shall be greater than or equal to 100 in each speed bin.

For each speed bin the average vehicle speed (

Image omitted; see official source

) shall be calculated as follows:

Image omitted; see official source

where:

Nk		is the total number of samples of the urban, rural, and motorway shares.

3.1.4.   Calculation of (v × apos)k-[95] per speed bin

The 95^th percentile of the (v × apos) values shall be calculated as follows:

The (v × apos)i,k values in each speed bin shall be ranked in ascending order for all datasets with ai,k > 0,1m/s² and the total number of these samples Mk shall be determined.

Percentile values are then assigned to the (v × apos)i,k values with ai,k > 0,1 m/s² as follows:

The lowest (v × apos)value gets the percentile 1/Mk, the second lowest 2/Mk, the third lowest 3/Mk and the highest value (Mk/Mk = 100 %.)

(v × apos)k-[95] is the (v × apos)j,k value, with j/Mk = 95 %. If j/Mk = 95 % cannot be met, (v × apos)k-[95] shall be calculated by linear interpolation between consecutive samples j and j+1 with j/Mk < 95 % and (j+1)/Mk > 95 %.

The relative positive acceleration per speed bin shall be calculated as follows:

Image omitted; see official source

where:

| | | |

| --- | --- | --- | | RPAk | | is the relative positive acceleration for urban, rural and motorway shares in [m/s² or kWs/(kg*km)] | | Mk | | is the sample number for urban, rural and motorway shares with positive acceleration | | Nk | | is the total sample number for urban, rural and motorway shares |

4.1.1.   Assessment of (v × apos)k-[95] per speed bin (with v in [km/h])

If

Image omitted; see official source ≤ 74,6 km/h and

(v × apos)k-[95] > (0,136 ×

Image omitted; see official source + 14,44)

is fulfilled, the trip is invalid.

If

Image omitted; see official source > 74,6 km/h and

(v × apos)k-[95] > (0,0742 ×

Image omitted; see official source + 18,966)

is fulfilled, the trip is invalid.

Upon the request of the manufacturer, and only for those N1 or N2 vehicles where the vehicle power-to-test mass ratio is less than or equal to 44 W/kg then:

If

Image omitted; see official source ≤ 74,6 km/h and

(v × apos)k-[95] > (0,136 ×

Image omitted; see official source + 14,44)

is fulfilled, the trip is invalid.

If

Image omitted; see official source > 74,6 km/h and

(v × apos)k-[95] > (– 0,097 ×

Image omitted; see official source + 31,365)

is fulfilled, the trip is invalid.

4.1.2.   Assessment of RPA per speed bin

If

Image omitted; see official source ≤ 94,05 km/h and

RPAk < (– 0,0016

Image omitted; see official source + 0,1755)

is fulfilled, the trip is invalid.

If

Image omitted; see official source > 94,05 km/h and RPAk < 0,025 is fulfilled, the trip is invalid.

Appendix 10

Procedure to determine the cumulative positive elevation gain of a PEMS trip

This appendix describes the procedure to determine the cumulative elevation gain of a PEMS trip.

d(0)	—	distance at the start of a trip [m]
d	—	cumulative distance travelled at the discrete way point under consideration [m]
d 0	—	cumulative distance travelled until the measurement directly before the respective way point d [m]
d 1	—	cumulative distance travelled until the measurement directly after the respective way point d [m]
d a	—	reference way point at d(0) [m]
d e	—	cumulative distance travelled until the last discrete way point [m]
d i	—	instantaneous distance [m]
d tot	—	total test distance [m]
h(0)	—	vehicle altitude after the screening and principle verification of data quality at the start of a trip [m above sea level]
h(t)	—	vehicle altitude after the screening and principle verification of data quality at point t [m above sea level]
h(d)	—	vehicle altitude at the way point d [m above sea level]
h(t-1)	—	vehicle altitude after the screening and principle verification of data quality at point t-1 [m above sea level]
hcorr(0)	—	corrected altitude directly before the respective way point d [m above sea level]
hcorr(1)	—	corrected altitude directly after the respective way point d [m above sea level]
hcorr(t)	—	corrected instantaneous vehicle altitude at data point t [m above sea level]
hcorr(t-1)	—	corrected instantaneous vehicle altitude at data point t-1 [m above sea level]
hGNSS,i	—	instantaneous vehicle altitude measured with GNSS [m above sea level]
hGNSS(t)	—	vehicle altitude measured with GNSS at data point t [m above sea level]
h int (d)	—	interpolated altitude at the discrete way point under consideration d [m above sea level]
h int,sm,1 (d)	—	smoothed and interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level]
h map (t)	—	vehicle altitude based on topographic map at data point t [m above sea level]
roadgrade,1(d)	—	smoothed road grade at the discrete way point under consideration d after the first smoothing run [m/m]
roadgrade,2(d)	—	smoothed road grade at the discrete way point under consideration d after the second smoothing run [m/m]
sin	—	trigonometric sine function
t	—	time passed since test start [s]
t0	—	time passed at the measurement directly located before the respective way point d [s]
vi	—	instantaneous vehicle speed [km/h]
v(t)	—	vehicle speed at a data point t [km/h]

The cumulative positive elevation gain of a RDE trip shall be determined based on three parameters: the instantaneous vehicle altitude hGNSS,i [m above sea level] as measured with the GNSS, the instantaneous vehicle speed v i [km/h] recorded at a frequency of 1 Hz and the corresponding time t [s] that has passed since test start.

