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 Draft AIS 175 / Final Draft
Septemebr 2023

AUTOMOTIVE INDUSTRY STANDARD

Test Method, Testing Equipment and

Related Procedures for Type Approval,
Conformity of Production (COP) and In Service
Conformity(ISC) Testing for the Worldwide harmonized
Light vehicle Test Procedure (WLTP) of M and N
Category Vehicles having
GVW not exceeding 3500 kg as per CMV Rules 115,
116 and 126

Page 1 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

AUTOMOTIVE INDUSTRY STANDARD

Test Method, Testing Equipment and

Related Procedures for Type Approval,
Conformity of Production (COP) and In Service
Conformity(ISC) Testing for the Worldwide harmonized
Light vehicle Test Procedure (WLTP) of M and N
Category Vehicles having
GVW not exceeding 3500 kg as per CMV Rules 115,
116 and 126

Page 1 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Clause Contents Page

No. No. (To be
included)
1 Scope
2 Abbreviations
3 Definitions
4 Application for approval
5 Approval
6 General requirements
7 Modification and extension of the type approval
8 Conformity of production (COP)
9 In - Service Conformity(ISC)
10 Production Definitively Discontinued
11 Reserved
12 Reserved
13 Reserved
List of Appendix
Appendix 1 Type I test CoP verification for specific vehicle types
Appendix 2 Verification of conformity of production for Type I test
Appendix 3 Run-in test procedure to determine run-in factors
Appendix 4 Conformity of production for Type IVtest
Appendix 5 Reserved
Appendix 6 Requirements for vehicles that use a reagent for the
exhaust after-treatment system
Annexes Part A

Annex A1 Essential Characteristics Of The Vehicle And Engine

And Information Concerning The Conduct Of Tests
Appendix to Annex A
Appendix 1 WLTP Test Report
Appendix 2 WLTP Road Load Test Report
Appendix 3 Auxillary Emission Strategy (AES)
Appendix 3a Extended Documentation Package
Appendix 3b Methodology For The Assessment Of AES

Page 2 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Clause Contents Page

No. No.
1 Scope 8
2 Abbreviations 8
3 Definitions 11
4 Application for approval 25
5 Approval 27
6 General requirements 28
7 Modification and extension of the type approval 47
8 Conformity of production (COP) 49
9 In - Service Conformity(ISC) 54
10 Production Definitively Discontinued 55
11 Reserved 55
12 Reserved 55
13 Reserved 55
List of Appendix
Appendix 1 Type I test CoP verification for specific vehicle types 56
Appendix 2 Verification of conformity of production for Type I test 60
Appendix 3 Run-in test procedure to determine run-in factors 65
Appendix 4 Conformity of production for Type IVtest 68
Appendix 5 Reserved 69
Appendix 6 Requirements for vehicles that use a reagent for the exhaust 72
after-treatment system
Annexes Part A

Annex A1 Essential Characteristics Of The Vehicle And Engine And 78

Information Concerning The Conduct Of Tests
Appendix to Annex A
Appendix 1 WLTP Test Report 98
Appendix 2 WLTP Road Load Test Report 122
Appendix 3 Auxillary Emission Strategy (AES)
Appendix 3a Extended Documentation Package 130
Appendix 3b Methodology For The Assessment Of AES 130
Appendix 4 Evaporative Emissions Test Report 133

Page 2 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Appendix 4 Evaporative Emissions Test Report

Appendix 5 Manufacturer's Certificate Of Compliance With The
OBD In -Use Performance Requirements
Annex A2 Reserved
Annex A3 Reserved
Annexes Part B
Annex B1 Worldwide light-duty test cycles (WLTC)
Annex B2 Gear selection and shift point determination for vehicles
equipped with manual transmissions
Annex B3 Specifications of reference fuels
Annex B4 Road load and dynamometer setting
Annex B5 Test equipment and calibrations
Annex B6 Type I test procedures and test conditions
Appendix to Annexure B
Appendix 1 Emissions test procedure for all vehicles equipped with
periodically regenerating systems
Appendix 2 Test procedure for rechargeable electric energy storage
system monitoring
Appendix 3 Calculation of gas energy ratio for gaseous fuels (LPG
and NG/biomethane)
Annex B7 Calculations
Annex B8 Pure electric, hybrid electric and compressed hydrogen
fuel cell hybrid vehicles
Appendix to Annexure B cont…
Appendix 1 REESS state of charge profile
Appendix 2 REESS energy change-based correction procedure
Appendix 3 Determination of REESS current and REESS voltage for
NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs
Appendix 4 Preconditioning, soaking and REESS charging
conditions of PEVs and OVC-HEVs
Appendix 5 Utility factors (UF) for OVC-HEVs
Appendix 6 Selection of driver-selectable modes
Appendix 7 Fuel consumption measurement of compressed
hydrogen fuel cell hybrid vehicles
Appendix 8 Calculation of additional values required for checking
the Conformity of Production of electric energy

Page 3 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Appendix 5 Manufacturer's Certificate Of Compliance With The OBD In - 133

Use Performance Requirements
Annex A2 Reserved 136
Annex A3 Reserved 152
Annexes Part B
Annex B1 Worldwide light-duty test cycles (WLTC) 155
Annex B2 Gear selection and shift point determination for vehicles 214
equipped with manual transmissions
Annex B3 Specifications of reference fuels 229
Annex B4 Road load and dynamometer setting 240
Annex B5 Test equipment and calibrations 287
Annex B6 Type I test procedures and test conditions 324
Appendix to Annexure B
Appendix 1 Emissions test procedure for all vehicles equipped with 348
periodically regenerating systems
Appendix 2 Test procedure for rechargeable electric energy storage system 353
monitoring
Appendix 3 Calculation of gas energy ratio for gaseous fuels (LPG and 358
NG/biomethane)
Annex B7 Calculations 365
Annex B8 Pure electric, hybrid electric and compressed hydrogen fuel cell 394
hybrid vehicles
Appendix to Annexure B cont…
Appendix 1 REESS state of charge profile 464
Appendix 2 REESS energy change-based correction procedure 469
Appendix 3 Determination of REESS current and REESS voltage for 478
NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs
Appendix 4 Preconditioning, soaking and REESS charging conditions of 480
PEVs and OVC-HEVs
Appendix 5 Utility factors (UF) for OVC-HEVs 482
Appendix 6 Selection of driver-selectable modes 483
Appendix 7 Fuel consumption measurement of compressed hydrogen fuel 489
cell hybrid vehicles
Appendix 8 Calculation of additional values required for checking the 492
Conformity of Production of electric energy consumption of
PEVs and OVC-HEVs

Page 3 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

consumption of PEVs and OVC-HEVs

Annexes Part C
Annex C1 Type II test and free acceleration smoke test
Annex C2 Type III test verifying emissions of crankcase gases
Annex C3 Type IV test - Determination of evaporative emissions
from vehicles fuelled with petrol
Annex C4 Type V test – Durability
Appendix to Annex C
Appendix 1 Standard Bench Cycle (SBC)
Appendix 2 Standard Diesel Bench Cycle (SDBC)
Appendix 3a Standard Road Cycle (SRC)
Appendix 3b The Kilometre Accumulation Cycles
Appendix 4 Special requirements for Hybrid Vehicles
Annex C5 On-Board Diagnostics (OBD) for motor vehicles
Appendix 1 Functional aspects of On-Board Diagnostic (OBD)
systems
Annex C6 Verifying Real Driving Emissions (RDE)
Appendix
Appendix 1 Test Procedure For Vehicle Emissions Testing With A
Portable Emissions Measurement System (PEMS)
Appendix 2 Specifications And Calibration Of Pems Components
And Signals
Appendix 3 Validation Of Pems And Non-Traceable Exhaust Mass
Flow Rate
Appendix 4 Determination of instantaneous emissions
Appendix 5 Assessment Of Overall Trip Validity Using The Moving
Averaging Window
Method
Appendix 6 Reserved
Appendix 7 Selection Of Vehicles For PEMS Testing At Initial Type
Approval
Appendix 7A Assessment of Excess or Absence of Trip Dynamics
Appendix 7B Procedure to Determine the Cumulative Positive
Elevation Gain of a RDE Trip
Appendix 8 Data Exchange And Reporting Requirements

Page 4 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Annexes Part C
Annex C1 Type II test and free acceleration smoke test 496
Annex C2 Type III test verifying emissions of crankcase gases 496
Annex C3 Type IV test - Determination of evaporative emissions from 497
vehicles fuelled with petrol
Annex C4 Type V test – Durability 522
Appendix to Annex C
Appendix 1 Standard Bench Cycle (SBC) 525
Appendix 2 Standard Diesel Bench Cycle (SDBC) 526
Appendix 3a Standard Road Cycle (SRC) 527
Appendix 3b The Kilometre Accumulation Cycles 527
Appendix 4 Special requirements for Hybrid Vehicles 530
Annex C5 On-Board Diagnostics (OBD) for motor vehicles 531
Appendix 1 Functional aspects of On-Board Diagnostic (OBD) systems 539
Annex C6 Verifying Real Driving Emissions (RDE) 531
Appendix 539
Appendix 1 Test Procedure For Vehicle Emissions Testing With A Portable 539
Emissions Measurement System (PEMS)
Appendix 2 Specifications And Calibration Of Pems Components And 539
Signals
Appendix 3 Validation Of Pems And Non-Traceable Exhaust Mass Flow 539
Rate
Appendix 4 Determination of instantaneous emissions 623
Appendix 5 Assessment Of Overall Trip Validity Using The Moving 631
Averaging Window
Method
Appendix 6 Reserved 539
Appendix 7 Selection Of Vehicles For PEMS Testing At Initial Type 539
Approval
Appendix 7A Assessment of Excess or Absence of Trip Dynamics 643
Appendix 7B Procedure to Determine the Cumulative Positive Elevation Gain 648
of a RDE Trip
Appendix 8 Data Exchange And Reporting Requirements 539
Appendix 9 Manufacturer's Decleration Of Compliance 539
Appendix 10 Calculation Of The Final Rde Emissions Results 539

Page 4 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Appendix 9 Manufacturer's Decleration Of Compliance

Appendix 10 Calculation Of The Final Rde Emissions Results
Annex C7 In-service conformity check (ISC)
Appendix
Appendix 1 Criteria For Vehicle Selection And Failed Vehicles
Decision
Appendix 2 Rules For Performing Type 4 Tests During In-Service
Conformity
Appendix 3 Detailed ISC Report
Appendix 4 Format Of ISC Report By The Test Agency
Appendix 5 In-Use Performance Ratio Monitoring (IUPRM)

Page 5 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Annex C7 In-service conformity check (ISC) 531

Appendix
Appendix 1 Criteria For Vehicle Selection And Failed Vehicles Decision 539
Appendix 2 Rules For Performing Type 4 Tests During In-Service 539
Conformity
Appendix 3 Detailed ISC Report 539
Appendix 4 Format Of ISC Report By The Test Agency 539
Appendix 5 In-Use Performance Ratio Monitoring (IUPRM) 539

Page 5 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Introduction
The intention of this Regulation is to establish uniform provisions concerning the approval
of motor vehicles with regard to the emissions of the Vehicles of Category M and N having
GVW not exceeding 3,500 kg, based on the new World harmonized Light vehicle Test
Procedure (WLTP) included in UN GTR No. 15 Amendment 6 and the updated
Evaporative Emissions test procedure (Type IV test) which has been developed in UN
GTR No. 19 amendment 3.
Europe has already adopted the GTR 15 WLTP test procedure and GTR 15 has already
been transposed to a new UN regulation R154 under 1958 agreement. The GTR15 WLTP
Type I test replaced Type I test in UN Regulation No. 83 and UN Regulation No. 101,
whilst the updated Evaporative Emissions test procedure (Type IV test) replaced the Type-
IV Evaporative Emissions test procedure in UN Regulation No 83. In addition, GTR15
includes an update to the Type V test for verifying the durability of pollution control
devices and updated On-Board Diagnostic (OBD) requirements. These updates are in
order to reflect the changes from the previous New European Driving Cycle (NEDC) based
Type I test to the new WLTP Type I test.
The development of the WLTP was carried out under a program launched by the World
Forum for the Harmonization of Vehicle Regulations (WP.29) of the United Nations
Economic Commission for Europe (UN ECE) through the working party on pollution and
energy (GRPE) under the 1998 Agreement. The aim of this project was to develop, a
World-wide harmonised Light duty driving Test Procedure (WLTP) by 2014. A roadmap
for the development of a UN Global Technical Regulation (UN GTR) was first presented
in August 2009.
The main motivation for WTLP, was to have a Globally Harmonized Test Procedure for
Evaluating Emissions of Light Duty Vehicles. The primary goals were to have:
• Globally harmonised/ standardised test procedure, thereby reducing development
efforts
• Reduce variation between lab and road esp. considering CO2 Emissions by having a
more realistic test cycle closely representing actual driving conditions.
It was decided in the 63rd Automotive Industry Standard (AIS) Committee meeting to
adopt GTR 15 amendment 6 for India and formulate a new Automotive Industry Standard
(AIS). Various focus Groups were formulated for development of WLTP regulation for
India (AIS 175). The various sub-groups were Type-1 group (Chair –SIAM), Type-4
group (Chair-ARAI), Coast Down group (Chair-ARAI) and IRDE (in continuation with
the existing IRDE Committee Chaired by ICAT).
Type-1 Group was entrusted with the key responsibility of formulating the Type-1 Test
Procedure. However, later, other key topics which are closely related to Type-1 Test, such
as OBD, Type5 Durability, COP etc. were also included.

India being a signatory to UN 1998 Agreement and key contributor in GTR 15 formulation,
Type 1 Group referred GTR 15 Amendment 6 as the base document while preparing this
standard.

However, considerable assistance was taken from UN Regulation 154 revision 1, 2 and 3
which are the outcome of transposition of GTR15 into UNR.

Page 6 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Introduction
The intention of this Regulation is to establish uniform provisions concerning the approval
of motor vehicles with regard to the emissions of the Vehicles of Category M and N having
GVW not exceeding 3,500 kg, based on the new World harmonized Light vehicle Test
Procedure (WLTP) included in UN GTR No. 15 Amendment 6 and the updated
Evaporative Emissions test procedure (Type IV test) which has been developed in UN
GTR No. 19 amendment 3.
Europe has already adopted the GTR 15 WLTP test procedure and GTR 15 has already
been transposed to a new UN regulation R154 under 1958 agreement. The GTR15 WLTP
Type I test replaced Type I test in UN Regulation No. 83 and UN Regulation No. 101,
whilst the updated Evaporative Emissions test procedure (Type IV test) replaced the Type-
IV Evaporative Emissions test procedure in UN Regulation No 83. In addition, GTR15
includes an update to the Type V test for verifying the durability of pollution control
devices and updated On-Board Diagnostic (OBD) requirements. These updates are in
order to reflect the changes from the previous New European Driving Cycle (NEDC) based
Type I test to the new WLTP Type I test.
The development of the WLTP was carried out under a program launched by the World
Forum for the Harmonization of Vehicle Regulations (WP.29) of the United Nations
Economic Commission for Europe (UN ECE) through the working party on pollution and
energy (GRPE) under the 1998 Agreement. The aim of this project was to develop, a
World-wide harmonised Light duty driving Test Procedure (WLTP) by 2014. A roadmap
for the development of a UN Global Technical Regulation (UN GTR) was first presented
in August 2009.
The main motivation for WTLP, was to have a Globally Harmonized Test Procedure for
Evaluating Emissions of Light Duty Vehicles. The primary goals were to have:
• Globally harmonised/ standardised test procedure, thereby reducing development
efforts
• Reduce variation between lab and road esp. considering CO2 Emissions by having a
more realistic test cycle closely representing actual driving conditions.
It was decided in the 63rd Automotive Industry Standard (AIS) Committee meeting to
adopt GTR 15 amendment 6 for India and formulate a new Automotive Industry Standard
(AIS). Various focus Groups were formulated for development of WLTP regulation for
India (AIS 175). The various sub-groups were Type-1 group (Chair –SIAM), Type-4
group (Chair-ARAI), Coast Down group (Chair-ARAI) and IRDE (in continuation with
the existing IRDE Committee Chaired by ICAT).
Type-1 Group was entrusted with the key responsibility of formulating the Type-1 Test
Procedure. However, later, other key topics which are closely related to Type-1 Test, such
as OBD, Type5 Durability, COP etc. were also included.

India being a signatory to UN 1998 Agreement and key contributor in GTR 15 formulation,
Type 1 Group referred GTR 15 Amendment 6 as the base document while preparing this
standard.

However, considerable assistance was taken from UN Regulation 154 revision 1, 2 and 3
which are the outcome of transposition of GTR15 into UNR.

Page 6 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

In addition, other requirements like In-Service Conformity (ISC), Real Driving Emissions
(RDE) test, Type-II/Free Acceleration Smoke (FAS) and Type-III tests, AES/BES
requirements are included in this standard-AIS175. Type-II/FAS and Type-III are based
on AIS 137 part 3(amendment 1,2,3,4). RDE test procedure is based on India RDE
committee (IRDE) recommendations for WLTP RDE procedure which is based on draft
UN GTR on global RDE procedure. ISC requirements are based on COMMISSION
REGULATION (EU) 2017/1151 of June 1, 2017 as amended by (EU) 2017/1154, (EU)
2017/1347 and (EU) 2018/1832. AES/BES requirements are based on AIS-137/Part 3
Amendment (1,2,3,4)

Page 7 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

In addition, other requirements like In-Service Conformity (ISC), Real Driving Emissions
(RDE) test, Type-II/Free Acceleration Smoke (FAS) and Type-III tests, AES/BES
requirements are included in this standard-AIS175. Type-II/FAS and Type-III are based
on AIS 137 part 3(amendment 1,2,3,4). RDE test procedure is based on India RDE
committee (IRDE) recommendations for WLTP RDE procedure which is based on draft
UN GTR on global RDE procedure. ISC requirements are based on COMMISSION
REGULATION (EU) 2017/1151 of June 1, 2017 as amended by (EU) 2017/1154, (EU)
2017/1347 and (EU) 2018/1832. AES/BES requirements are based on AIS-137/Part 3
Amendment (1,2,3,4)

Page 7 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

1.0 SCOPE

This Regulation applies to the type approval of vehicles of categories M1 with a

reference mass not exceeding 2,610 kg and vehicles of categories M2 and N1 with
a reference mass not exceeding 2,610 kg and a technical permissible maximum
laden mass not exceeding 3,500 kg with regard to the WLTP Type I test for
emissions of gaseous compounds, particulate matter, particle number and to
emissions of carbon dioxide and fuel consumption and/or the measurement of
electric energy consumption and electric range.

In addition, this Regulation lays down rules for verifying Type II Test ( idle and
high idle emissions), Free acceleration smoke test (FAS), Type III Test
(crankcase emissions) , Type IV test (evaporative emissions) , Type V Test
(durability of pollution control devices), On-Board Diagnostic (OBD) systems,
real driving emission (RDE) Test, Conformity of production(COP) and In
Service Conformity (ISC) Test.

At the manufacturer's request, type approval granted under this Regulation may
be extended from vehicles mentioned above to vehicles of categories M1 with a
reference mass not exceeding 2,840 kg and vehicles of categories M2 and N1 with
a reference mass not exceeding 2,840 kg and a technical permissible maximum
laden mass not exceeding 3,500 kg and which meet the conditions laid down in
this Regulation.

2.0 ABBREVIATIONS

2.1 General abbreviations

AC Alternating current

APF Assigned permeability factor

BWC Butane working capacity

CAL ID Software calibration Identification

CFD Computational fluid dynamics

CFV Critical flow venturi

CFO Critical flow orifice

CLA Chemiluminescent analyser

COP Conformity of production

CVS Constant volume sampler

DC Direct current

EAF Sum of ethanol, acetaldehyde and formaldehyde

Page 8 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

1.0 SCOPE

This Regulation applies to the type approval of vehicles of categories M2 and

N1 with a technical permissible maximum laden mass not exceeding 3 500kg
and to all vehicles of category M1 with regard to the WLTP Type 1 test for
emissions of gaseous compounds, particulate matter and to emissions of carbon
dioxide and fuel efficiency and/or the measurement of electric energy
consumption and electric range and to the Type 4 test on evaporative emissions.

In addition, this Regulation lays down rules for verifying Type II Test ( idle and
high idle emissions), Free acceleration smoke test (FAS), Type III Test
(crankcase emissions) , Type IV test (evaporative emissions) , Type V Test
(durability of pollution control devices), On-Board Diagnostic (OBD) systems,
real driving emission (RDE) Test, Conformity of production(COP) and In
Service Conformity (ISC) Test.

2.0 ABBREVIATIONS

2.1 General abbreviations

AC Alternating current

APF Assigned permeability factor

BWC Butane working capacity

CAL ID Software calibration Identification

CFD Computational fluid dynamics

CFV Critical flow venturi

CFO Critical flow orifice

CLA Chemiluminescent analyser

COP Conformity of production

CVS Constant volume sampler

DC Direct current

EAF Sum of ethanol, acetaldehyde and formaldehyde

ECD Electron capture detector

ET Evaporation tube

Page 8 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

ECD Electron capture detector

ET Evaporation tube

FCHV Fuel cell hybrid vehicle

FID Flame ionization detector

FSD Full scale deflection

FTIR Fourier transform infrared analyser

GC Gas chromatograph

GFV Gas Fuelled Vehicle

HEPA High efficiency particulate air (filter)

HFID Heated flame ionization detector

High2 Class 2 WLTC high speed phase

High3a Class 3a WLTC high speed phase

High3b Class 3b WLTC high speed phase

ICE Internal combustion engine

ISC In-service Conformity

LoD Limit of detection

LoQ Limit of quantification

Low1 Class 1 WLTC low speed phase

Low2 Class 2 WLTC low speed phase

Low3 Class 3 WLTC low speed phase

Medium1 Class 1 WLTC medium speed phase

Medium2 Class 2 WLTC medium speed phase

Medium3a Class 3a WLTC medium speed phase

Medium3b Class 3b WLTC medium speed phase

LC Liquid chromatography

LDS Laser diode spectrometer

Page 9 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

FCHV Fuel cell hybrid vehicle

FID Flame ionization detector

FSD Full scale deflection

FTIR Fourier transform infrared analyser

GC Gas chromatograph

GFV Gas Fuelled Vehicle

HEPA High efficiency particulate air (filter)

HFID Heated flame ionization detector

High2 Class 2 WLTC high speed phase

High3a Class 3a WLTC high speed phase

High3b Class 3b WLTC high speed phase

ICE Internal combustion engine

ISC In-service Conformity

LoD Limit of detection

LoQ Limit of quantification

Low1 Class 1 WLTC low speed phase

Low2 Class 2 WLTC low speed phase

Low3 Class 3 WLTC low speed phase

Medium1 Class 1 WLTC medium speed phase

Medium2 Class 2 WLTC medium speed phase

Medium3a Class 3a WLTC medium speed phase

Medium3b Class 3b WLTC medium speed phase

LC Liquid chromatography

LDS Laser diode spectrometer

LPG Liquefied petroleum gas

NDIR Non-dispersive infrared (analyser)

Page 9 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

LPG Liquefied petroleum gas

NDIR Non-dispersive infrared (analyser)

NDUV Non-dispersive ultraviolet

NG/biomethane Natural gas/biomethane

NMC Non-methane cutter

NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle

NOVC Not-off-vehicle charging

NOVC-HEV Not off-vehicle charging hybrid electric vehicle

OBD On-board Diagnostics

OBFCM On-board fuel and/or energy consumption

monitoring

OVC-FCHV Off-vehicle charging fuel cell hybrid vehicle

OVC-HEV Off-vehicle charging hybrid electric vehicle

Pa Particulate mass collected on the background filter

Pe Particulate mass collected on the sample filter

PAO Poly-alpha-olefin

PCF Particle pre-classifier

PCRF Particle concentration reduction factor

PDP Positive displacement pump

PER Pure electric range

Per cent FS Per cent of full scale

PEMS Portable Emissions Measurement System

PF Permeability factor

PM Particulate matter emissions

PN Particle number emissions

PNC Particle number counter

Page 10 of 761
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NDUV Non-dispersive ultraviolet

NG/biomethane Natural gas/biomethane

NMC Non-methane cutter

NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle

NOVC Not-off-vehicle charging

NOVC-HEV Not off-vehicle charging hybrid electric vehicle

OBD On-board Diagnostics

OBFCM On-board fuel and/or energy consumption

monitoring

OVC-FCHV Off-vehicle charging fuel cell hybrid vehicle

OVC-HEV Off-vehicle charging hybrid electric vehicle

Pa Particulate mass collected on the background filter

Pe Particulate mass collected on the sample filter

PAO Poly-alpha-olefin

PCF Particle pre-classifier

PCRF Particle concentration reduction factor

PDP Positive displacement pump

PER Pure electric range

Per cent FS Per cent of full scale

PEMS Portable Emissions Measurement System

PF Permeability factor

PM Particulate matter emissions

PN Particle number emissions

PNC Particle number counter

PND1 First particle number dilution device

PND2 Second particle number dilution device

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 Draft AIS 175 / Final Draft
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PND1 First particle number dilution device

PND2 Second particle number dilution device

PTS Particle transfer system

PTT Particle transfer tube

QCL-IR Infrared quantum cascade laser

RCDA Charge-depleting actual range

RCB REESS charge balance

RDE Real Driving Emission

REESS Rechargeable electric energy storage system

RRC Rolling resistance coefficient

SHED Sealed housing evaporative determination

SSV Subsonic venturi

USFM Ultrasonic flow meter

VPR Volatile particle remover

WLTC Worldwide light-duty test cycle

2.2 Chemical symbols and abbreviations

C1 Carbon 1 equivalent hydrocarbon

CH4 Methane

C2H6 Ethane

C2H5OH Ethanol

C3H8 Propane

CH3CHO Acetaldehyde

CO Carbon monoxide

CO2 Carbon dioxide

DOP Di-octylphthalate

H2O Water

Page 11 of 761
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PTS Particle transfer system

PTT Particle transfer tube

QCL-IR Infrared quantum cascade laser

RCDA Charge-depleting actual range

RCB REESS charge balance

RDE Real Driving Emission

REESS Rechargeable electric energy storage system

RRC Rolling resistance coefficient

SHED Sealed housing evaporative determination

SSV Subsonic venturi

USFM Ultrasonic flow meter

VPR Volatile particle remover

WLTC Worldwide light-duty test cycle

2.2 Chemical symbols and abbreviations

C1 Carbon 1 equivalent hydrocarbon

CH4 Methane

C2H6 Ethane

C2H5OH Ethanol

C3H8 Propane

CH3CHO Acetaldehyde

CO Carbon monoxide

CO2 Carbon dioxide

DOP Di-octylphthalate

H2O Water

HCHO Formaldehyde

NH3 Ammonia

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HCHO Formaldehyde

NH3 Ammonia

NMHC Non-methane hydrocarbons

NOx Oxides of nitrogen

NO Nitric oxide

NO2 Nitrogen dioxide

N2O Nitrous oxide

THC Total hydrocarbons

3.0 DEFINITIONS

For the purposes of this Regulation the following definitions shall apply:

3.0.1 "Vehicle type with regard to emissions" means a group of vehicles which:

(a) Do not differ with respect to the criteria constituting an

"interpolation family" as defined in paragraph 6.3.2.;

(b) Fall in a single "CO2 interpolation range" within the meaning of

paragraph 2.3.2. of Annex B6;

(c) Do not differ with respect to any characteristics that have a non-
negligible influence on tailpipe emissions, such as, but not limited
to, the following:

(i) Types and sequence of pollution control devices (e.g. three-way

catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx
catalyst, particulate trap or combinations thereof in a single
unit);

(ii) Exhaust gas recirculation (with or without, internal/external,

cooled/non-cooled, low/high/combined pressure).

3.0.2 "Engine capacity" means:

For reciprocating piston engines, the nominal engine swept volume.

For rotary piston engines (Wankel), twice the nominal swept volume of a
combustion chamber per piston.

3.0.3 "Engine displacement" means:

For reciprocating piston engines, the nominal engine swept volume

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NMHC Non-methane hydrocarbons

NOx Oxides of nitrogen

NO Nitric oxide

NO2 Nitrogen dioxide

N2O Nitrous oxide

THC Total hydrocarbons

3.0 DEFINITIONS

For the purposes of this Regulation the following definitions shall apply:

3.0.1 "Vehicle type with regard to emissions" means a group of vehicles which:

(a) Do not differ with respect to the criteria constituting an

"interpolation family" as defined in paragraph 6.3.2.;

(b) Fall in a single "CO2 interpolation range" within the meaning of

paragraph 2.3.2. of Annex B6;

(c) Do not differ with respect to any characteristics that have a non-
negligible influence on tailpipe emissions, such as, but not limited
to, the following:

(i) Types and sequence of pollution control devices (e.g. three-way

catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx
catalyst, particulate trap or combinations thereof in a single
unit);

(ii) Exhaust gas recirculation (with or without, internal/external,

cooled/non-cooled, low/high/combined pressure).

3.0.2 "Engine capacity" means:

For reciprocating piston engines, the nominal engine swept volume.

For rotary piston engines (Wankel), twice the nominal swept volume of a
combustion chamber per piston.

3.0.3 "Engine displacement" means:

For reciprocating piston engines, the nominal engine swept volume

For rotary piston engines (Wankel), the nominal swept volume of a combustion
chamber per piston

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For rotary piston engines (Wankel), the nominal swept volume of a combustion
chamber per piston

3.0.4 "Approval of a vehicle" means the approval of a vehicle type with regard to the
scope of this Regulation.

3.1 Test equipment

3.1.1 "Accuracy" means the difference between a measured value and a reference
value, traceable to a national standard and describes the correctness of a result.
See Figure 1.

3.1.2 "Calibration" means the process of setting a measurement system's response so

that its output agrees with a range of reference signals.

3.1.3 "Calibration gas" means a gas mixture used to calibrate gas analysers.

3.1.4 "Double dilution method" means the process of separating a part of the diluted
exhaust flow and mixing it with an appropriate amount of dilution air prior to the
particulate sampling filter.

3.1.5 "Full flow exhaust dilution system" means the continuous dilution of the total
vehicle exhaust with ambient air in a controlled manner using a Constant Volume
Sampler (CVS).

3.1.6 "Linearization" means the application of a range of concentrations or materials

to establish a mathematical relationship between concentration and system
response.

3.1.7 "Major maintenance" means the adjustment, repair or replacement of a

component or module that could affect the accuracy of a measurement.

3.1.8 "Non-Methane Hydrocarbons" (NMHC) are the Total Hydrocarbons (THC)

minus the methane (CH4) contribution.

3.1.9 "Precision" means the degree to which repeated measurements under unchanged
conditions show the same results (Figure 1) and, in this Regulation, always refers
to one standard deviation.

3.1.10 "Reference value" means a value traceable to a national standard. See Figure 1.

3.1.11 "Set point" means the target value a control system aims to reach.

3.1.12 "Span" means to adjust an instrument so that it gives a proper response to a

calibration standard that represents between 75 per cent and 100 per cent of the
maximum value in the instrument range or expected range of use.

3.1.13 "Total hydrocarbons" (THC) means all volatile compounds measurable by a

flame ionization detector (FID).

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3.0.4 "Approval of a vehicle" means the approval of a vehicle type with regard to the
scope of this Regulation.

3.1 Test equipment

3.1.1 "Accuracy" means the difference between a measured value and a reference
value, traceable to a national standard and describes the correctness of a result.
See Figure 1.

3.1.2 "Calibration" means the process of setting a measurement system's response so

that its output agrees with a range of reference signals.

3.1.3 "Calibration gas" means a gas mixture used to calibrate gas analysers.

3.1.4 "Double dilution method" means the process of separating a part of the diluted
exhaust flow and mixing it with an appropriate amount of dilution air prior to the
particulate sampling filter.

3.1.5 "Full flow exhaust dilution system" means the continuous dilution of the total
vehicle exhaust with ambient air in a controlled manner using a Constant Volume
Sampler (CVS).

3.1.6 "Linearization" means the application of a range of concentrations or materials

to establish a mathematical relationship between concentration and system
response.

3.1.7 "Major maintenance" means the adjustment, repair or replacement of a

component or module that could affect the accuracy of a measurement.

3.1.8 "Non-Methane Hydrocarbons" (NMHC) are the Total Hydrocarbons (THC)

minus the methane (CH4) contribution.