4.1.   General

The cumulative positive elevation gain of a RDE trip shall be calculated as a two-step procedure, consisting of (i) the correction of instantaneous vehicle altitude data, and (ii) the calculation of the cumulative positive elevation gain.

4.2.   Correction of instantaneous vehicle altitude data

The altitude h(0) at the start of a trip at d(0) shall be obtained by GNSS and verified for correctness with information from a topographic map. The deviation shall not be larger than 40 m. Any instantaneous altitude data h(t) shall be corrected if the following condition applies:

Image omitted; see official source

The altitude correction shall be applied so that:

Image omitted; see official source

where:

h(t)	—	vehicle altitude after the screening and principle check of data quality at data point t [m above sea level]
h(t-1)	—	vehicle altitude after the screening and principle check of data quality at data point t-1 [m above sea level]
v(t)	—	vehicle speed of data point t [km/h]
hcorr(t)	—	corrected instantaneous vehicle altitude at data point t [m above sea level]
hcorr(t-1)	—	corrected instantaneous vehicle altitude at data point t-1 [m above sea level]

Upon the completion of the correction procedure, a valid set of altitude data is established. This data set shall be used for the calculation of the cumulative positive elevation gain as described in the following.

4.3.   Final calculation of the cumulative positive elevation gain

4.3.1.   Establishment of a uniform spatial resolution

The cumulative elevation gain shall be calculated from data of a constant spatial resolution of 1 m starting with the first measurement at the start of a trip d(0). The discrete data points at a resolution of 1 m are referred to as way points, characterized by a specific distance value d (e.g., 0, 1, 2, 3 m…) and their corresponding altitude h(d) [m above sea level].

The altitude of each discrete way point d shall be calculated through interpolation of the instantaneous altitude hcorr(t) as:

Image omitted; see official source

Where:

hint(d)	—	interpolated altitude at the discrete way point under consideration d [m above sea level]
hcorr(0)	—	corrected altitude directly before the respective way point d [m above sea level]
hcorr(1)	—	corrected altitude directly after the respective way point d [m above sea level]
d	—	cumulative distance travelled at the discrete way point under consideration d [m]
d0	—	cumulative distance travelled until the measurement located directly before the respective way point d [m]
d1	—	cumulative distance travelled until the measurement located directly after the respective way point d [m]

4.3.2.   Additional data smoothing

The altitude data obtained for each discrete way point shall be smoothed by applying a two-step procedure; d

a and d e denote the first and last data point respectively (Figure A10/1). The first smoothing run shall be applied as follows:

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Where:

roadgrade,1(d)	—	smoothed road grade at the discrete way point under consideration after the first smoothing run [m/m]
hint(d)	—	interpolated altitude at the discrete way point under consideration d [m above sea level]
hint,sm,1(d)	—	smoothed interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level]
d	—	cumulative distance travelled at the discrete way point under consideration [m]
da	—	reference way point at d(0) [m]
de	—	cumulative distance travelled until the last discrete way point [m]

The second smoothing run shall be applied as follows:

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Where:

roadgrade,2(d)	—	smoothed road grade at the discrete way point under consideration after the second smoothing run [m/m]
hint,sm,1(d)	—	smoothed interpolated altitude, after the first smoothing run at the discrete way point under consideration d [m above sea level]
d	—	cumulative distance travelled at the discrete way point under consideration [m]
da	—	reference way point at d(0) [m]
de	—	cumulative distance travelled until the last discrete way point [m]

Figure A10/1

Illustration of the procedure to smooth the interpolated altitude signals

Image omitted; see official source

4.3.3.   Calculation of the final result

The positive cumulative elevation gain of a total trip shall be calculated by integrating all positive interpolated and smoothed road grades, i.e., roadgrade,2(d). The result should be normalized by the total test distance d

tot and expressed in meters of cumulative elevation gain per one hundred kilometres of distance.

The waypoint vehicle speed vw shall then be calculated over each discrete way point of 1m:

Image omitted; see official source

The positive cumulative elevation gain of the urban part of a trip shall then be calculated based on the vehicle speed over each discrete way point. All datasets with vw ≤ 60 km/h belong to the urban part of the trip. All of the positive interpolated and smoothed road grades that correspond to urban datasets shall be integrated.

The number of 1m waypoints which correspond to urban datasets shall be integrated and converted to km to define the urban test distance d urban [km].

The positive cumulative elevation gain of the urban part of the trip shall then be calculated by dividing the urban elevation gain by the urban test distance, and expressed in metres of cumulative elevation gain per one hundred kilometres of distance.