3.1.9 "Precision" means the degree to which repeated measurements under unchanged
conditions show the same results (Figure 1) and, in this Regulation, always refers
to one standard deviation.

3.1.10 "Reference value" means a value traceable to a national standard. See Figure 1.

3.1.11 "Set point" means the target value a control system aims to reach.

3.1.12 "Span" means to adjust an instrument so that it gives a proper response to a

calibration standard that represents between 75 per cent and 100 per cent of the
maximum value in the instrument range or expected range of use.

3.1.13 "Total hydrocarbons" (THC) means all volatile compounds measurable by a

flame ionization detector (FID).

3.1.14 "Verification" means to evaluate whether or not a measurement system's outputs

agrees with applied reference signals within one or more predetermined
thresholds for acceptance.

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3.1.14 "Verification" means to evaluate whether or not a measurement system's outputs

agrees with applied reference signals within one or more predetermined
thresholds for acceptance.

3.1.15 "Zero gas" means a gas containing no analyte which is used to set a zero response
on an analyser.

3.1.16 "Response time" means the difference in time between the change of the
component to be measured at the reference point and a system response of
90 per cent of the final reading (t90) with the sampling probe being defined as the
reference point, whereby the change of the measured component is at least
60 per cent full scale (FS) and takes place in less than 0.1 second. The system
response time consists of the delay time to the system and of the rise time of the
system.

3.1.17 "Delay time" means the difference in time between the change of the component
to be measured at the reference point and a system response of 10 per cent of the
final reading (t10) with the sampling probe being defined as the reference point.
For gaseous components, this is the transport time of the measured component
from the sampling probe to the detector.

3.1.18 "Rise time" means the difference in time between the 10 per cent and 90 per cent
response of the final reading (t90 – t10).

Figure 1

Definition of accuracy, precision and reference value

3.2 Road load and dynamometer setting

3.2.1 "Aerodynamic drag" means the force opposing a vehicle’s forward motion
through air.

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3.1.15 "Zero gas" means a gas containing no analyte which is used to set a zero response
on an analyser.

3.1.16 "Response time" means the difference in time between the change of the
component to be measured at the reference point and a system response of
90 per cent of the final reading (t90) with the sampling probe being defined as the
reference point, whereby the change of the measured component is at least
60 per cent full scale (FS) and takes place in less than 0.1 second. The system
response time consists of the delay time to the system and of the rise time of the
system.

3.1.17 "Delay time" means the difference in time between the change of the component
to be measured at the reference point and a system response of 10 per cent of the
final reading (t10) with the sampling probe being defined as the reference point.
For gaseous components, this is the transport time of the measured component
from the sampling probe to the detector.

3.1.18 "Rise time" means the difference in time between the 10 per cent and 90 per cent
response of the final reading (t90 – t10).

Figure 1

Definition of accuracy, precision and reference value

3.2 Road load and dynamometer setting

3.2.1 "Aerodynamic drag" means the force opposing a vehicle’s forward motion
through air.

3.2.2 "Aerodynamic stagnation point" means the point on the surface of a vehicle
where wind velocity is equal to zero.

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3.2.2 "Aerodynamic stagnation point" means the point on the surface of a vehicle
where wind velocity is equal to zero.

3.2.3 "Anemometer blockage" means the effect on the anemometer measurement due
to the presence of the vehicle where the apparent air speed is different than the
vehicle speed combined with wind speed relative to the ground.

3.2.4 "Constrained analysis" means the vehicle’s frontal area and aerodynamic drag
coefficient have been independently determined and those values shall be used
in the equation of motion.

3.2.5 "Mass in running order" means the mass of the vehicle, with its fuel tank(s) filled
to at least 90 per cent of its or their capacity/capacities, including the mass of the
driver, fuel and liquids, fitted with the standard equipment in accordance with
the manufacturer’s specifications and, when they are fitted, the mass of the
bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools.

3.2.6 "Mass of the driver" means a mass rated at 75 kg located at the driver’s seating
reference point.

3.2.7 "Maximum vehicle load" means the technically permissible maximum laden
mass minus the mass in running order, 25 kg and the mass of the optional
equipment as defined in paragraph 3.2.8..

3.2.8 "Mass of the optional equipment" means maximum mass of the combinations of
optional equipment which may be fitted to the vehicle in addition to the standard
equipment in accordance with the manufacturer's specifications.

3.2.9 "Optional equipment" means all the features not included in the standard
equipment which are fitted to a vehicle under the responsibility of the
manufacturer, and that can be ordered by the customer.

3.2.10 "Reference atmospheric conditions (regarding road load measurements)" means

the atmospheric conditions to which these measurement results are corrected:

(a) Atmospheric pressure: p0 = 100 kPa;

(b) Atmospheric temperature: T0 = 20 °C;

(c) Dry air density: ρ0 = 1.189 kg/m3;

(d) Wind speed: 0 m/s.

3.2.11 "Reference speed" means the vehicle speed at which road load is determined or
chassis dynamometer load is verified.

3.2.12 "Road load" means the force resisting the forward motion of a vehicle as
measured with the coastdown method or methods that are equivalent regarding
the inclusion of frictional losses of the drivetrain.

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3.2.3 "Anemometer blockage" means the effect on the anemometer measurement due
to the presence of the vehicle where the apparent air speed is different than the
vehicle speed combined with wind speed relative to the ground.

3.2.4 "Constrained analysis" means the vehicle’s frontal area and aerodynamic drag
coefficient have been independently determined and those values shall be used
in the equation of motion.

3.2.5 "Mass in running order" means the mass of the vehicle, with its fuel tank(s) filled
to at least 90 per cent of its or their capacity/capacities, including the mass of the
driver, fuel and liquids, fitted with the standard equipment in accordance with
the manufacturer’s specifications and, when they are fitted, the mass of the
bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools.

3.2.6 "Mass of the driver" means a mass rated at 75 kg located at the driver’s seating
reference point.

3.2.7 "Maximum vehicle load" means the technically permissible maximum laden
mass minus the mass in running order, 25 kg and the mass of the optional
equipment as defined in paragraph 3.2.8..

3.2.8 "Mass of the optional equipment" means maximum mass of the combinations of
optional equipment which may be fitted to the vehicle in addition to the standard
equipment in accordance with the manufacturer's specifications.

3.2.9 "Optional equipment" means all the features not included in the standard
equipment which are fitted to a vehicle under the responsibility of the
manufacturer, and that can be ordered by the customer.

3.2.10 "Reference atmospheric conditions (regarding road load measurements)" means

the atmospheric conditions to which these measurement results are corrected:

(a) Atmospheric pressure: p0 = 100 kPa;

(b) Atmospheric temperature: T0 = 20 °C;

(c) Dry air density: ρ0 = 1.189 kg/m3;

(d) Wind speed: 0 m/s.

3.2.11 "Reference speed" means the vehicle speed at which road load is determined or
chassis dynamometer load is verified.

3.2.12 "Road load" means the force resisting the forward motion of a vehicle as
measured with the coastdown method or methods that are equivalent regarding
the inclusion of frictional losses of the drivetrain.

3.2.13 "Rolling resistance" means the forces of the tyres opposing the motion of a
vehicle.

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3.2.13 "Rolling resistance" means the forces of the tyres opposing the motion of a
vehicle.

3.2.14 "Running resistance" means the torque resisting the forward motion of a vehicle
measured by torque meters installed at the driven wheels of a vehicle.

3.2.15 "Simulated road load" means the road load experienced by the vehicle on the
chassis dynamometer which is intended to reproduce the road load measured on
the road, and consists of the force applied by the chassis dynamometer and the
forces resisting the vehicle while driving on the chassis dynamometer and is
approximated by the three coefficients of a second order polynomial.

3.2.16 "Simulated running resistance" means the running resistance experienced by the
vehicle on the chassis dynamometer which is intended to reproduce the running
resistance measured on the road, and consists of the torque applied by the chassis
dynamometer and the torque resisting the vehicle while driving on the chassis
dynamometer and is approximated by the three coefficients of a second order
polynomial.

3.2.17 "Stationary anemometry" means measurement of wind speed and direction with
an anemometer at a location and height above road level alongside the test road
where the most representative wind conditions will be experienced.

3.2.18 "Standard equipment" means the basic configuration of a vehicle which is

equipped with all the features that are required under the regulatory acts of the
Contracting Party including all features that are fitted without giving rise to any
further specifications on configuration or equipment level.

3.2.19 "Target road load" means the road load to be reproduced on the chassis
dynamometer.

3.2.20 "Target running resistance" means the running resistance to be reproduced.

3.2.21 "Vehicle coastdown mode" means a system of operation enabling an accurate

and repeatable determination of road load and an accurate dynamometer setting.

3.2.22 "Wind correction" means correction of the effect of wind on road load based on
input of the stationary or on-board anemometry.

3.2.23 "Technically permissible maximum laden mass" means the maximum mass
allocated to a vehicle on the basis of its construction features and its design
performances.

3.2.24 "Actual mass of the vehicle" means the mass in running order plus the mass of
the fitted optional equipment to an individual vehicle.

3.2.25 "Test mass of the vehicle" means the sum of the actual mass of the vehicle, 25 kg
and the mass representative of the vehicle load.

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3.2.14 "Running resistance" means the torque resisting the forward motion of a vehicle
measured by torque meters installed at the driven wheels of a vehicle.

3.2.15 "Simulated road load" means the road load experienced by the vehicle on the
chassis dynamometer which is intended to reproduce the road load measured on
the road, and consists of the force applied by the chassis dynamometer and the
forces resisting the vehicle while driving on the chassis dynamometer and is
approximated by the three coefficients of a second order polynomial.

3.2.16 "Simulated running resistance" means the running resistance experienced by the
vehicle on the chassis dynamometer which is intended to reproduce the running
resistance measured on the road, and consists of the torque applied by the chassis
dynamometer and the torque resisting the vehicle while driving on the chassis
dynamometer and is approximated by the three coefficients of a second order
polynomial.

3.2.17 "Stationary anemometry" means measurement of wind speed and direction with
an anemometer at a location and height above road level alongside the test road
where the most representative wind conditions will be experienced.

3.2.18 "Standard equipment" means the basic configuration of a vehicle which is

equipped with all the features that are required under the regulatory acts of the
Contracting Party including all features that are fitted without giving rise to any
further specifications on configuration or equipment level.

3.2.19 "Target road load" means the road load to be reproduced on the chassis
dynamometer.

3.2.20 "Target running resistance" means the running resistance to be reproduced.

3.2.21 "Vehicle coastdown mode" means a system of operation enabling an accurate

and repeatable determination of road load and an accurate dynamometer setting.

3.2.22 "Wind correction" means correction of the effect of wind on road load based on
input of the stationary or on-board anemometry.

3.2.23 "Technically permissible maximum laden mass" means the maximum mass
allocated to a vehicle on the basis of its construction features and its design
performances.

3.2.24 "Actual mass of the vehicle" means the mass in running order plus the mass of
the fitted optional equipment to an individual vehicle.

3.2.25 "Test mass of the vehicle" means the sum of the actual mass of the vehicle, 25 kg
and the mass representative of the vehicle load.

3.2.26 "Mass representative of the vehicle load" means x per cent of the maximum
vehicle load where x is 15 per cent for category M vehicles and 28 per cent for
category N vehicles.

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3.2.26 "Mass representative of the vehicle load" means x per cent of the maximum
vehicle load where x is 15 per cent for category M vehicles and 28 per cent for
category N vehicles.

3.2.27 "Technically permissible maximum laden mass of the combination" (MC) means
the maximum mass allocated to the combination of a motor vehicle and one or
more trailers on the basis of its construction features and its design performances
or the maximum mass allocated to the combination of a tractor unit and a semi-
trailer.

3.2.28 "n/v ratio" means the engine rotational speed divided by vehicle speed.

3.2.29 "Single roller dynamometer" means a dynamometer where each wheel on a

vehicle's axle is in contact with one roller.

3.2.30 "Twin-roller dynamometer" means a dynamometer where each wheel on a

vehicle's axle is in contact with two rollers.

3.2.31 "Powered axle" means an axle of a vehicle which is able to deliver propulsion
energy and/or recuperate energy, independent of whether that is only temporarily
or permanently possible and/or selectable by the driver.

3.2.32 "2WD dynamometer" means a dynamometer where only the wheels on one
vehicle axle are in contact with the roller(s).

3.2.33 "4WD dynamometer" means a dynamometer where all wheels on both vehicle
axles are in contact with the rollers.

3.2.34 "Dynamometer in 2WD operation" means a 2WD dynamometer, or a 4WD

dynamometer which only simulates inertia and road load on the powered axle of
the test vehicle and where the rotating wheels on the non-powered axle shall have
no influence on the measurement results compared to a situation where the
wheels on the non-powered axle are not rotating.

3.2.35 "Dynamometer in 4WD operation" means a 4WD dynamometer which simulates

inertia and road load on both axles of the test vehicle.

3.2.36 "Coasting" means a functionality of either an automatic transmission or a clutch

which decouples the engine from the drivetrain automatically when no
propulsion or a slow reduction of speed is needed and during which the engine
may be idling or switched off.

3.3 Pure electric, pure ICE, hybrid electric, fuel cell and alternatively-fuelled
vehicles

3.3.1 "All-Electric Range" (AER) means the total distance travelled by an OVC-HEV
from the beginning of the charge-depleting test to the point in time during the
test when the combustion engine starts to consume fuel.

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3.2.27 "Technically permissible maximum laden mass of the combination" (MC) means
the maximum mass allocated to the combination of a motor vehicle and one or
more trailers on the basis of its construction features and its design performances
or the maximum mass allocated to the combination of a tractor unit and a semi-
trailer.

3.2.28 "n/v ratio" means the engine rotational speed divided by vehicle speed.

3.2.29 "Single roller dynamometer" means a dynamometer where each wheel on a

vehicle's axle is in contact with one roller.

3.2.30 "Twin-roller dynamometer" means a dynamometer where each wheel on a

vehicle's axle is in contact with two rollers.

3.2.31 "Powered axle" means an axle of a vehicle which is able to deliver propulsion
energy and/or recuperate energy, independent of whether that is only temporarily
or permanently possible and/or selectable by the driver.

3.2.32 "2WD dynamometer" means a dynamometer where only the wheels on one
vehicle axle are in contact with the roller(s).

3.2.33 "4WD dynamometer" means a dynamometer where all wheels on both vehicle
axles are in contact with the rollers.

3.2.34 "Dynamometer in 2WD operation" means a 2WD dynamometer, or a 4WD

dynamometer which only simulates inertia and road load on the powered axle of
the test vehicle and where the rotating wheels on the non-powered axle shall have
no influence on the measurement results compared to a situation where the
wheels on the non-powered axle are not rotating.

3.2.35 "Dynamometer in 4WD operation" means a 4WD dynamometer which simulates

inertia and road load on both axles of the test vehicle.

3.2.36 "Coasting" means a functionality of either an automatic transmission or a clutch

which decouples the engine from the drivetrain automatically when no
propulsion or a slow reduction of speed is needed and during which the engine
may be idling or switched off.

3.3 Pure electric, pure ICE, hybrid electric, fuel cell and alternatively-fuelled
vehicles

3.3.1 "All-Electric Range" (AER) means the total distance travelled by an OVC-HEV
from the beginning of the charge-depleting test to the point in time during the
test when the combustion engine starts to consume fuel.

3.3.2 "Pure Electric Range" (PER) means the total distance travelled by a PEV from
the beginning of the charge-depleting test until the break-off criterion is reached.

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3.3.2 "Pure Electric Range" (PER) means the total distance travelled by a PEV from
the beginning of the charge-depleting test until the break-off criterion is reached.

3.3.3 "Charge-Depleting Actual Range" (RCDA) means the distance travelled in a series
of WLTCs in charge-depleting operating condition until the Rechargeable
Electric Energy Storage System (REESS) is depleted.

3.3.4 "Charge-Depleting Cycle Range" (RCDC) means the distance from the beginning
of the charge-depleting test to the end of the last cycle prior to the cycle or cycles
satisfying the break-off criterion, including the transition cycle where the vehicle
may have operated in both depleting and sustaining conditions.

3.3.5 "Charge-depleting operating condition" means an operating condition in which

the energy stored in the Rechargeable Electric Energy Storage System (REESS)
may fluctuate but decreases on average while the vehicle is driven until transition
to charge-sustaining operation.