Appendix 11

Calculation of the final RDE emission results

1. This appendix describes the procedure to calculate the final pollutant emissions for the complete and urban part of an RDE trip

Index (k) refers to the category (t=total, u=urban, 1-2=first two phases of the WLTP test)

ICk	is the distance share of usage of the internal combustion engine for an OVC-HEV over the RDE trip
dICE,k	is the distance driven [km], with the internal combustion engine on for an OVC-HEV over the RDE trip
dEV,k	is the distance driven [km], with the internal combustion engine off for an OVC-HEV over the RDE trip
MRDE,k	is the final RDE distance-specific mass of gaseous pollutants [mg/km] or particle number [#/km]
mRDE,k	is the distance-specific mass of gaseous pollutant [mg/km] or particle number [#/km] emissions, emitted over the complete RDE trip and prior to any correction in accordance with this appendix
Image omitted; see official source	is the distance-specific mass of CO2 [g/km], emitted over the RDE trip
Image omitted; see official source	is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle
Image omitted; see official source	is the distance-specific mass of CO2 [g/km], emitted over the WLTC cycle for an OVC-HEV vehicle tested in charge sustaining vehicle operation
rk	is the ratio between the CO2 emissions measured during the RDE test and the WLTP test
RFk	is the result evaluation factor calculated for the RDE trip
RFL1	is the first parameter of the function used to calculate the result evaluation factor
RFL2	is the second parameter of the function used to calculate the result evaluation factor

For the valid trips, the intermediate RDE results are calculated as follows for vehicles with ICE, NOVC-HEV and OVC-HEV.

Any instantaneous emissions or exhaust flow measurements obtained while the combustion engine is deactivated, as defined in paragraph 2.5.2. of this Annex, shall be set to zero.

Any correction of the instantaneous pollutant emissions for Extended conditions according to paragraph 5.1., 7.5. and 7.6. of this Annex shall be applied.

For the complete RDE trip and for the urban part of the RDE trip (k=t=total, k=u=urban):

Image omitted; see official source

The values of the parameter RFL1 and RFL2 of the function used to calculate the result evaluation factor are as follows:

RFL1=1.30 and RFL2=1.50;

The RDE result evaluation factors RFk (k=t=total, k=u=urban) shall be obtained using the functions laid down in paragraph 3.1. for vehicles with ICE and NOVC-HEV, and in paragraph 3.2. for OVC-HEV. A graphical illustration of the method is provided in Figure A11/1 below, while the mathematical formulas are found in Table A11/1:

Figure A11/1

Function to calculate the result evaluation factor

Image omitted; see official source

Table A11/1

Result evaluation factors calculation

When:	Then the Result evaluation factor RFk is:	Where:
Image omitted; see official source	Image omitted; see official source
Image omitted; see official source	Image omitted; see official source	Image omitted; see official source Image omitted; see official source
Image omitted; see official source	Image omitted; see official source

3.1.   RDE result evaluation factor for vehicles with ICE and NOVC-HEV

The value of the RDE result evaluation factor depends on the ratio rk between the distance specific CO2 emissions measured during the RDE test and the distance-specific CO2 emitted by the vehicle over the validation WLTP test conducted on this vehicle including all appropriate corrections.

For the urban emissions, the relevant phases of the WLTP test shall be:

• (a) for ICE vehicles, the first two WLTC phases, i.e. the Low and the Medium speed phases, Image omitted; see official source

• (b) for NOVC-HEVs, all the phases of the WLTC driving cycle.

Image omitted; see official source

3.2.   RDE result evaluation factor for OVC-HEV

The value of the RDE result evaluation factor depends on the ratio rk between the distance-specific CO2 emissions measured during the RDE test and the distance-specific CO2 emitted by the vehicle over the applicable WLTP test conducted in Charge Sustaining vehicle operation including all appropriate corrections. The ratio rk is corrected by a ratio reflecting the respective usage of the internal combustion engine during the RDE trip and on the WLTP test, to be conducted in charge sustaining vehicle operation.

For either the urban or the total driving:

Image omitted; see official source

where ICk is the ratio of the distance driven either in urban or total trip with the combustion engine activated, divided by the total urban or total trip distance:

Image omitted; see official source

With determination of combustion engine operation in accordance with paragraph 2.5.2. of this Annex.

4. Final RDE emission results taking into account the PEMS margin

In order to take into account the uncertainty of the PEMS measurements compared to the ones performed in the laboratory with the applicable WLTP test, the intermediate calculated emission values MRDE,k shall be divided by 1+marginpollutant., where marginpollutant is defined in the Table A11/2:

The PEMS margin for each pollutant is specified as follows:

Table A11/2

Pollutant	Mass of oxides of nitrogen (NOx)	Number of particles (PN)	Mass of carbon monoxide (CO)	Mass of total hydrocarbons (THC)	Combined mass of total hydrocarbons and oxides of nitrogen (THC + NOx)
Marginpollutant	0,10	0,34	Not yet specified	Not yet specified	Not yet specified

Any negative final results shall be set to zero.

Any Ki factors which are applicable, according to point 5.3.4. of this Annex, shall be applied.

These values shall be considered the Final RDE Emission Results for NOx and PN.

Appendix 12

Manufacturer's RDE certificate of compliance

MANUFACTURER’S CERTIFICATE OF COMPLIANCE WITH THE REAL DRIVING EMISSIONS REQUIREMENTS

(Manufacturer): …………………………………………………………………..

(Address of the Manufacturer): …………………………………………………………..

Certifies that:

The vehicle types listed in the attachment to this Certificate comply with the requirements laid down in point 3.1 of Annex IIIA to Regulation (EU) 2017/1151 for all valid RDE tests which are performed in accordance with the requirements of the above Annex.

Done at [......................... (Place)]

On [ (Date)]

[…] […]

..………………………………………

(Stamp and signature of the manufacturer's representative)

Annex:

• — List of vehicle types to which this certificate applies

• — List of the Declared Maximum RDE values for each vehicle type expressed as mg/km or particle numbers/km as appropriate..

ANNEX IV

EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSES

Appendix 1

MEASURING CARBON MONOXIDE EMISSION AT ENGINE IDLING SPEEDS

(TYPE 2 TEST)

• 1.1.This appendix describes the procedure for the type 2 test, measuring carbon monoxide emissions at engine idling speeds (normal and high).

• 2.1.The general requirements shall be those specified in section 5.3.2 and paragraphs 5.3.7.1 to 5.3.7.6 of UN/ECE Regulation No 83, with the exception set out in section 2.2.

• 2.2.The table referred to in paragraph 5.3.7.5. of UN/ECE Regulation No 83 shall be understood as the table for the Type 2 test in section 2.1 the Addendum to Appendix 4 to Annex I to this Regulation.

• 3.1.The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. and 3.3.

• 3.2.The reference fuel specifications referred to in paragraph 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the appropriate reference fuel specifications in Annex IX to this Regulation.

- 3.3.Reference to the Type I test in paragraph 2.2.1. of Annex 5 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation.

Appendix 2

MEASUREMENT OF SMOKE OPACITY

1. INTRODUCTION

• 1.1.This Appendix describes the requirements for measuring the opacity of exhaust emissions.

2. SYMBOL OF THE CORRECTED ABSORPTION COEFFICIENT

• 2.1.A symbol of the corrected absorption coefficient shall be affixed to every vehicle conforming to a vehicle type to which this test applies. The symbol shall be a rectangle surrounding a figure expressing in m–1 the corrected absorption coefficient obtained, at the time of approval, from the test under free acceleration. The test method is described in section 4.

• 2.2.The symbol shall be clearly legible and indelible. It shall be fixed in a conspicuous and readily accessible place, the location of which shall be specified in the Addendum to the type-approval certificate shown in Appendix 4 to Annex I.

• 2.3.Figure IV.2.1 gives an example of the symbol.

Figure IV.2.1

Image omitted; see official source

The above symbol shows that the corrected absorption coefficient is 1,30 m^–1.

3. SPECIFICATIONS AND TESTS

- 3.1.The specifications and tests shall be those set out in Part III, section 24, of UN/ECE Regulation No 24 ([^E0095]), with the exception to these procedures set out in section 3.2.

- 3.2.The reference to Annex 2 in paragraph 24.1 of UN/ECE Regulation No 24 shall be understood as a reference to Appendix 4 to Annex I to this Regulation.

4. TECHNICAL REQUIREMENTS

• 4.1. The technical requirements shall be those set out in Annexes 4, 5, 7, 8, 9 and 10 to UN/ECE Regulation No 24, with the exceptions set out in sections 4.2., 4.3 and 4.4.

- 4.2. Test at steady engine speeds over the full load curve

• 4.2.1.The references to Annex 1 in paragraph 3.1. of Annex 4 of UN/ECE Regulation No 24 shall be understood as references to Appendix 3 to Annex I to this Regulation.

- 4.2.2.The reference fuel specified in paragraph 3.2 of Annex 4 of UN/ECE Regulation No 24 shall be understood as reference to the reference fuel in Annex IX to this Regulation appropriate to the emission limits against which the vehicle is being type approved.

• 4.3. Test under free acceleration

- 4.3.1.The references to Table 2, Annex 2 in paragraph 2.2 of Annex 5 to UN/ECE Regulation No 24 shall be understood as references to the table under point 2.4.2.1 of Appendix 4 to Annex I to this Regulation.

- 4.3.2.The references to paragraph 7.3 of Annex 1 in paragraph 2.3 of Annex 5 to UN/ECE Regulation No 24 shall be understood as references to Appendix 3 to Annex I to this Regulation.

- 4.4. ‘ECE’ method of measuring the net power of C.I. engines

- 4.4.1.The references in paragraph 7 of Annex 10 to UN/ECE Regulation No 24 to the ‘Appendix to this Annex’ and in paragraphs 7 and 8 of Annex 10 to UN/ECE Regulation No 24 to ‘Annex 1’ shall be understood as references to Appendix 3 to Annex I to this Regulation.

ANNEX V

VERIFYING EMISSIONS OF CRANKCASE GASES

(TYPE 3 TEST)

- 1.1.This Annex describes the procedure for the type 3 test verifying emissions of crankcase gases as described in section 5.3.3. of UN/ECE Regulation No 83.

2. GENERAL REQUIREMENTS

- 2.1.The general requirements for conducting the type 3 test shall be those set out in sections 1 and 2 of Annex 6 to UN/ECE Regulation No 83, with the exceptions set out in points 2.2 and 2.3 below.

- 2.2.Reference to the Type I test in paragraph 2.1. of Annex 6 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation.

• 2.3.The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist, then the VH road load shall be used. In that case VH is defined in accordance with point 4.2.1.1.1 of Annex B4 to UN Regulation No 154. In case the interpolation method is used VL and VH are specified in point 4.2.1.1.2 of Annex B4 to UN Regulation No 154. Alternatively, the manufacturer may choose to use road loads that have been determined in accordance with the provisions of Appendix 7a or Appendix 7b to Annex 4a to UN/ECE Regulation No 83 for a vehicle included in the interpolation family.