3.3.6 "Charge-sustaining operating condition" means an operating condition in which

the energy stored in the REESS may fluctuate but, on average, is maintained at a
neutral charging balance level while the vehicle is driven.

3.3.7 "Utility Factors" are ratios based on driving statistics depending on the range
achieved in charge-depleting condition and are used to weigh the charge-
depleting and charge-sustaining exhaust emission compounds, CO2 emissions
and fuel consumption for OVC-HEVs.

3.3.8 "Electric machine" (EM) means an energy converter transforming between

electrical and mechanical energy

3.3.9 "Energy converter" means a system where the form of energy output is different
from the form of energy input.

3.3.9.1 "Propulsion energy converter" means an energy converter of the powertrain

which is not a peripheral device whose output energy is used directly or indirectly
for the purpose of vehicle propulsion

3.3.9.2 "Category of propulsion energy converter" means (i) an internal combustion

engine, or (ii) an electric machine, or (iii) a fuel cell.

3.3.10 "Energy storage system" means a system which stores energy and releases it in
the same form as was input.

3.3.10.1 "Propulsion energy storage system" means an energy storage system of the
powertrain which is not a peripheral device and whose output energy is used
directly or indirectly for the purpose of vehicle propulsion.

3.3.10.2 "Category of propulsion energy storage system" means (i) a fuel storage system,
or (ii) a rechargeable electric energy storage system, or (iii) a rechargeable
mechanical energy storage system.

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3.3.3 "Charge-Depleting Actual Range" (RCDA) means the distance travelled in a series
of WLTCs in charge-depleting operating condition until the Rechargeable
Electric Energy Storage System (REESS) is depleted.

3.3.4 "Charge-Depleting Cycle Range" (RCDC) means the distance from the beginning
of the charge-depleting test to the end of the last cycle prior to the cycle or cycles
satisfying the break-off criterion, including the transition cycle where the vehicle
may have operated in both depleting and sustaining conditions.

3.3.5 "Charge-depleting operating condition" means an operating condition in which

the energy stored in the Rechargeable Electric Energy Storage System (REESS)
may fluctuate but decreases on average while the vehicle is driven until transition
to charge-sustaining operation.

3.3.6 "Charge-sustaining operating condition" means an operating condition in which

the energy stored in the REESS may fluctuate but, on average, is maintained at a
neutral charging balance level while the vehicle is driven.

3.3.7 "Utility Factors" are ratios based on driving statistics depending on the range
achieved in charge-depleting condition and are used to weigh the charge-
depleting and charge-sustaining exhaust emission compounds, CO2 emissions
and fuel consumption for OVC-HEVs.

3.3.8 "Electric machine" (EM) means an energy converter transforming between

electrical and mechanical energy

3.3.9 "Energy converter" means a system where the form of energy output is different
from the form of energy input.

3.3.9.1 "Propulsion energy converter" means an energy converter of the powertrain

which is not a peripheral device whose output energy is used directly or indirectly
for the purpose of vehicle propulsion

3.3.9.2 "Category of propulsion energy converter" means (i) an internal combustion

engine, or (ii) an electric machine, or (iii) a fuel cell.

3.3.10 "Energy storage system" means a system which stores energy and releases it in
the same form as was input.

3.3.10.1 "Propulsion energy storage system" means an energy storage system of the
powertrain which is not a peripheral device and whose output energy is used
directly or indirectly for the purpose of vehicle propulsion.

3.3.10.2 "Category of propulsion energy storage system" means (i) a fuel storage system,
or (ii) a rechargeable electric energy storage system, or (iii) a rechargeable
mechanical energy storage system.

3.3.10.3 "Form of energy" means (i) electrical energy, or (ii) mechanical energy, or (iii)
chemical energy (including fuels).

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3.3.10.3 "Form of energy" means (i) electrical energy, or (ii) mechanical energy, or (iii)
chemical energy (including fuels).

3.3.10.4 "Fuel storage system" means a propulsion energy storage system that stores
chemical energy as liquid or gaseous fuel.

3.3.11 "Equivalent all-electric range" (EAER) means that portion of the total charge-
depleting actual range (RCDA) attributable to the use of electricity from the
REESS over the charge-depleting range test.

3.3.12 "Hybrid electric vehicle" (HEV) means a hybrid vehicle where one of the
propulsion energy converters is an electric machine

3.3.13 "Hybrid vehicle" (HV) means a vehicle equipped with a powertrain containing
at least two different categories of propulsion energy converters and at least two
different categories of propulsion energy storage systems

3.3.14 "Net energy change" means the ratio of the REESS energy change divided by the
cycle energy demand of the test vehicle.

3.3.15 "Not off-vehicle charging hybrid electric vehicle" (NOVC-HEV) means a hybrid
electric vehicle that cannot be charged from an external source.

3.3.16 "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid

electric vehicle that can be charged from an external source.

3.3.17 "Pure electric vehicle" (PEV) means a vehicle equipped with a powertrain
containing exclusively electric machines as propulsion energy converters and
exclusively rechargeable electric energy storage systems as propulsion energy
storage systems.

3.3.18 "Fuel cell" means an energy converter transforming chemical energy (input) into
electrical energy (output) or vice versa.

3.3.19 "Fuel cell vehicle" (FCV) means a vehicle equipped with a powertrain containing
exclusively fuel cell(s) and electric machine(s) as propulsion energy
converter(s).

3.3.20 "Fuel cell hybrid vehicle" (FCHV) means a fuel cell vehicle equipped with a
powertrain containing at least one fuel storage system and at least one
rechargeable electric energy storage system as propulsion energy storage
systems.

3.3.20.1 "Not off-vehicle charging fuel cell hybrid electric vehicle" (NOVC-FCHV)
means a fuel cell hybrid electric vehicle that cannot be charged from an external
source.

3.3.20.2 "Off-vehicle charging fuel cell hybrid electric vehicle" (OVC-FCHV) means a
fuel cell hybrid electric vehicle that can be charged from an external source.

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3.3.10.4 "Fuel storage system" means a propulsion energy storage system that stores
chemical energy as liquid or gaseous fuel.

3.3.11 "Equivalent all-electric range" (EAER) means that portion of the total charge-
depleting actual range (RCDA) attributable to the use of electricity from the
REESS over the charge-depleting range test.

3.3.12 "Hybrid electric vehicle" (HEV) means a hybrid vehicle where one of the
propulsion energy converters is an electric machine

3.3.13 "Hybrid vehicle" (HV) means a vehicle equipped with a powertrain containing
at least two different categories of propulsion energy converters and at least two
different categories of propulsion energy storage systems

3.3.14 "Net energy change" means the ratio of the REESS energy change divided by the
cycle energy demand of the test vehicle.

3.3.15 "Not off-vehicle charging hybrid electric vehicle" (NOVC-HEV) means a hybrid
electric vehicle that cannot be charged from an external source.

3.3.16 "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid

electric vehicle that can be charged from an external source.

3.3.17 "Pure electric vehicle" (PEV) means a vehicle equipped with a powertrain
containing exclusively electric machines as propulsion energy converters and
exclusively rechargeable electric energy storage systems as propulsion energy
storage systems.

3.3.18 "Fuel cell" means an energy converter transforming chemical energy (input) into
electrical energy (output) or vice versa.

3.3.19 "Fuel cell vehicle" (FCV) means a vehicle equipped with a powertrain containing
exclusively fuel cell(s) and electric machine(s) as propulsion energy
converter(s).

3.3.20 "Fuel cell hybrid vehicle" (FCHV) means a fuel cell vehicle equipped with a
powertrain containing at least one fuel storage system and at least one
rechargeable electric energy storage system as propulsion energy storage
systems.

3.3.20.1 "Not off-vehicle charging fuel cell hybrid electric vehicle" (NOVC-FCHV)
means a fuel cell hybrid electric vehicle that cannot be charged from an external
source.

3.3.20.2 "Off-vehicle charging fuel cell hybrid electric vehicle" (OVC-FCHV) means a
fuel cell hybrid electric vehicle that can be charged from an external source.

3.3.21 "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that is
designed to run primarily on only one fuel at a time; however, the simultaneous
use of both fuels is permitted in limited amount and duration.

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3.3.21 "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that is
designed to run primarily on only one fuel at a time; however, the simultaneous
use of both fuels is permitted in limited amount and duration.

3.3.22 "Bi-fuel gas vehicle" means a bi-fuel vehicle where the two fuels are petrol
(petrol mode) and either LPG, NG/biomethane, or hydrogen.

3.3.23 "Pure ICE vehicle" means a vehicle where all of the propulsion energy converters
are internal combustion engines.

3.3.24 "On-board charger" means the electric power converter between the traction
REESS and the vehicle's recharging socket.

3.3.25 "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on
different mixtures of two or more fuels.

3.3.26 "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or a
mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85).

3.3.27 "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one
type of fuel.

3.3.28 "Mono-fuel gas vehicle" means a mono-fuel vehicle that is designed primarily
for permanent running on LPG or NG/biomethane or hydrogen, but may also
have a petrol system for emergency purposes or starting only, where the nominal
capacity of the petrol tank does not exceed 15 litres.

3.4 Powertrain

3.4.1 "Powertrain" means the total combination in a vehicle of propulsion energy

storage system(s), propulsion energy converter(s) and the drivetrain(s) providing
the mechanical energy at the wheels for the purpose of vehicle propulsion, plus
peripheral devices.

3.4.2 "Auxiliary devices" means energy consuming, converting, storing or supplying

non-peripheral devices or systems which are installed in the vehicle for purposes
other than the propulsion of the vehicle and are therefore not considered to be
part of the powertrain.

3.4.3 "Peripheral devices" means any energy consuming, converting, storing or

supplying devices, where the energy is not directly or indirectly used for the
purpose of vehicle propulsion but which are essential to the operation of the
powertrain and are therefore considered to be part of the powertrain.

3.4.4 "Drivetrain" means the connected elements of the powertrain for transmission of
the mechanical energy between the propulsion energy converter(s) and the
wheels.

3.4.5 "Manual transmission" means a transmission where gears can only be shifted by
action of the driver.

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3.3.22 "Bi-fuel gas vehicle" means a bi-fuel vehicle where the two fuels are petrol
(petrol mode) and either LPG, NG/biomethane, or hydrogen.

3.3.23 "Pure ICE vehicle" means a vehicle where all of the propulsion energy converters
are internal combustion engines.

3.3.24 "On-board charger" means the electric power converter between the traction
REESS and the vehicle's recharging socket.

3.3.25 "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on
different mixtures of two or more fuels.

3.3.26 "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or a
mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85).

3.3.27 "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one
type of fuel.

3.3.28 "Mono-fuel gas vehicle" means a mono-fuel vehicle that is designed primarily
for permanent running on LPG or NG/biomethane or hydrogen, but may also
have a petrol system for emergency purposes or starting only, where the nominal
capacity of the petrol tank does not exceed 15 litres.

3.4 Powertrain

3.4.1 "Powertrain" means the total combination in a vehicle of propulsion energy

storage system(s), propulsion energy converter(s) and the drivetrain(s) providing
the mechanical energy at the wheels for the purpose of vehicle propulsion, plus
peripheral devices.

3.4.2 "Auxiliary devices" means energy consuming, converting, storing or supplying

non-peripheral devices or systems which are installed in the vehicle for purposes
other than the propulsion of the vehicle and are therefore not considered to be
part of the powertrain.

3.4.3 "Peripheral devices" means any energy consuming, converting, storing or

supplying devices, where the energy is not directly or indirectly used for the
purpose of vehicle propulsion but which are essential to the operation of the
powertrain and are therefore considered to be part of the powertrain.

3.4.4 "Drivetrain" means the connected elements of the powertrain for transmission of
the mechanical energy between the propulsion energy converter(s) and the
wheels.

3.4.5 "Manual transmission" means a transmission where gears can only be shifted by
action of the driver.

3.5 General

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3.5 General

3.5.1 "Criteria emissions" means those emission compounds for which limits are set
in this Regulation.

3.5.2 “In-service test” means the test and evaluation of conformity conducted in
accordance with Annex C7 of this regulation

3.5.3 "Properly maintained and used" means, for the purpose of a test vehicle, that such
a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in
Annex C7 of this regulation.

3.5.4 Reserved

3.5.5 Reserved

3.5.6 "Cycle energy demand" means the calculated positive energy required by the
vehicle to drive the prescribed cycle.

3.5.7 "Defeat device" means any element of design which senses temperature, vehicle
speed, engine speed (RPM), transmission gear, manifold vacuum or any other
parameter for the purpose of activating, modulating, delaying or deactivating the
operation of any part of the emission control system, that reduces the
effectiveness of the emission control system under conditions which may
reasonably be expected to be encountered in normal vehicle operation and use.

3.5.8 "Driver-selectable mode" means a distinct driver-selectable condition which

could affect emissions, or fuel and/or energy consumption.

3.5.9 "Predominant mode" for the purpose of this Regulation means a single driver-
selectable mode that is always selected when the vehicle is switched on,
regardless of the driver-selectable mode in operation when the vehicle was
previously shut down, and which cannot be redefined to another mode. After the
vehicle is switched on, the predominant mode can only be switched to another
driver-selectable mode by an intentional action of the driver.

3.5.10 "Reference conditions (with regards to calculating mass emissions)" means the
conditions upon which gas densities are based, namely 101.325 kPa and
273.15 K (0 °C).

3.5.11 "Exhaust emissions" means the emission of gaseous, solid and liquid compounds
from the tailpipe.

3.5.12 'Configurable start mode' for the purpose of this Regulation means a driver-
selectable mode that can be set by the driver as a mode which is automatically
selected when the vehicle is switched on. After the vehicle is switched on, the
configurable start mode can only be switched to another mode by an intentional
action of the driver.

3.6 PM/PN

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3.5.1 "Criteria emissions" means those emission compounds for which limits are set
in this Regulation.

3.5.2 “In-service test” means the test and evaluation of conformity conducted in
accordance with Annex C7 of this regulation

3.5.3 "Properly maintained and used" means, for the purpose of a test vehicle, that such
a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in
Annex C7 of this regulation.

3.5.4 Reserved

3.5.5 Reserved

3.5.6 "Cycle energy demand" means the calculated positive energy required by the
vehicle to drive the prescribed cycle.

3.5.7 "Defeat device" means any element of design which senses temperature, vehicle
speed, engine speed (RPM), transmission gear, manifold vacuum or any other
parameter for the purpose of activating, modulating, delaying or deactivating the
operation of any part of the emission control system, that reduces the
effectiveness of the emission control system under conditions which may
reasonably be expected to be encountered in normal vehicle operation and use.

3.5.8 "Driver-selectable mode" means a distinct driver-selectable condition which

could affect emissions, or fuel and/or energy consumption.

3.5.9 "Predominant mode" for the purpose of this Regulation means a single driver-
selectable mode that is always selected when the vehicle is switched on,
regardless of the driver-selectable mode in operation when the vehicle was
previously shut down, and which cannot be redefined to another mode. After the
vehicle is switched on, the predominant mode can only be switched to another
driver-selectable mode by an intentional action of the driver.

3.5.10 "Reference conditions (with regards to calculating mass emissions)" means the
conditions upon which gas densities are based, namely 101.325 kPa and
273.15 K (0 °C).

3.5.11 "Exhaust emissions" means the emission of gaseous, solid and liquid compounds
from the tailpipe.

3.5.12 'Configurable start mode' for the purpose of this Regulation means a driver-
selectable mode that can be set by the driver as a mode which is automatically
selected when the vehicle is switched on. After the vehicle is switched on, the
configurable start mode can only be switched to another mode by an intentional
action of the driver.

3.6 PM/PN

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The term "particle" is conventionally used for the matter being characterised
(measured) in the airborne phase (suspended matter), and the term "particulate"
for the deposited matter.

3.6.1 "Particle number emissions" (PN) means the total number of solid particles
emitted from the vehicle exhaust quantified according to the dilution, sampling
and measurement methods as specified in this Regulation.

3.6.2 "Particulate matter emissions" (PM) means the mass of any particulate material
from the vehicle exhaust quantified according to the dilution, sampling and
measurement methods as specified in this Regulation.

3.7 WLTC

3.7.1 "Rated engine power" (Prated) means maximum net power of the engine or motor
in kW declared by the manufacturer according to CMVR

3.7.2 "Maximum speed" (vmax) means the maximum speed of a vehicle declared by
manufacturer based on design calculation

3.8 Procedure

3.8.1 "Periodically regenerating system" means an exhaust emissions control device

(e.g. catalytic converter, particulate trap) that requires a periodical regeneration.

3.9 Evaporative emissions

3.9.1 "Fuel tank system" means the devices which allow storing the fuel, comprising
the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or
on the fuel tank.

3.9.2 "Fuel system" means the components which store or transport fuel on board the
vehicle and comprise the fuel tank system, all fuel and vapour lines, any non-
tank mounted fuel pumps and the activated carbon canister.

3.9.3 "Butane working capacity" (BWC) means the mass of butane which a carbon
canister can adsorb.

3.9.4 "BWC300" means the butane working capacity after 300 cycles of fuel ageing
cycles experienced.

3.9.5 "Permeability Factor" (PF) means the factor determined from hydrocarbon losses
over a period of time and used to determine the final evaporative emissions.

3.9.6 "Monolayer non-metal tank" means a fuel tank constructed with a single layer of
non-metal material including fluorinated/sulfonated materials.

3.9.7 "Multilayer tank" means a fuel tank constructed with at least two different
layered materials, one of which is a hydrocarbon barrier material.

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The term "particle" is conventionally used for the matter being characterised
(measured) in the airborne phase (suspended matter), and the term "particulate"
for the deposited matter.

3.6.1 "Particle number emissions" (PN) means the total number of solid particles
emitted from the vehicle exhaust quantified according to the dilution, sampling
and measurement methods as specified in this Regulation.

3.6.2 "Particulate matter emissions" (PM) means the mass of any particulate material
from the vehicle exhaust quantified according to the dilution, sampling and
measurement methods as specified in this Regulation.

3.7 WLTC

3.7.1 "Rated engine power" (Prated) means maximum net power of the engine or motor
in kW declared by the manufacturer according to CMVR

3.7.2 "Maximum speed" (vmax) means the maximum speed of a vehicle declared by
manufacturer based on design calculation

3.8 Procedure

3.8.1 "Periodically regenerating system" means an exhaust emissions control device

(e.g. catalytic converter, particulate trap) that requires a periodical regeneration.

3.9 Evaporative emissions

3.9.1 "Fuel tank system" means the devices which allow storing the fuel, comprising
the fuel tank, the fuel filler, the filler cap and the fuel pump when it is fitted in or
on the fuel tank.

3.9.2 "Fuel system" means the components which store or transport fuel on board the
vehicle and comprise the fuel tank system, all fuel and vapour lines, any non-
tank mounted fuel pumps and the activated carbon canister.

3.9.3 "Butane working capacity" (BWC) means the mass of butane which a carbon
canister can adsorb.

3.9.4 "BWC300" means the butane working capacity after 300 cycles of fuel ageing
cycles experienced.

3.9.5 "Permeability Factor" (PF) means the factor determined from hydrocarbon losses
over a period of time and used to determine the final evaporative emissions.

3.9.6 "Monolayer non-metal tank" means a fuel tank constructed with a single layer of
non-metal material including fluorinated/sulfonated materials.

3.9.7 "Multilayer tank" means a fuel tank constructed with at least two different
layered materials, one of which is a hydrocarbon barrier material.

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3.9.8 "Sealed fuel tank system" means a fuel tank system where the fuel vapours do
not vent during parking over the 24-hour diurnal cycle defined in paragraph 6.5.9
of Annex C3 when performed with a reference fuel defined in Annex B3.

3.9.9 "Evaporative emissions" means in the context of this regulation the hydrocarbon
vapours lost from the fuel system of a motor vehicle during parking and
immediately before refuelling of a sealed fuel tank.

3.9.10 "Depressurisation puff loss" means hydrocarbons venting from a sealed fuel tank
system pressure relief exclusively through the carbon canister allowed by the
system.

3.9.11 "Depressurisation puff loss overflow" are the depressurisation puff loss
hydrocarbons that pass through the carbon canister during depressurisation.

3.9.12 "Fuel tank relief pressure" is the minimum pressure value at which the sealed
fuel tank system starts venting in response only to pressure inside the tank.

3.9.13 "2 gram breakthrough" shall be considered accomplished when the cumulative
quantity of hydrocarbons emitted from the activated carbon canister equals 2
grams.

3.10 On-Board Diagnostics (OBD)

3.10.1 "On-Board Diagnostic (OBD) system" means in context of this Regulation, a

system on-board the vehicle which has the capability of detecting malfunctions
of the monitored emission control systems, identifying the likely area of a
malfunction by means of fault codes stored in computer memory, and
illumination of the Malfunction Indicator (MI) to notify the operator of the
vehicle.

3.10.2 "OBD family" means a manufacturer's grouping of vehicles which, through their
design, are expected to have similar exhaust emission and OBD system
characteristics. Each vehicle of this family shall have complied with the
requirements of this Regulation as defined in paragraph 6.8.1 of this regulation.

3.10.3 "Emission control system" means in the context of OBD the electronic engine
management controller and any emission-related component in the exhaust or
evaporative system which supplies an input to or receives an output from this
controller.

3.10.4 "Malfunction indicator (MI)" means a visible or audible indicator that clearly
informs the driver of the vehicle in the event of a malfunction of any emission-
related component connected to the OBD system, or the OBD system itself.

3.10.5 "Malfunction" means the failure of an emission-related component or system that

would result in emissions exceeding the OBD thresholds as per the Gazette
Notification or if the OBD system is unable to fulfil the basic monitoring
requirements of this annex.

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3.9.8 "Sealed fuel tank system" means a fuel tank system where the fuel vapours do
not vent during parking over the 24-hour diurnal cycle defined in paragraph 6.5.9
of Annex C3 when performed with a reference fuel defined in Annex B3.

3.9.9 "Evaporative emissions" means in the context of this regulation the hydrocarbon
vapours lost from the fuel system of a motor vehicle during parking and
immediately before refuelling of a sealed fuel tank.

3.9.10 "Depressurisation puff loss" means hydrocarbons venting from a sealed fuel tank
system pressure relief exclusively through the carbon canister allowed by the
system.

3.9.11 "Depressurisation puff loss overflow" are the depressurisation puff loss
hydrocarbons that pass through the carbon canister during depressurisation.

3.9.12 "Fuel tank relief pressure" is the minimum pressure value at which the sealed
fuel tank system starts venting in response only to pressure inside the tank.

3.9.13 "2 gram breakthrough" shall be considered accomplished when the cumulative
quantity of hydrocarbons emitted from the activated carbon canister equals 2
grams.

3.10 On-Board Diagnostics (OBD)

3.10.1 "On-Board Diagnostic (OBD) system" means in context of this Regulation, a

system on-board the vehicle which has the capability of detecting malfunctions
of the monitored emission control systems, identifying the likely area of a
malfunction by means of fault codes stored in computer memory, and
illumination of the Malfunction Indicator (MI) to notify the operator of the
vehicle.

3.10.2 "OBD family" means a manufacturer's grouping of vehicles which, through their
design, are expected to have similar exhaust emission and OBD system
characteristics. Each vehicle of this family shall have complied with the
requirements of this Regulation as defined in paragraph 6.8.1 of this regulation.

3.10.3 "Emission control system" means in the context of OBD the electronic engine
management controller and any emission-related component in the exhaust or
evaporative system which supplies an input to or receives an output from this
controller.

3.10.4 "Malfunction indicator (MI)" means a visible or audible indicator that clearly
informs the driver of the vehicle in the event of a malfunction of any emission-
related component connected to the OBD system, or the OBD system itself.

3.10.5 "Malfunction" means the failure of an emission-related component or system that

would result in emissions exceeding the OBD thresholds as per the Gazette
Notification or if the OBD system is unable to fulfil the basic monitoring
requirements of this annex.

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3.10.6 "Secondary air" refers to air introduced into the exhaust system by means of a
pump or aspirator valve or other means that is intended to aid in the oxidation of
HC and CO contained in the exhaust gas stream.

3.10.7 "Engine misfire" means lack of combustion in the cylinder of a positive ignition
engine due to absence of spark, poor fuel metering, poor compression or any
other cause. In terms of OBD monitoring it is that percentage of misfires out of
a total no of firing events ( as declared by the manufacturer) that would result in
emissions exceeding the OBD thresholds given in Gazette Notofication or that
percentage that could lead to an exhaust catalyst, or catalysts, overheating
causing irreversible damage.

3.10.8 An "OBD driving cycle" consists of key-on, a driving mode where a malfunction
would be detected if present, and key-off.

3.10.9 A "warm-up cycle" means sufficient vehicle operation such that the coolant
temperature has risen by at least 22 K from engine starting and reaches a
minimum temperature of 343 K (70 °C).

3.10.10 A "Fuel trim" refers to feedback adjustments to the base fuel schedule. Short-
term fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel
trim refers to much more gradual adjustments to the fuel calibration schedule
than short-term trim adjustments. These long-term adjustments compensate for
vehicle differences and gradual changes that occur over time.

3.10.11 A "Calculated load value" refers to an indication of the current airflow divided
by peak airflow, where peak airflow is corrected for altitude, if available. This
definition provides a dimensionless number that is not engine specific and
provides the service technician with an indication of the proportion of engine
capacity that is being used (with wide open throttle as 100 per cent);
Current airflow Atmospheric pressure(at sea level )
CLV = •
Peak airflow (at sea level ) Barometric pressure

3.10.12 "Permanent emission default mode" refers to a case where the engine
management controller permanently switches to a setting that does not require
an input from a failed component or system where such a failed component or
system would result in an increase in emissions from the vehicle to a level above
the OBD thresholds as per Gazette Notification

3.10.12.1 Permanent in this context means that the default mode is not recoverable, i.e. the
diagnostic or control strategy that caused the emission default mode cannot run
in the next driving cycle and cannot confirm that the conditions that caused the
emission default mode is not present anymore. All other emission default modes
are considered not to be permanent.

3.10.13 "Power take-off unit" means an engine-driven output provision for the purposes
of powering auxiliary, vehicle mounted, equipment.

3.10.14 "Access" means the availability of all emission-related OBD data including all
fault codes required for the inspection, diagnosis, servicing or repair of
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3.10.6 "Secondary air" refers to air introduced into the exhaust system by means of a
pump or aspirator valve or other means that is intended to aid in the oxidation of
HC and CO contained in the exhaust gas stream.

3.10.7 "Engine misfire" means lack of combustion in the cylinder of a positive ignition
engine due to absence of spark, poor fuel metering, poor compression or any
other cause. In terms of OBD monitoring it is that percentage of misfires out of
a total no of firing events ( as declared by the manufacturer) that would result in
emissions exceeding the OBD thresholds given in Gazette Notofication or that
percentage that could lead to an exhaust catalyst, or catalysts, overheating
causing irreversible damage.

3.10.8 An "OBD driving cycle" consists of key-on, a driving mode where a malfunction
would be detected if present, and key-off.

3.10.9 A "warm-up cycle" means sufficient vehicle operation such that the coolant
temperature has risen by at least 22 K from engine starting and reaches a
minimum temperature of 343 K (70 °C).

3.10.10 A "Fuel trim" refers to feedback adjustments to the base fuel schedule. Short-
term fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel
trim refers to much more gradual adjustments to the fuel calibration schedule
than short-term trim adjustments. These long-term adjustments compensate for
vehicle differences and gradual changes that occur over time.

3.10.11 A "Calculated load value" refers to an indication of the current airflow divided
by peak airflow, where peak airflow is corrected for altitude, if available. This
definition provides a dimensionless number that is not engine specific and
provides the service technician with an indication of the proportion of engine
capacity that is being used (with wide open throttle as 100 per cent);
Current airflow Atmospheri c pressure (at sea level)
CLV = •
Peak airflow (at sea level) Barometric pressure

3.10.12 "Permanent emission default mode" refers to a case where the engine
management controller permanently switches to a setting that does not require
an input from a failed component or system where such a failed component or
system would result in an increase in emissions from the vehicle to a level above
the OBD thresholds as per Gazette Notification

3.10.12.1 Permanent in this context means that the default mode is not recoverable, i.e. the
diagnostic or control strategy that caused the emission default mode cannot run
in the next driving cycle and cannot confirm that the conditions that caused the
emission default mode is not present anymore. All other emission default modes
are considered not to be permanent.

3.10.13 "Power take-off unit" means an engine-driven output provision for the purposes
of powering auxiliary, vehicle mounted, equipment.

3.10.14 "Access" means the availability of all emission-related OBD data including all
fault codes required for the inspection, diagnosis, servicing or repair of
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emissions-related parts of the vehicle, via the serial interface for the standard
diagnostic connection (pursuant to paragraph 6.5.3.5. of Appendix 1 to
Annex C5).

3.10.15 "Unrestricted" means:

3.10.15.1 Access not dependent on an access code obtainable only from the manufacturer,
or a similar device; or

3.10.15.2 Access allowing evaluation of the data produced without the need for any unique
decoding information, unless that information itself is standardised.

3.10.16 "Standardised" means that all data stream information, including all fault codes
used, shall be produced only in accordance with industry standards which, by
virtue of the fact that their format and their permitted options are clearly defined,
provide for a maximum level of harmonisation in the motor vehicle industry, and
whose use is expressly permitted in this Regulation.

3.10.17 (Reserved)

3.10.18 "Deficiency" means, in respect of vehicle OBD systems, that components or

systems that are monitored contain temporary or permanent operating
characteristics that impair the otherwise efficient OBD monitoring of those
components or systems or do not meet all of the other detailed requirements for
OBD.

3.10.19 "Limp-home routines" means any default mode other than emission default
mode.

3.10.20 "Pending fault code" is a diagnostic trouble code stored upon the initial detection
of a malfunction prior to illumination of the malfunction indicator.

3.10.21 "Readiness" means a status indicating whether a monitor or a group of monitors

have run since the last erasing by an external request or command (for example
through an OBD scan-tool).

3.10.22 "Diagnostic trouble code" or "fault code" is an alphanumeric identifier for a fault
condition identified by the OBD System.

3.10.23 "Confirmed fault code" is a diagnostic trouble code stored when an OBD system
has confirmed that a malfunction exists.

3.10.24 "Scan tool" means an external test equipment used for standardised off-board
communication with the OBD system in accordance with the requirements of
this regulation

3.10.25 "Software calibration identification" means a series of alphanumeric characters

that identifies the emission-related calibration and/or software version.

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emissions-related parts of the vehicle, via the serial interface for the standard
diagnostic connection (pursuant to paragraph 6.5.3.5. of Appendix 1 to
Annex C5).

3.10.15 "Unrestricted" means:

3.10.15.1 Access not dependent on an access code obtainable only from the manufacturer,
or a similar device; or

3.10.15.2 Access allowing evaluation of the data produced without the need for any unique
decoding information, unless that information itself is standardised.

3.10.16 "Standardised" means that all data stream information, including all fault codes
used, shall be produced only in accordance with industry standards which, by
virtue of the fact that their format and their permitted options are clearly defined,
provide for a maximum level of harmonisation in the motor vehicle industry, and
whose use is expressly permitted in this Regulation.

3.10.17 (Reserved)

3.10.18 "Deficiency" means, in respect of vehicle OBD systems, that components or

systems that are monitored contain temporary or permanent operating
characteristics that impair the otherwise efficient OBD monitoring of those
components or systems or do not meet all of the other detailed requirements for
OBD.

3.10.19 "Limp-home routines" means any default mode other than emission default
mode.

3.10.20 "Pending fault code" is a diagnostic trouble code stored upon the initial detection
of a malfunction prior to illumination of the malfunction indicator.

3.10.21 "Readiness" means a status indicating whether a monitor or a group of monitors

have run since the last erasing by an external request or command (for example
through an OBD scan-tool).

3.10.22 "Diagnostic trouble code" or "fault code" is an alphanumeric identifier for a fault
condition identified by the OBD System.

3.10.23 "Confirmed fault code" is a diagnostic trouble code stored when an OBD system
has confirmed that a malfunction exists.

3.10.24 "Scan tool" means an external test equipment used for standardised off-board
communication with the OBD system in accordance with the requirements of
this regulation

3.10.25 "Software calibration identification" means a series of alphanumeric characters

that identifies the emission-related calibration and/or software version.

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3.10.26 "Circuit Continuity" means the integrity of an electric circuit, i.e. the absence of
short to battery, short to ground, or open circuit faults.