3. TECHNICAL REQUIREMENTS

• 3.1.The technical requirements shall be those set out in section 3 to 6 of Annex 6 to UN/ECE Regulation No 83, with the exception set out in point 3.2 below.

• 3.2.References to the Type I test in paragraph 3.2. of Annex 6 to UN/ECE Regulation No 83 shall be understood as referring to the Type 1 test in Annex XXI to this Regulation.

ANNEX VI

DETERMINATION OF EVAPORATIVE EMISSIONS

(TYPE 4 TEST)

This Annex provides the method to determine the levels of evaporative emission from light-duty vehicles in a repeatable and reproducible manner designed to be representative of real world vehicle operation.

2. GENERAL REQUIREMENTS

The general requirements for conducting the type 4 test shall be those set out in paragraph 6.6. of UN Regulation No 154. The limit value shall be that specified in Table 3 of Annex I to Regulation (EC) No 715/2007.

3. TECHNICAL REQUIREMENTS

The technical requirements for conducting the type 4 test shall be those set out in Annex C3 to UN Regulation No 154.

ANNEX VII

VERIFYING THE DURABILITY OF POLLUTION CONTROL DEVICES

(TYPE 5 TEST)

• 1.1.This Annex describes the tests for verifying the durability of pollution control devices, as described in Annex C4 to UN Regulation No 154.

• 2.1.The general requirements for conducting the type 5 test shall be those set out in Section 6.7. of UN Regulation No 154.

• 1. The technical requirements for conducting the type 5 test shall be those set out in Annex C4 to UN Regulation No 154.

ANNEX VIII

VERIFYING THE AVERAGE EMISSIONS AT LOW AMBIENT TEMPERATURES

(TYPE 6 TEST)

- 1.1.This Annex describes the equipment required and the procedure for the Type 6 test in order to verify the emissions at cold temperatures.

• 2.1.The general requirements for the Type 6 test are those set out in section 5.3.5 of UN/ECE Regulation No 83 with the exception specified in points 2.2 and 2.3 below.

• 2.2.The limit values referred to in paragraph 5.3.5.2 of UN/ECE Regulation No 83 relate to the limit values set out in Annex 1, Table 4, to Regulation (EC) No 715/2007.

• 2.3.Paragraph 5.3.5.1 of UN/ECE Regulation No 83 shall be replaced by ‘5.3.5.1. This test shall be carried out on all vehicles referred to in paragraph 1, except those having compression-ignition engines.’

• 3.1.The technical requirements and specifications are those set out in section 2 to 6 of Annex 8 to UN/ECE Regulation No 83 with the exception specified in section 3.2 below.

• 3.2.The reference to paragraph 2 of Annex 10 in paragraph 3.4.1 of Annex 8 to UN/ECE Regulation No 83 shall be understood as reference to Section B of Annex IX to this Regulation.

• 3.3.The road load coefficients to be used shall be those for vehicle low (VL). If VL does not exist then the vehicle high (VH) road load shall be used. In that case VH shall be specified in accordance with paragraph 4.2.1.1.1 of Annex B4 to UN Regulation No 154. In case the interpolation method is used VL and VH shall be specified in accordance with paragraph 4.2.1.1.2 of Annex B4 to UN Regulation No 154. The dynamometer shall be adjusted to simulate the operation of a vehicle on the road at – 7 °C. Such adjustment may be based on a determination of the road load force profile at – 7 °C. Alternatively, the driving resistance determined may be adjusted for a 10 % decrease of the coast-down time. The technical service may approve the use of other methods for determining the driving resistance.

ANNEX IX

SPECIFICATIONS OF REFERENCE FUELS

A. REFERENCE FUELS

The specification for the reference fuels to be used shall be those set out in Annex B3 to UN Regulation No 154.

B. REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT TEMPERATURES — TYPE 6 TEST

Type: Petrol (E10):

| Parameter | Unit | Limits [^E0096] | Limits [^E0096] | Test method |

| --- | --- | --- | --- | --- | | Parameter | Unit | Minimum | Maximum | Test method | | Research octane number, RON [^E0097] | | 95,0 | 98,0 | EN ISO 5164 | | Motor octane number, MON [^E0098] | | 85,0 | 89,0 | EN ISO 5163 | | Density at 15 C | kg/m³ | 743,0 | 756,0 | EN ISO 12185 | | Vapour pressure (DVPE) | kPa | 56,0 | 95,0 | EN 13016-1 | | Water content | | max 0,05 % v/v Appearance at – 7 C: clear and bright | max 0,05 % v/v Appearance at – 7 C: clear and bright | EN 12937 | | Distillation: | | | | | | —  evaporated at 70 C | % v/v | 34,0 | 46,0 | EN ISO 3405 | | —  evaporated at 100 C | % v/v | 54,0 | 62,0 | EN ISO 3405 | | —  evaporated at 150 C | % v/v | 86,0 | 94,0 | EN ISO 3405 | | —  final boiling point | °C | 170 | 195 | EN ISO 3405 | | Residue | % v/v | — | 2,0 | EN ISO 3405 | | Hydrocarbon analysis: | | | | | | —  olefins | % v/v | 6,0 | 13,0 | EN 22854 | | —  aromatics | % v/v | 25,0 | 32,0 | EN 22854 | | —  benzene | % v/v | — | 1,00 | EN 22854 EN 238 | | —  saturates | % v/v | report | report | EN 22854 | | Carbon/hydrogen ratio | | report | report | | | Carbon/oxygen ratio | | report | report | | | Induction Period [^E0099] | minutes | 480 | — | EN ISO 7536 | | Oxygen content [^E0100] | % m/m | 3,3 | 3,7 | EN 22854 | | Solvent washed gum (Existent gum content) | mg/100 ml | — | 4 | EN ISO 6246 | | Sulphur content [^E0101] | mg/kg | — | 10 | EN ISO 20846 EN ISO 20884 | | Copper corrosion 3 hrs, 50 C | | — | class 1 | EN ISO 2160 | | Lead content | mg/l | — | 5 | EN 237 | | Phosphorus content [^E0102] | mg/l | — | 1,3 | ASTM D 3231 | | Ethanol [^E0103] | % v/v | 9,0 | 10,0 | EN 22854 |