3.10.27 “Calibration verification number" means the number that is calculated and
reported by the engine system to validate the calibration / software integrity

3.11 "Base Emission Strategy" (hereinafter 'BES') means an emission strategy that is
active throughout the speed and load operating range of the vehicle unless an
auxiliary emission strategy is activated

3.12 "Auxiliary Emission Strategy" (hereinafter 'AES') means an emission strategy

that becomes active and replaces or modifies a BES for a specific purpose and in
response to a specific set of ambient or operating conditions and only remains
operational as long as those conditions exist.

4.0 Application of Approval

4.1 The application for approval of a vehicle type with regard to the requirements of
this Regulation shall be submitted by the vehicle manufacturer or by their
authorized representative to the Test Agency.

4.1.1 The application referred to in paragraph 4.1. shall be drawn up in accordance

with the model of the information document set out in Annex A1 to this
Regulation.

4.1.2 In addition, the manufacturer shall submit the following information:

(a) In the case of vehicles equipped with positive ignition engines, a

declaration by the manufacturer of the minimum percentage of misfires
out of a total number of firing events that would either result in
emissions exceeding the OBD threshold limits given in Gazette
Notification, if that percentage of misfire had been present from the
start of a Type I test as described in Annexes Part B to this Regulation,
or that could lead to an exhaust catalyst, or catalysts, overheating prior
to causing irreversible damage;

(b) Detailed written information fully describing the functional operation

characteristics of the OBD system, including a listing of all relevant
parts of the emission control system of the vehicle that are monitored
by the OBD system;

(c) A description of the malfunction indicator used by the OBD system to

signal the presence of a fault to a driver of the vehicle;

(d) A declaration by the manufacturer that the OBD system complies with
the provisions of paragraph 7. of Appendix 1 to Annex C5 to this
Regulation relating to in-use performance under all reasonably
foreseeable driving conditions;

(e) A plan describing the detailed technical criteria and justification for
incrementing the numerator and denominator of each monitor that shall
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3.10.26 "Circuit Continuity" means the integrity of an electric circuit, i.e. the absence of
short to battery, short to ground, or open circuit faults.

3.10.27 “Calibration verification number" means the number that is calculated and
reported by the engine system to validate the calibration / software integrity

3.11 "Base Emission Strategy" (hereinafter 'BES') means an emission strategy that is
active throughout the speed and load operating range of the vehicle unless an
auxiliary emission strategy is activated

3.12 "Auxiliary Emission Strategy" (hereinafter 'AES') means an emission strategy

that becomes active and replaces or modifies a BES for a specific purpose and in
response to a specific set of ambient or operating conditions and only remains
operational as long as those conditions exist.

4.0 Application of Approval

4.1 The application for approval of a vehicle type with regard to the requirements of
this Regulation shall be submitted by the vehicle manufacturer or by their
authorized representative to the Test Agency.

4.1.1 The application referred to in paragraph 4.1. shall be drawn up in accordance

with the model of the information document set out in Annex A1 to this
Regulation.

4.1.2 In addition, the manufacturer shall submit the following information:

(a) In the case of vehicles equipped with positive ignition engines, a

declaration by the manufacturer of the minimum percentage of misfires
out of a total number of firing events that would either result in
emissions exceeding the OBD threshold limits given in Gazette
Notification, if that percentage of misfire had been present from the
start of a Type I test as described in Annexes Part B to this Regulation,
or that could lead to an exhaust catalyst, or catalysts, overheating prior
to causing irreversible damage;

(b) Detailed written information fully describing the functional operation

characteristics of the OBD system, including a listing of all relevant
parts of the emission control system of the vehicle that are monitored
by the OBD system;

(c) A description of the malfunction indicator used by the OBD system to

signal the presence of a fault to a driver of the vehicle;

(d) A declaration by the manufacturer that the OBD system complies with
the provisions of paragraph 7. of Appendix 1 to Annex C5 to this
Regulation relating to in-use performance under all reasonably
foreseeable driving conditions;

(e) A plan describing the detailed technical criteria and justification for
incrementing the numerator and denominator of each monitor that shall
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fulfil the requirements of paragraphs 7.2. and 7.3. of Appendix 1 to

Annex C5 to this Regulation, as well as for disabling numerators,
denominators and the general denominator under the conditions
outlined in paragraph 7.7. of Appendix 1 to Annex C5 to this
Regulation;

(f) A description of the provisions taken to prevent tampering with and

modification of the emission control computer;

(g) If applicable, the particulars of the OBD family as referred to in

paragraph 6.8.1.;

(h) Where appropriate, copies of other type approvals with the relevant
data to enable extension of approvals and establishment of deterioration
factors.

4.1.3 For the tests described in paragraph 3. of Annex C5 to this Regulation, a vehicle
representative of the vehicle type or vehicle family fitted with the OBD system
to be approved shall be submitted to the Test Agency responsible for the type
approval test. If the Test Agency determines that the submitted vehicle does not
fully represent the OBD family described in paragraph 6.8.1., an alternative and,
if necessary, an additional vehicle shall be submitted for test in accordance with
paragraph 3. of Annex C5 to this Regulation

4.2 A model of the information document relating to exhaust emissions, evaporative

emissions, durability, Real Driving Emission (RDE), measurement of fuel
consumption, engine power and the On-Board Diagnostic (OBD) system is given
in AIS-007, as amended from time to time.

4.2.1 Where appropriate, copies of other type approvals with the relevant data to
enable extensions of approvals and establishment of deterioration factors shall
be submitted.

4.3 For the tests specified in Table A in paragraph 6. a vehicle representative of the
vehicle type to be approved shall be submitted to the Test Agency responsible
for the approval tests.

The application referred to in clause 4.1. of this Regulation shall be drawn up in

accordance with the model of the information document set out as per AIS-007,
as amended from time to time

For the purposes of clause 4.1.2(d) of this regulation, the manufacturer shall use
the model of a manufacturer's certificate of compliance with the OBD in-use
performance requirements set out in Appendix 1 of Annex A1 of this regulation..

4.3.1 For the purposes of paragraph 4.1.2.(e), the Test Agency that grants the approval
shall make the information referred to in that point available to other Test Agency
upon request.

4.3.2 For the purposes of subparagraphs 4.1.2. (d) and (e), Test Agency shall not
approve a vehicle if the information submitted by the manufacturer is
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fulfil the requirements of paragraphs 7.2. and 7.3. of Appendix 1 to

Annex C5 to this Regulation, as well as for disabling numerators,
denominators and the general denominator under the conditions
outlined in paragraph 7.7. of Appendix 1 to Annex C5 to this
Regulation;

(f) A description of the provisions taken to prevent tampering with and

modification of the emission control computer;

(g) If applicable, the particulars of the OBD family as referred to in

paragraph 6.8.1.;

(h) Where appropriate, copies of other type approvals with the relevant
data to enable extension of approvals and establishment of deterioration
factors.

4.1.3 For the tests described in paragraph 3. of Annex C5 to this Regulation, a vehicle
representative of the vehicle type or vehicle family fitted with the OBD system
to be approved shall be submitted to the Test Agency responsible for the type
approval test. If the Test Agency determines that the submitted vehicle does not
fully represent the OBD family described in paragraph 6.8.1., an alternative and,
if necessary, an additional vehicle shall be submitted for test in accordance with
paragraph 3. of Annex C5 to this Regulation

4.2 A model of the information document relating to exhaust emissions, evaporative

emissions, durability, Real Driving Emission (RDE), measurement of fuel
consumption, engine power and the On-Board Diagnostic (OBD) system is given
in AIS-007, as amended from time to time.

4.2.1 Where appropriate, copies of other type approvals with the relevant data to
enable extensions of approvals and establishment of deterioration factors shall
be submitted.

4.3 For the tests specified in Table A in paragraph 6. a vehicle representative of the
vehicle type to be approved shall be submitted to the Test Agency responsible
for the approval tests.

The application referred to in clause 4.1. of this Regulation shall be drawn up in

accordance with the model of the information document set out as per AIS-007,
as amended from time to time

For the purposes of clause 4.1.2(d) of this regulation, the manufacturer shall use
the model of a manufacturer's certificate of compliance with the OBD in-use
performance requirements set out in Appendix 1 of Annex A1 of this regulation..

4.3.1 For the purposes of paragraph 4.1.2.(e), the Test Agency that grants the approval
shall make the information referred to in that point available to other Test Agency
upon request.

4.3.2 For the purposes of subparagraphs 4.1.2. (d) and (e), Test Agency shall not
approve a vehicle if the information submitted by the manufacturer is
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inappropriate for fulfilling the requirements of paragraph 7. of Appendix 1 to

Annex C5 to this Regulation. Paragraphs 7.2., 7.3. and 7.7. of Appendix 1 to
Annex C5 to this Regulation shall apply under all reasonably foreseeable driving
conditions. For the assessment of the implementation of the requirements set out
in the paragraphs 7.2. and 7.3. of Appendix 1 to Annex C5, the Test Agency shall
take into account the state of technology.

4.3.3 For the purposes of paragraph 4.1.2. (f), the provisions taken to prevent
tampering with and modification of the emission control computer shall include
the facility for updating using a manufacturer-approved programme or
calibration.

4.3.4 The application for type approval of flex-fuel, mono fuel, and bi-fuel vehicles
shall comply with the additional requirements laid down in paragraphs 5.8. and
5.9.

4.3.5 Changes to the make of a system, component or separate technical unit that occur
after a type approval shall not automatically invalidate a type approval, unless its
original characteristics or technical parameters are changed in such a way that
the functionality of the engine or pollution control system is affected.

4.4 The manufacturer shall equip vehicles so that the components likely to affect
emissions are designed, constructed and assembled so as to enable the vehicle,
in normal use, to comply with this Part and its implementing measures

5.0 Approval

5.1 If the vehicle type submitted for approval meets all the relevant requirements of
paragraph 6., approval of that vehicle type shall be granted.

5.2 Reserved

5.3 Reserved

5.4 Reserved

5.5 Reserved

5.6 Reserved

5.7 Reserved

5.8 Additional requirements for approval of flex fuel vehicles

5.8.1 For the type approval of a flex fuel ethanol or biodiesel vehicle, the
vehicle manufacturer shall describe the capability of the vehicle to adapt to any
mixture of gasoline and ethanol fuel (up to an 85% or 100 % ethanol blend) or
diesel and biodiesel that may occur across the market.

5.8.2 For flex fuel vehicles, the transition from one reference fuel to another between
the tests shall take place without manual adjustment of the engine settings.

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inappropriate for fulfilling the requirements of paragraph 7. of Appendix 1 to

Annex C5 to this Regulation. Paragraphs 7.2., 7.3. and 7.7. of Appendix 1 to
Annex C5 to this Regulation shall apply under all reasonably foreseeable driving
conditions. For the assessment of the implementation of the requirements set out
in the paragraphs 7.2. and 7.3. of Appendix 1 to Annex C5, the Test Agency shall
take into account the state of technology.

4.3.3 For the purposes of paragraph 4.1.2. (f), the provisions taken to prevent
tampering with and modification of the emission control computer shall include
the facility for updating using a manufacturer-approved programme or
calibration.

4.3.4 The application for type approval of flex-fuel, mono fuel, and bi-fuel vehicles
shall comply with the additional requirements laid down in paragraphs 5.8. and
5.9.

4.3.5 Changes to the make of a system, component or separate technical unit that occur
after a type approval shall not automatically invalidate a type approval, unless its
original characteristics or technical parameters are changed in such a way that
the functionality of the engine or pollution control system is affected.

4.4 The manufacturer shall equip vehicles so that the components likely to affect
emissions are designed, constructed and assembled so as to enable the vehicle,
in normal use, to comply with this Part and its implementing measures

5.0 Approval

5.1 If the vehicle type submitted for approval meets all the relevant requirements of
paragraph 6., approval of that vehicle type shall be granted.

5.2 Reserved

5.3 Reserved

5.4 Reserved

5.5 Reserved

5.6 Reserved

5.7 Reserved

5.8 Additional requirements for approval of flex fuel vehicles

5.8.1 For the type approval of a flex fuel ethanol or biodiesel vehicle, the
vehicle manufacturer shall describe the capability of the vehicle to adapt to any
mixture of gasoline and ethanol fuel (up to an 85% or 100 % ethanol blend) or
diesel and biodiesel that may occur across the market.

5.8.2 For flex fuel vehicles, the transition from one reference fuel to another between
the tests shall take place without manual adjustment of the engine settings.

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5.9 Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.

5.9.1 For LPG or NG, the fuel to be used shall be specified in the information
document set out in Annex A1 to this Regulation.

5.10 Requirements for approval regarding the OBD system

5.10.1 The manufacturer shall ensure that all vehicles are equipped with an OBD
system.

5.10.2 The OBD system shall be designed, constructed and installed on a vehicle so as
to enable it to identify types of deterioration or malfunction over the entire life
of the vehicle.

5.10.3 The OBD system shall comply with the requirements of this Regulation during
conditions of normal use.

5.10.4 When tested with a defective component in accordance with Appendix 1 to

Annex C5 to this Regulation, the OBD system malfunction indicator shall be
activated. The OBD system malfunction indicator may also activate during this
test at levels of emissions below the OBD threshold limits specified in Gazette
Notofication.

5.10.5 The manufacturer shall ensure that the OBD system complies with the
requirements for in-use performance set out in paragraph 7. of Appendix 1 to
Annex C5 to this Regulation under all reasonably foreseeable driving conditions.

5.10.6 In-use performance related data to be stored and reported by a vehicle's OBD
system according to the provisions of paragraph 7.6. of Appendix 1 to Annex C5
to this Regulation shall be made readily available by the manufacturer to national
authorities and independent operators without any encryption.

5.11 Reserved

6.0 GENERAL REQUIREMENTS

6.1 General

6.1.1 The vehicle and its components liable to affect CO2 and fuel consumption or
electric energy consumption and the emissions of gaseous compounds, including
evaporative emissions, particulate matter, particle number (if PN measurement
is required) shall be so designed, constructed and assembled as to enable the
vehicle in normal use and under normal conditions of use such as humidity, rain,
snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions
of this Regulation during its useful life.

This shall include the security of all hoses, joints and connections used within
the emission control systems and the evaporative emission control systems

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5.9 Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.

5.9.1 For LPG or NG, the fuel to be used shall be specified in the information
document set out in Annex A1 to this Regulation.

5.10 Requirements for approval regarding the OBD system

5.10.1 The manufacturer shall ensure that all vehicles are equipped with an OBD
system.

5.10.2 The OBD system shall be designed, constructed and installed on a vehicle so as
to enable it to identify types of deterioration or malfunction over the entire life
of the vehicle.

5.10.3 The OBD system shall comply with the requirements of this Regulation during
conditions of normal use.

5.10.4 When tested with a defective component in accordance with Appendix 1 to

Annex C5 to this Regulation, the OBD system malfunction indicator shall be
activated. The OBD system malfunction indicator may also activate during this
test at levels of emissions below the OBD threshold limits specified in Gazette
Notofication.

5.10.5 The manufacturer shall ensure that the OBD system complies with the
requirements for in-use performance set out in paragraph 7. of Appendix 1 to
Annex C5 to this Regulation under all reasonably foreseeable driving conditions.

5.10.6 In-use performance related data to be stored and reported by a vehicle's OBD
system according to the provisions of paragraph 7.6. of Appendix 1 to Annex C5
to this Regulation shall be made readily available by the manufacturer to national
authorities and independent operators without any encryption.

5.11 Reserved

6.0 GENERAL REQUIREMENTS

6.1 General

6.1.1 The vehicle and its components liable to affect CO2 and fuel consumption or
electric energy consumption and the emissions of gaseous compounds, including
evaporative emissions, particulate matter, particle number (if PN measurement
is required) shall be so designed, constructed and assembled as to enable the
vehicle in normal use and under normal conditions of use such as humidity, rain,
snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions
of this Regulation during its useful life.

This shall include the security of all hoses, joints and connections used within
the emission control systems and the evaporative emission control systems

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For exhaust emissions, CO2 and fuel consumption or electric energy

consumption these provisions are deemed to be met if the provisions of paragraph
6.3. and paragraph 8.2. are complied with.

For evaporative emissions, these conditions are deemed to be met if the

provisions of paragraph 6.6. and paragraph 8.3. are complied with.

6.1.2 The test vehicle shall be representative in terms of its emissions-related

components and functionality of the intended production series to be covered by
the approval. The manufacturer and the Test Agency shall agree which vehicle
test model is representative

6.1.3 With respect to evaporative emissions, for vehicles with a sealed fuel tank
system, this shall also include having a system which, just before refuelling,
releases the tank pressure exclusively through a carbon canister which has the
sole function of storing fuel vapour. This ventilation route shall also be the only
one used when the tank pressure exceeds its safe working pressure.

6.1.4 Vehicle testing condition

6.1.4.1 The types and amounts of lubricants and coolant for emissions testing shall be as
specified for normal vehicle operation by the manufacturer

6.1.4.2 The type of fuel for emissions testing shall be as specified in Annex B3 to this
Regulation.

6.1.4.3 All emissions controlling systems, including evaporative emissions controlling

systems shall be in working order. The use of any defeat device is prohibited.

6.1.4.4 The engine shall be designed to avoid crankcase emissions.

6.1.4.5 The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of
Annex B6 to this Regulation.

6.1.5 Reserved

6.1.6 Provision shall be made to prevent excess evaporative emissions and fuel spillage
caused by a missing fuel filler cap. This may be achieved by using one of the
following:

6.1.6.1 An automatically opening and closing, non-removable fuel filler cap;

6.1.6.2 Design features which avoid excess evaporative emissions in the case of a
missing fuel filler cap; or

6.1.6.3 Any other provision which has the same effect. Examples may include, but are
not limited to, a tethered filler cap, a chained filler cap or one utilising the same
locking key for the filler cap as for the vehicle's ignition. In this case, the key
shall be removable from the filler cap only in the locked condition.

6.1.7 Provisions for electronic system security

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For exhaust emissions, CO2 and fuel consumption or electric energy

consumption these provisions are deemed to be met if the provisions of paragraph
6.3. and paragraph 8.2. are complied with.

For evaporative emissions, these conditions are deemed to be met if the

provisions of paragraph 6.6. and paragraph 8.3. are complied with.

6.1.2 The test vehicle shall be representative in terms of its emissions-related

components and functionality of the intended production series to be covered by
the approval. The manufacturer and the Test Agency shall agree which vehicle
test model is representative

6.1.3 With respect to evaporative emissions, for vehicles with a sealed fuel tank
system, this shall also include having a system which, just before refuelling,
releases the tank pressure exclusively through a carbon canister which has the
sole function of storing fuel vapour. This ventilation route shall also be the only
one used when the tank pressure exceeds its safe working pressure.

6.1.4 Vehicle testing condition

6.1.4.1 The types and amounts of lubricants and coolant for emissions testing shall be as
specified for normal vehicle operation by the manufacturer

6.1.4.2 The type of fuel for emissions testing shall be as specified in Annex B3 to this
Regulation.

6.1.4.3 All emissions controlling systems, including evaporative emissions controlling

systems shall be in working order. The use of any defeat device is prohibited.

6.1.4.4 The engine shall be designed to avoid crankcase emissions.

6.1.4.5 The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of
Annex B6 to this Regulation.

6.1.5 Reserved

6.1.6 Provision shall be made to prevent excess evaporative emissions and fuel spillage
caused by a missing fuel filler cap. This may be achieved by using one of the
following:

6.1.6.1 An automatically opening and closing, non-removable fuel filler cap;

6.1.6.2 Design features which avoid excess evaporative emissions in the case of a
missing fuel filler cap; or

6.1.6.3 Any other provision which has the same effect. Examples may include, but are
not limited to, a tethered filler cap, a chained filler cap or one utilising the same
locking key for the filler cap as for the vehicle's ignition. In this case, the key
shall be removable from the filler cap only in the locked condition.

6.1.7 Provisions for electronic system security

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6.1.7.1 Any vehicle with an emission control computer, including an evaporative

emission control computer, including when integrated in an exhaust emissions
control computer, shall include features to deter modification, except as
authorised by the manufacturer. The manufacturer shall authorise modifications
if those modifications are necessary for the diagnosis, servicing, inspection,
retrofitting or repair of the vehicle. Any reprogrammable computer codes or
operating parameters shall be resistant to tampering and afford a level of
protection at least as good as the provisions in ISO 15031-7: 2013. Any
removable calibration memory chips shall be potted, encased in a sealed
container or protected by electronic algorithms and shall not be changeable
without the use of specialized tools and procedures.

6.1.7.1.1 Only features directly associated with emissions calibration or prevention of

vehicle theft may be protected in accordance with paragraph 6.1.7.1.

6.1.7.2 Computer-coded engine operating parameters shall not be changeable without

the use of specialized tools and procedures (e.g. soldered or potted computer
components or sealed (or soldered) enclosures).

6.1.7.3 Manufacturers may seek approval from the Test Agency for an exemption to one
of these requirements for those vehicles that are unlikely to require protection.
The criteria that the Test Agency shall evaluate in considering an exemption shall
include, but are not limited to, the current availability of performance chips, the
high-performance capability of the vehicle and the projected sales volume of the
vehicle.

6.1.7.4 Manufacturers using programmable computer code systems shall deter

unauthorised reprogramming. Manufacturers shall include enhanced tamper
protection strategies and write-protect features requiring electronic access to an
off-site computer maintained by the manufacturer. Methods giving an adequate
level of tamper protection shall be approved by the Test Agency

6.1.8 Rounding

Unless specified elsewhere in this Regulation, paragraphs 6.1.8.1. and 6.1.8.2.

provide rules for rounding to fulfil the requirements of this Regulation.

6.1.8.1 When the digit immediately to the right of the last place to be retained is less
than 5, that last digit retained shall remain unchanged.

Example

If a result is 1.234 grams but only two places of decimal are to be retained, the
final result shall be 1.23 grams.

6.1.8.2 When the digit immediately to the right of the last place to be retained is greater
than or equal to 5, that last digit retained shall be increased by 1.

Example

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6.1.7.1 Any vehicle with an emission control computer, including an evaporative

emission control computer, including when integrated in an exhaust emissions
control computer, shall include features to deter modification, except as
authorised by the manufacturer. The manufacturer shall authorise modifications
if those modifications are necessary for the diagnosis, servicing, inspection,
retrofitting or repair of the vehicle. Any reprogrammable computer codes or
operating parameters shall be resistant to tampering and afford a level of
protection at least as good as the provisions in ISO 15031-7: 2013. Any
removable calibration memory chips shall be potted, encased in a sealed
container or protected by electronic algorithms and shall not be changeable
without the use of specialized tools and procedures.

6.1.7.1.1 Only features directly associated with emissions calibration or prevention of

vehicle theft may be protected in accordance with paragraph 6.1.7.1.

6.1.7.2 Computer-coded engine operating parameters shall not be changeable without

the use of specialized tools and procedures (e.g. soldered or potted computer
components or sealed (or soldered) enclosures).

6.1.7.3 Manufacturers may seek approval from the Test Agency for an exemption to one
of these requirements for those vehicles that are unlikely to require protection.
The criteria that the Test Agency shall evaluate in considering an exemption shall
include, but are not limited to, the current availability of performance chips, the
high-performance capability of the vehicle and the projected sales volume of the
vehicle.

6.1.7.4 Manufacturers using programmable computer code systems shall deter

unauthorised reprogramming. Manufacturers shall include enhanced tamper
protection strategies and write-protect features requiring electronic access to an
off-site computer maintained by the manufacturer. Methods giving an adequate
level of tamper protection shall be approved by the Test Agency

6.1.8 Rounding

Unless specified elsewhere in this Regulation, paragraphs 6.1.8.1. and 6.1.8.2.

provide rules for rounding to fulfil the requirements of this Regulation.

6.1.8.1 When the digit immediately to the right of the last place to be retained is less
than 5, that last digit retained shall remain unchanged.

Example

If a result is 1.234 grams but only two places of decimal are to be retained, the
final result shall be 1.23 grams.

6.1.8.2 When the digit immediately to the right of the last place to be retained is greater
than or equal to 5, that last digit retained shall be increased by 1.

Example

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If a result is 1.236 grams but only two places of decimal are to be retained, and
because 6 is greater than 5, the final result shall be 1.24 grams.

6.1.9 The use of defeat devices that reduce the effectiveness of emission control
systems shall be prohibited. The prohibition shall not apply where:

(a) The need for the device is justified in terms of protecting the engine
against damage or accident and for safe operation of the vehicle;

(b) The device does not function beyond the requirements of engine starting;

Or

(c) The conditions are substantially included in the test procedures for
verifying evaporative emissions and average tailpipe emissions.

6.1.10 In order for the Test Agency to be able to assess the proper use of AES, taking
into account the prohibition of defeat devices, the manufacturer shall also provide
an extended documentation package, as described in Appendix 3 Annex A1 of
this regulation.

6.1.11 The extended documentation package referred to in clause 6.1.10 shall remain
strictly confidential. The package shall be identified and dated by the Test
Agency and kept by that Test Agency for at least ten years after the approval is
granted. The extended documentation package shall be transmitted to the Nodal
Agency upon request.

6.1.12 At the request of the manufacturer, the Test agency shall conduct a preliminary
assessment of the AES for new vehicle types. In that case, the relevant
documentation shall be provided to the Test agency between 2 and 12 months
before the start of the type-approval process.

Test Agency shall make a preliminary assessment on the basis of the extended
documentation package, as described in Point (b) of Appendix 3 Annex A1 of
this regulation., provided by the manufacturer. Test agency shall make the
assessment in accordance with the methodology described in in Appendix 3
Annex A1 of this regulation.

Test agency may deviate from that methodology in exceptional and duly justified
cases.

The preliminary assessment of the AES for new vehicle types shall remain valid
for the purposes of type approval for a period of 18 months. That period may
extend by a further 12 months if the manufacturer provides to the Test Agency
proof that no new technologies have become accessible in the market that would
change the preliminary assessment of the AES.

A list of AES which were deemed non-acceptable by Test agency shall be

compiled and made available to the public by MoRTH.

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If a result is 1.236 grams but only two places of decimal are to be retained, and
because 6 is greater than 5, the final result shall be 1.24 grams.

6.1.9 The use of defeat devices that reduce the effectiveness of emission control
systems shall be prohibited. The prohibition shall not apply where:

(a) The need for the device is justified in terms of protecting the engine
against damage or accident and for safe operation of the vehicle;

(b) The device does not function beyond the requirements of engine starting;

Or

(c) The conditions are substantially included in the test procedures for
verifying evaporative emissions and average tailpipe emissions.

6.1.10 In order for the Test Agency to be able to assess the proper use of AES, taking
into account the prohibition of defeat devices, the manufacturer shall also provide
an extended documentation package, as described in Appendix 3 Annex A1 of
this regulation.

6.1.11 The extended documentation package referred to in clause 6.1.10 shall remain
strictly confidential. The package shall be identified and dated by the Test
Agency and kept by that Test Agency for at least ten years after the approval is
granted. The extended documentation package shall be transmitted to the Nodal
Agency upon request.

6.1.12 At the request of the manufacturer, the Test agency shall conduct a preliminary
assessment of the AES for new vehicle types. In that case, the relevant
documentation shall be provided to the Test agency between 2 and 12 months
before the start of the type-approval process.

Test Agency shall make a preliminary assessment on the basis of the extended
documentation package, as described in Point (b) of Appendix 3 Annex A1 of
this regulation., provided by the manufacturer. Test agency shall make the
assessment in accordance with the methodology described in in Appendix 3
Annex A1 of this regulation.

Test agency may deviate from that methodology in exceptional and duly justified
cases.

The preliminary assessment of the AES for new vehicle types shall remain valid
for the purposes of type approval for a period of 18 months. That period may
extend by a further 12 months if the manufacturer provides to the Test Agency
proof that no new technologies have become accessible in the market that would
change the preliminary assessment of the AES.

A list of AES which were deemed non-acceptable by Test agency shall be

compiled and made available to the public by MoRTH.

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6.2 Test Procedure

Table A specifies the various test requirements for type approval of a vehicle

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6.2 Test Procedure

Table A specifies the various test requirements for type approval of a vehicle

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Table A APPLICABILITY OF TEST REQUIREMENTS FOR TYPE-APPROVAL

Vehicle with Positive Ignition Engines including Hybrids Vehicles with Compression Ignition
Engines including Hybrids

Mono fuel Bi-Fuel(1) Flex Fuel(1) Mono Fuel Dual Flex

Fuel Fuel

Reference Gasoline LPG CNG/Bio- Hydrogen HCNG(Hy Gasoline [(E5)/ Gasoline [(E5)/ Gasoline Ethanol above Diesel Bio- Diesel Bio-
Fuel [(E5)/(E1 Methane/ (ICE)3 drogen+C (E10)/ (E (E10)/ (E [(E5)/ (E20) to (B7)5 Diesel +CNG Diesel
0)/ (E Bio-Gas/LNG NG) 20)/(E100)] 20)/(E100)] (E10)/ (E (E85)
(B100) above
20)/(E10 20)/(E100)]
0)] (7) (B7) to
LPG CNG/Bio- Hydrogen (B100)5
Methane (ICE)(3),(2)

Gaseous Yes Yes Yes Yes2 Yes Yes (both Yes (both fuels) Yes (both Yes (both fuels) Yes Yes Yes Yes
Pollutants fuels) fuels)
(Type 1 Test)

Particulate Yes4 - - - - Yes4 (Gasoline Yes4 (Gasoline Yes4 Yes4 (both fuels) Yes Yes Yes Yes
Mass and only) only) (Gasoline
Particulate only)
Number
(Type 1 Test)

Idle Yes Yes Yes - Yes Yes (both Yes (both fuels) Yes Yes (both fuels) - - - -
Emissions fuels) (Gasoline
(Type II only)
Test)

Crankcase Yes Yes Yes - Yes Yes (Gasoline Yes (Gasoline Yes Yes (E20 only) - - - -
Emissions only) only) (Gasoline
(Type III only)
Test)

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Table A APPLICABILITY OF TEST REQUIREMENTS FOR TYPE-APPROVAL

Vehicle with Positive Ignition Engines including Hybrids Vehicles with Compression Ignition
Engines including Hybrids

Mono fuel Bi-Fuel(1) Flex Fuel(1) Mono Fuel Dual Flex

Fuel Fuel

Reference Gasoline LPG CNG/Bio- Hydrogen HCNG(Hy Gasoline [(E5)/ Gasoline [(E5)/ Gasoline Ethanol above Diesel Bio- Diesel Bio-
Fuel [(E5)/(E1 Methane/ (ICE)3 drogen+C (E10)/ (E (E10)/ (E [(E5)/ (E20) to (B7)5 Diesel +CNG Diesel
0)/ (E Bio-Gas/LNG NG) 20)/(E100)] 20)/(E100)] (E10)/ (E (E85)
(B100) above
20)/(E10 20)/(E100)]
0)] (7) (B7) to
LPG CNG/Bio- Hydrogen (B100)5
Methane (ICE)(3),(2)

Gaseous Yes Yes Yes Yes2 Yes Yes (both Yes (both fuels) Yes (both Yes (both fuels) Yes Yes Yes Yes
Pollutants fuels) fuels)
(Type 1 Test)

Particulate Yes4 - - - - Yes4 (Gasoline Yes4 (Gasoline Yes4 Yes4 (both fuels) Yes Yes Yes Yes
Mass and only) only) (Gasoline
Particulate only)
Number
(Type 1 Test)

Idle Yes Yes Yes - Yes Yes (both Yes (both fuels) Yes Yes (both fuels) - - - -
Emissions fuels) (Gasoline
(Type II only)
Test)

Crankcase Yes Yes Yes - Yes Yes (Gasoline Yes (Gasoline Yes Yes (E20 only) - - - -
Emissions only) only) (Gasoline
(Type III only)
Test)

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Evaporative Yes - - - - Yes Yes Yes Yes - - - -

Emissions (Gasoline only) (Gasoline only) (Gasoline (E20 only)
(Type IV only)
test)

Durability Yes Yes Yes - Yes Yes Yes Yes Yes Yes Yes Yes Yes
(Type V (Gasoline only) (Gasoline only) (Gasoline (E20 only) (B8
Test) only) only)

In-Service Yes Yes Yes - Yes Yes Yes Yes Yes Yes Yes Yes Yes
Conformity (both fuels) (both fuels) (Gasoline (both fuels) (B8 only
only)

On-Board Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Diagnostics
and IUPRm