The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

[^E0097]: (²)

A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008.

A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008.

The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.

Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.

The actual sulphur content of the fuel used for the Type 6 test shall be reported.

[^E0102]: (⁷)

There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 15376.

- (²)Equivalent EN/ISO methods will be adopted when issued for properties listed above.

Type: Ethanol (E75)

| Parameter | Unit | Limits [^E0104] | Limits [^E0104] | Test method [^E0105] |

| --- | --- | --- | --- | --- | | Parameter | Unit | Minimum | Maximum | Test method [^E0105] | | Research octane number, RON | | 95 | — | EN ISO 5164 | | Motor octane number, MON | | 85 | — | EN ISO 5163 | | Density at 15 C | kg/m³ | report | report | EN ISO 12185 | | Vapour pressure | kPa | 50 | 60 | EN ISO 13016-1 (DVPE) | | Sulphur content [^E0106] [^E0107] | mg/kg | — | 10 | EN ISO 20846 EN ISO 20884 | | Oxidation stability | minutes | 360 | — | EN ISO 7536 | | Existent gum content (solvent washed) | mg/100ml | — | 4 | EN ISO 6246 | | Appearance shall be determined at ambient temperature or 15 C whichever is higher | | Clear and bright, visibly free of suspended or precipitated contaminants | Clear and bright, visibly free of suspended or precipitated contaminants | Visual inspection | | Ethanol and higher alcohols [^E0108] | % (V/V) | 70 | 80 | EN 1601 EN 13132 EN 14517 | | Higher alcohols (C3 – C8) | % (V/V) | — | 2 | | | Methanol | | — | 0,5 | | | Petrol [^E0109] | % (V/V) | Balance | Balance | EN 228 | | Phosphorus | mg/l | 0,30 [^E0110] | 0,30 [^E0110] | EN 15487 ASTM D 3231 | | Water content | % (V/V) | — | 0,3 | ASTM E 1064 EN 15489 | | Inorganic chloride content | mg/l | — | 1 | ISO 6227 — EN 15492 | | pHe | | 6,50 | 9 | ASTM D 6423 EN 15490 | | Copper strip corrosion (3h at 50 C) | Rating | Class 1 | | EN ISO 2160 | | Acidity (as acetic acid CH3COOH) | % (m/m) | | 0,005 | ASTM D1613 EN 15491 | | Acidity (as acetic acid CH3COOH) | mg/l | | 40 | ASTM D1613 EN 15491 | | Carbon/hydrogen ration | | report | report | | | Carbon/oxygen ration | | report | report | |

The values referred to in the specifications are ‘true values’. When establishing the value limits, the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test were applied. When fixing a minimum value, a minimum difference of 2R above zero was taken into account. When fixing a maximum and minimum value, the minimum difference used was 4R (R = reproducibility). Notwithstanding this procedure, which is necessary for technical reasons, fuel manufacturers shall aim for a zero value where the stipulated maximum value is 2R and for the mean value for quotations of maximum and minimum limits. Where it is necessary to clarify whether fuel meets the requirements of the specifications, the ISO 4259 terms shall be applied.

In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precision, described in EN ISO 4259 shall be used.

In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to the reference in the national annex of EN 228.

The actual sulphur content of the fuel used for the Type 6 test shall be reported.

Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.

The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols.

There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

ANNEX X

Reserved

ANNEX XI

On-board diagnostics (OBD) for motor vehicles

• 1.1.This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions from motor vehicles.

1. GENERAL REQUIREMENTS

The requirements for OBD systems set out in paragraph 6.8. of UN Regulation No 154 shall apply for the purposes of this Annex.

1. ADMINISTRATIVE PROVISIONS FOR DEFICIENCIES OF OBD SYSTEMS

- 3.1.The administrative provisions for deficiencies of OBD systems as set out in Article 6(2) shall be those specified in Section 4 of Annex C5 to UN Regulation No 154 with the following exceptions.

- 3.2.Reference to ‘OBD thresholds’ in paragraph 4.2.2. of Annex C5 to UN Regulation No 154 shall be understood as being reference to the OBD thresholds in Table 4A of paragraph 6.8.2. of UN Regulation No 154.

- 3.3.The second sub-paragraph of paragraph 4.6 of Annex C5 to UN Regulation No 154 shall be understood as being as follows:

‘The type-approval authority shall notify its decision in granting a deficiency request in accordance with Article 6(2).’

The definitions, requirements and tests for OBD systems set out in paragraph 3.10, 4, 5.10, 6.8 and Annex C5 to UN Regulation No 154 shall apply for the purposes of this Annex. The in-use performance requirements are specified in Appendix 1.

Appendix 1

IN-USE PERFORMANCE

1.1.   General Requirements

The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as described in points 1.1.1 to 1.1.6.

• 1.1.1.The requirements of paragraph 7.1.5. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows.

• For new type approvals and new vehicles the monitor required by paragraph 3.3.4.7. of Annex 11 to UN/ECE Regulation No 83 shall have an IUPR greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 respectively.

• 1.1.2.The requirements of paragraph 7.1.7. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows.

• The manufacturer shall demonstrate to the approval authority and, upon request, to the Commission that these statistical conditions are satisfied for all monitors required to be reported by the OBD system in accordance with paragraph 7.6. of Appendix 1 to Annex 11 to Regulation No 83 not later than 18 months after the entry onto the market of the first vehicle type with IUPR in an OBD family and every 18 months thereafter. For this purpose, for OBD families consisting of more than 1 000 registrations in the Union, that are subject to sampling within the sampling period, the process described in Annex II shall be used without prejudice to the provisions of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83.

• In addition to the requirements set out in Annex II and regardless of the result of the audit described in Section 2 of Annex II, the authority granting the approval shall apply the in-service conformity check for IUPR described in Appendix 1 to Annex II in an appropriate number of randomly determined cases. ‘In an appropriate number of randomly determined cases’ means, that this measure has a dissuasive effect on non-compliance with the requirements of Section 3 of this Annex or the provision of manipulated, false or non-representative data for the audit. If no special circumstances apply and can be demonstrated by the type-approval authorities, random application of the in-service conformity check to 5 % of the type approved OBD families shall be considered as sufficient for compliance with this requirement. For this purpose, type-approval authorities may find arrangements with the manufacturer for the reduction of double testing of a given OBD family as long as these arrangements do not harm the dissuasive effect of the type-approval authority's own in-service conformity check on non-compliance with the requirements of Section 3 of this Annex. Data collected by Member States during surveillance testing programmes may be used for in-service conformity checks. Upon request, type-approval authorities shall provide data on the audits and random in-service conformity checks performed, including the methodology used for identifying those cases, which are made subject to the random in-service conformity check, to the Commission and other type-approval authorities.

• 1.1.3.Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 to Annex 11 to Regulation No 83 established by tests described in point 1.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to Regulation No 83 shall be considered as an infringement subject to the penalties set out in Article 13 of Regulation (EC) No 715/2007. This reference does not limit the application of such penalties to other infringements of other provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly refer to Article 13 of Regulation (EC) No 715/2007.

• 1.1.4.Paragraph 7.6.1. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be replaced with the following:

• ‘7.6.1. The OBD system shall report, in accordance with the standard listed in paragraph 6.5.3.2.(a) of Annex C5 to UN Regulation No 154, the ignition cycle counter and general denominator as well as separate numerators and denominators for the following monitors, if their presence on the vehicle is required by this Annex:

  • (a) Catalysts (each bank to be reported separately);
  • (b) Oxygen/exhaust gas sensors, including secondary oxygen sensors (each sensor to be reported separately);
  • (c) Evaporative system;
  • (d) EGR system;
  • (e) VVT system;
  • (f) Secondary air system;
  • (g) Particulate trap/filter;
  • (h) NOx after-treatment system (e.g. NOx absorber, NOx reagent/catalyst system);
  • (i) Boost pressure control system.’

• 1.1.5.Paragraph 7.6.2. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be understood as follows:

• ‘7.6.2. For specific components or systems that have multiple monitors, which are required to be reported by this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.’

• 1.1.6.In addition to the requirements of paragraph 7.6.2. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 the following shall apply:

‘Numerators and denominators for specific monitors of components or systems, that are monitoring continuously for short circuit or open circuit failures are exempted from reporting.

‘Continuously,’ if used in this context means monitoring is always enabled and sampling of the signal used for monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure relevant to that monitor has to be concluded within 15 seconds.

If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs.

It is not required to activate an output component/system for the sole purpose of monitoring that output component/system.’

ANNEX XII

TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS AND DETERMINATION OF CO2 EMISSIONS AND FUEL CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL

• 1.1.According to Article 11(1) of Regulation (EU) No 725/2011 for M1 vehicles and Article 11(1) of Regulation (EU) No 427/2014 for N1 vehicles, a manufacturer wishing to benefit from a reduction of its average specific CO2 emissions, as result of the savings achieved by one or more eco-innovations fitted in a vehicle, shall apply to an approval authority for an EC type-approval certificate of the vehicle fitted with the eco-innovation.

• 1.2.The CO2 emissions savings from the vehicle fitted with an eco-innovation shall, for the purpose of type approval, be determined using the procedure and testing methodology specified in the Commission Decision approving the eco-innovation, in accordance with Article 10 of Regulation (EU) No 725/2011 for M1 vehicles, or Article 10 of Regulation (EU) No 427/2014 for N1 vehicles.

- 1.3.The performance of the necessary tests for the determination of the CO2 emissions savings achieved by the eco-innovations shall be considered without prejudice to the demonstration of compliance of the eco-innovations with the technical prescriptions laid down in Directive 2007/46/EC, if applicable.

• 2.1.For the purpose of determining the CO2 emissions and fuel consumption of a vehicle submitted to multi-stage type-approval, as defined in Article 3(8) of Regulation (EU) 2018/858, the procedures of Annex XXI apply. However, at the choice of the manufacturer and irrespective of the technically permissible maximum laden mass, the alternative described in paragraphs 2.2. to 2.6. may be used where the base vehicle is incomplete.

• 2.2.A road load matrix family, as defined in paragraph 6.3.4. of UN Regulation No 154, shall be established based on the parameters of a representative multi-stage vehicle in accordance with paragraph 4.2.1.4. of Annex B4 to UN Regulation No 154.

• 2.3.The manufacturer of the base vehicle shall calculate the road load coefficients of vehicle HM and LM of a road load matrix family as set out in paragraph 5. of Annex B4 to UN Regulation No 154 and shall determine the CO2 emission and fuel consumption in a Type 1 test of both vehicles. The manufacturer of the base vehicle shall make available a calculation tool to establish, on the basis of the parameters of completed vehicles, the final fuel consumption and CO2 values as specified in Annex B7 to UN Regulation No 154.

• 2.4.The calculation of road load and running resistance for an individual multi stage vehicle shall be performed in accordance with paragraph 5.1. of Annex B4 to UN Regulation No 154.

• 2.5.The final fuel consumption and CO2 values shall be calculated by the final-stage manufacturer on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Annex B7 to UN Regulation No 154 and using the tool supplied by the manufacturer of the base vehicle.

• 2.6.The manufacturer of the completed vehicle shall include, in the certificate of conformity, the information of the completed vehicles and add the information of the base vehicles in accordance with Commission Implementing Regulation (EU) 2020/683.

• 2.7.In the case of multi stage vehicles submitted to individual vehicle approval, the individual approval certificate shall include the following information:

• (a) the CO2 emissions measured in accordance with the methodology set out in points 2.1 to 2.6.;

• (b) the mass of the completed vehicle in running order;

• (c) the identification code corresponding to the type, variant and version of the base vehicle;

• (d) the type-approval number of the base vehicle, including the extension number;

- (e) the name and address of the manufacturer of the base vehicle;

• (f) the mass of the base vehicle in running order.

• 2.8.In the case of multi stage type approvals or individual vehicle approval where the base vehicle is a complete vehicle with a valid certificate of conformity, the final stage manufacturer shall consult the base vehicle manufacturer to set the new CO2 value in accordance with the CO2 interpolation using the appropriate data from the completed vehicle or calculate the new CO2 value on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4. of Annex B7 to UN Regulation No 154 and using the tool supplied by the manufacturer of the base vehicle as mentioned in point 2.3. If the tool is not available or the CO2 interpolation is not possible, the CO2 value of Vehicle High from the base vehicle shall be used with the agreement of the type-approval authority.

ANNEX XIII

EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT

- 1.1.This Annex contains additional requirement for the type-approval as separate technical units of pollution control devices.

2.1.   Marking

Original replacement pollution control devices shall bear at least the following identifications:

• (a) the vehicle manufacturer’s name or trade mark;

• (b) the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in point 2.3.

2.2.   Documentation

Original replacement pollution control devices shall be accompanied by the following information:

• (a) the vehicle manufacturer’s name or trade mark;

• (b) the make and identifying part number of the original replacement pollution control device as recorded in the information mentioned in point 2.3;

• (c) the vehicles for which the original replacement pollution control device is of a type covered by point 2.3 of the Addendum to Appendix 4 to Annex I, including, where applicable, a marking to identify if the original replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;

• (d) installation instructions, where necessary.

This information shall be available in the product catalogue distributed to points of sale by the vehicle manufacturer.

• 2.3. The vehicle manufacturer shall provide to the technical service and/or approval authority the necessary information in electronic format which makes the link between the relevant part numbers and the type-approval documentation.

This information shall contain the following:

• (a) make(s) and type(s) of vehicle,

• (b) make(s) and type(s) of original replacement pollution control device,

• (c) part number(s) of original replacement pollution control device,

• (d) type-approval number of the relevant vehicle type(s).

• 3.1.Every replacement pollution control device conforming to the type approved under this Regulation as a separate technical unit shall bear an EC type-approval mark.

• 3.2.This mark shall consist of a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC type-approval in accordance with the numbering system set out in Commission Implementing Regulation (EU) 2020/683.

- The EC type- approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ contained in section 4 of the type-approval number referred to in Annex IV to Commission Implementing Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest major technical amendment to Regulation (EC) No 715/2007 or this Regulation on the date EC type-approval for a separate technical unit was granted. For this Regulation, the sequence number is 00.

• 3.3.The EC type-approval mark shall be affixed to the replacement pollution control device in such a way as to be clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control device is installed on the vehicle.

• 3.4.Appendix 3 to this Annex gives example of the EC type- approval mark.

• 4.1.The requirements for the type-approval of replacement pollution control devices shall be those of Section 5 of UN/ECE Regulation No 103¹ with the exceptions set out in sections 4.1.1 to 4.1.5.