CO2 Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
emission (both fuels) (both fuels) (both fuels) (both fuels) (both
and fuel fuels)
consumption

Smoke - - - - - - - - - Yes Yes - Yes

Opacity

Engine Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Power (both fuels) (both fuels) (both fuels) (both fuels)

RDE gaseous Yes Yes Yes Yes(2) Yes Yes (both Yes (both fuels) Yes (both Yes (both fuels) Yes Yes Yes Yes
emissions fuels) fuels)
test
applicability

RDE PN Yes - - - - Yes (Gasoline Yes (Gasoline Yes Yes (both fuels) Yes Yes Yes Yes
emissions only) only) (Gasoline
test only)
applicability
(4)

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Evaporative Yes - - - - Yes Yes Yes Yes - - - -

Emissions (Gasoline only) (Gasoline only) (Gasoline (E20 only)
(Type IV only)
test)

Durability Yes Yes Yes - Yes Yes Yes Yes Yes Yes Yes Yes Yes
(Type V (Gasoline only) (Gasoline only) (Gasoline (E20 only) (B8
Test) only) only)

In-Service Yes Yes Yes - Yes Yes Yes Yes Yes Yes Yes Yes Yes
Conformity (both fuels) (both fuels) (Gasoline (both fuels) (B8 only
only)

On-Board Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Diagnostics
and IUPRm

CO2 Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
emission (both fuels) (both fuels) (both fuels) (both fuels) (both
and fuel fuels)
consumption

Smoke - - - - - - - - - Yes Yes - Yes

Opacity

Engine Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Power (both fuels) (both fuels) (both fuels) (both fuels)

RDE gaseous Yes Yes Yes Yes(2) Yes Yes (both Yes (both fuels) Yes (both Yes (both fuels) Yes Yes Yes Yes
emissions fuels) fuels)
test
applicability

RDE PN Yes - - - - Yes (Gasoline Yes (Gasoline Yes Yes (both fuels) Yes Yes Yes Yes
emissions only) only) (Gasoline
test only)
applicability
(4)

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1)
When a bi-fuel vehicle has flex fuel option, both tet requirements are applicable . Vehicle tested with E100 need not to be tested for E85.
2)
Only NOx emissions shall be determined when the vehcicle is running on Hydrogen.
3)
Reference fuel is “ Hydrogen for internal combustion Engine” as specified in Annexure IV-W.
4)
For positive ignition , particulate mass and number limits for vehicles with positive ignition engines including hybrids shall apply only to
vehicles with direct ignition engines.
5)
Vehicles fuelled with Bio diesel blends up to 7% will be tested with reference diesel
(B7) & vehicles fuelled with Bio diesel blends upto 7% will be tested with respective blends.
6)
CO2 emission and fuel consumption shall be measured as per procedure laid down in this part and as amended time to time.

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1)
When a bi-fuel vehicle has flex fuel option, both tet requirements are applicable . Vehicle tested with E100 need not to be tested for E85.
2)
Only NOx emissions shall be determined when the vehcicle is running on Hydrogen.
3)
Reference fuel is “ Hydrogen for internal combustion Engine” as specified in Annexure IV-W.
4)
For positive ignition , particulate mass and number limits for vehicles with positive ignition engines including hybrids shall apply only to
vehicles with direct ignition engines.
5)
Vehicles fuelled with Bio diesel blends up to 7% will be tested with reference diesel
(B7) & vehicles fuelled with Bio diesel blends upto 7% will be tested with respective blends.
6)
CO2 emission and fuel consumption shall be measured as per procedure laid down in this part and as amended time to time.

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6.2.6 Each of the vehicle families specified below shall be attributed a unique
identifier of the following format:

FT-nnnnnnnnnnnnnnn-WMI

Where:

FT is an identifier of the family type:

(a) IP = Interpolation family as defined in paragraph 6.3.2. with or without

using the interpolation method

(b) RL = Road load family as defined in paragraph 6.3.3.

(c) RM = Road load matrix family as defined in paragraph 6.3.4.

(d) PR = Periodically regenerating systems (Ki) family as defined in

paragraph 6.3.5.

(e) EV = Evaporative emissions family, as defined in paragraph 6.6.3.

(f) DF = Durability family, as defined in paragraph 6.7.5

(g) OB = OBD family identifier, as defined paragraph 6.8.1.

(h) ER = Exhaust after-treatment system using reagent (ER)family identifier,

as defined in paragraph 6.9.2.

nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted

to using the characters 0-9, A-Z and the underscore character '_'.

WMI (world manufacturer identifier) is a code that identifies the manufacturer

in a unique manner defined in ISO 3780:2009.

It is the responsibility of the owner of the WMI to ensure that the combination
of the string nnnnnnnnnnnnnnn and the WMI is unique to the family and that
the string nnnnnnnnnnnnnnn is unique within that WMI to the approval tests
performed to obtain the approval.

6.3 Description of Type I test (WLTP)

The Type I test shall be carried out on all vehicles referred to in paragraph 1.
The test procedures and requirements of this paragraph and Annexes Part B
shall be followed (as applicable).

6.3.1 The Type I test shall be performed according to:

(a) The WLTCs as described in Annex B1;

(b) The gear selection and shift point determination as described in Annex
B2;

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6.2.6 Each of the vehicle families specified below shall be attributed a unique
identifier of the following format:

FT-nnnnnnnnnnnnnnn-WMI

Where:

FT is an identifier of the family type:

(a) IP = Interpolation family as defined in paragraph 6.3.2. with or without

using the interpolation method

(b) RL = Road load family as defined in paragraph 6.3.3.

(c) RM = Road load matrix family as defined in paragraph 6.3.4.

(d) PR = Periodically regenerating systems (Ki) family as defined in

paragraph 6.3.5.

(e) EV = Evaporative emissions family, as defined in paragraph 6.6.3.

(f) DF = Durability family, as defined in paragraph 6.7.5

(g) OB = OBD family identifier, as defined paragraph 6.8.1.

(h) ER = Exhaust after-treatment system using reagent (ER)family identifier,

as defined in paragraph 6.9.2.

nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted

to using the characters 0-9, A-Z and the underscore character '_'.

WMI (world manufacturer identifier) is a code that identifies the manufacturer

in a unique manner defined in ISO 3780:2009.

It is the responsibility of the owner of the WMI to ensure that the combination
of the string nnnnnnnnnnnnnnn and the WMI is unique to the family and that
the string nnnnnnnnnnnnnnn is unique within that WMI to the approval tests
performed to obtain the approval.

6.3 Description of Type I test (WLTP)

The Type I test shall be carried out on all vehicles referred to in paragraph 1.
The test procedures and requirements of this paragraph and Annexes Part B
shall be followed (as applicable).

6.3.1 The Type I test shall be performed according to:

(a) The WLTCs as described in Annex B1;

(b) The gear selection and shift point determination as described in Annex
B2;

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(c) The appropriate fuel(s) as specified in Annex B3;

(d) The road load and dynamometer settings as described in Annex B4;

(e) The test equipment as described in Annex B5;

(f) The test procedures as described in Annexes B6 and B8;

(g) The methods of calculation as described in Annexes B7 and B8.

6.3.2 Interpolation family

6.3.2.1 Interpolation family for pure ICE vehicles

6.3.2.1.1 Vehicles may be part of the same interpolation family in any of the following
cases including combinations of these cases:

(a) They belong to different vehicle classes as described in paragraph 2. of

Annex B1;

(b) They have different levels of downscaling as described in paragraph 8. of

Annex B1;

(c) They have different capped speeds as described in paragraph 9. of Annex

B1.

6.3.2.1.2 Only vehicles that are identical with respect to the following vehicle/power-
train/transmission characteristics may be part of the same interpolation family:

(a) Type of internal combustion engine: fuel type (or types in the case of
flex-fuel or bi-fuel vehicles), combustion process, engine capacity, full-
load characteristics, engine technology, and charging system, and also
other engine subsystems or characteristics that have a non-negligible
influence on CO2 mass emission under WLTP conditions;

(b) Operation strategy of all CO2 mass emission influencing components

within the powertrain;

(c) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, number of clutches, etc.);

(d) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to n/v ratios of the most commonly
installed transmission type is within 8 per cent;

(e) Number of powered axles.

6.3.2.1.3 If an alternative parameter such as a higher nmin_drive, as specified in

paragraph 2.(k) of Annex B2, or ASM, as defined in paragraph 3.4. of Annex
B2 is used, this parameter shall be the same within an interpolation family.

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(c) The appropriate fuel(s) as specified in Annex B3;

(d) The road load and dynamometer settings as described in Annex B4;

(e) The test equipment as described in Annex B5;

(f) The test procedures as described in Annexes B6 and B8;

(g) The methods of calculation as described in Annexes B7 and B8.

6.3.2 Interpolation family

6.3.2.1 Interpolation family

for pure ICE vehicles

6.3.2.1.1 Vehicles may be part of the same interpolation family in any of the following
cases including combinations of these cases:

(a) They belong to different vehicle classes as described in paragraph 2. of

Annex B1;

(b) They have different levels of downscaling as described in paragraph 8. of

Annex B1;

(c) They have different capped speeds as described in paragraph 9. of Annex

B1.

6.3.2.1.2 Only vehicles that are identical with respect to the following vehicle/power-
train/transmission characteristics may be part of the same interpolation family:

(a) Type of internal combustion engine: fuel type (or types in the case of
flex-fuel or bi-fuel vehicles), combustion process, engine capacity, full-
load characteristics, engine technology, and charging system, and also
other engine subsystems or characteristics that have a non-negligible
influence on CO2 mass emission under WLTP conditions;

(b) Operation strategy of all CO2 mass emission influencing components

within the powertrain;

(c) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, number of clutches, etc.);

(d) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to n/v ratios of the most commonly
installed transmission type is within 8 per cent;

(e) Number of powered axles.

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6.3.2.2 Interpolation family for NOVC-HEVs and OVC-HEVs

In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and

NOVC-HEVs that are identical with respect to the following characteristics
may be part of the same interpolation family:

(a) Type and number of electric machines: construction type (asynchronous/

synchronous, etc.), type of coolant (air, liquid) and any other
characteristics having a non-negligible influence on CO2 mass emission
and electric energy consumption under WLTP conditions;

(b) Type of traction REESS ( model, capacity, nominal voltage, nominal

power, type of coolant (air, liquid));

(c) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any
other characteristics having a non-negligible influence on CO2 mass
emission and electric energy consumption under WLTP conditions.

At the request of the manufacturer and with the approval of the Test
Agency, electric energy converters between recharge-plug-in and traction
REESS with lower recharge losses may be included in the family;

(d) The difference between the number of charge-depleting cycles from the
beginning of the test up to and including the transition cycle shall not be
more than one.

6.3.2.3 Interpolation family for PEVs

Only PEVs that are identical with respect to the following electric
powertrain/transmission characteristics may be part of the same interpolation
family:

(a) Type and number of electric machines: construction type (asynchronous/

synchronous, etc.), type of coolant (air, liquid) and any other
characteristics having a non-negligible influence on electric energy
consumption and range under WLTP conditions;

(b) Type of traction REESS (model, capacity, nominal voltage, nominal

power, type of coolant (air, liquid));

(c) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, numbers of clutches, etc.);

(d) Number of powered axles;

(e) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any

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6.3.2.1.3 If an alternative parameter such as a higher nmin_drive, as specified in

paragraph 2.(k) of Annex B2, or ASM, as defined in paragraph 3.4. of Annex
B2 is used, this parameter shall be the same within an interpolation family.

6.3.2.2 Interpolation family for NOVC-HEVs and OVC-HEVs

In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and

NOVC-HEVs that are identical with respect to the following characteristics
may be part of the same interpolation family:

(a) Type and number of electric machines: construction type (asynchronous/

synchronous, etc.), type of coolant (air, liquid) and any other
characteristics having a non-negligible influence on CO2 mass emission
and electric energy consumption under WLTP conditions;

(b) Type of traction REESS ( model, capacity, nominal voltage, nominal

power, type of coolant (air, liquid));

(c) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any
other characteristics having a non-negligible influence on CO2 mass
emission and electric energy consumption under WLTP conditions.

At the request of the manufacturer and with the approval of the Test
Agency, electric energy converters between recharge-plug-in and traction
REESS with lower recharge losses may be included in the family;

(d) The difference between the number of charge-depleting cycles from the
beginning of the test up to and including the transition cycle shall not be
more than one.

6.3.2.3 Interpolation family for PEVs

Only PEVs that are identical with respect to the following electric
powertrain/transmission characteristics may be part of the same interpolation
family:

(a) Type and number of electric machines: construction type (asynchronous/

synchronous, etc.), type of coolant (air, liquid) and any other
characteristics having a non-negligible influence on electric energy
consumption and range under WLTP conditions;

(b) Type of traction REESS (model, capacity, nominal voltage, nominal

power, type of coolant (air, liquid));

(c) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, numbers of clutches, etc.);

(d) Number of powered axles;

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other characteristics having a non-negligible influence on electric energy

consumption and range under WLTP conditions.

At the request of the manufacturer and with the approval of the Test
Agency, electric energy converters between recharge-plug-in and traction
REESS with lower recharge losses may be included in the family;

(f) Operation strategy of all components influencing the electric energy

consumption within the powertrain;

(g) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to the n/v ratios of the most
commonly installed transmission type and model is within 8 per cent.

6.3.2.4 Interpolation family for OVC-FCHVs and NOVC-FCHVs

Only OVC-FCHVs and NOVC-FCHVs that are identical with respect to the
following electric powertrain/fuel cell/transmission characteristics may be part
of the same interpolation family:

(i) Type and number of electric machines: construction type (asynchronous/

synchronous, etc.), type of coolant (air, liquid) and any other
characteristics having a non-negligible influence on fuel consumption
and electric energy consumption under WLTP conditions;

(ii) Type of fuel cell (model, nominal voltage, type of coolant (air, liquid)),
and also other fuel cell subsystems or characteristics that have a non-
negligible influence on fuel consumption under WLTP conditions;

(iii) Type of traction REESS (type of cell, model, capacity, nominal voltage,
nominal power, type of coolant (air, liquid));

(iv) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, numbers of clutches, etc.);

(v) Number of powered axles;

(vi) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any
other characteristics having a non-negligible influence on fuel
consumption (or fuel efficiency) and electric energy consumption under
WLTP conditions. At the request of the manufacturer and with the
approval of the Test Agency, electric energy converters between
recharge-plug-in and traction REESS with lower recharge losses may be
included in the family.;

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(e) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any
other characteristics having a non-negligible influence on electric energy
consumption and range under WLTP conditions.

At the request of the manufacturer and with the approval of the Test
Agency, electric energy converters between recharge-plug-in and traction
REESS with lower recharge losses may be included in the family;

(f) Operation strategy of all components influencing the electric energy

consumption within the powertrain;

(g) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to the n/v ratios of the most
commonly installed transmission type and model is within 8 per cent.

6.3.2.4 Interpolation family for OVC-FCHVs and NOVC-FCHVs

Only OVC-FCHVs and NOVC-FCHVs that are identical with respect to the
following electric powertrain/fuel cell/transmission characteristics may be part
of the same interpolation family:

(i) Type and number of electric machines: construction type (asynchronous/

synchronous, etc.), type of coolant (air, liquid) and any other
characteristics having a non-negligible influence on fuel consumption
and electric energy consumption under WLTP conditions;

(ii) Type of fuel cell (model, nominal voltage, type of coolant (air, liquid)),
and also other fuel cell subsystems or characteristics that have a non-
negligible influence on fuel consumption under WLTP conditions;

(iii) Type of traction REESS (type of cell, model, capacity, nominal voltage,
nominal power, type of coolant (air, liquid));

(iv) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, numbers of clutches, etc.);

(v) Number of powered axles;

(vi) Type of electric energy converter between the electric machine and
traction REESS, between the traction REESS and low voltage power
supply and between the recharge-plug-in and traction REESS, and any
other characteristics having a non-negligible influence on fuel
consumption (or fuel efficiency) and electric energy consumption under
WLTP conditions. At the request of the manufacturer and with the
approval of the Test Agency, electric energy converters between
recharge-plug-in and traction REESS with lower recharge losses may be
included in the family.;

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(vii) Operation strategy of all components influencing the fuel consumption

(or fuel efficiency) and electric energy consumption within the
powertrain;

(viii) n/v ratios. This requirement shall be considered fulfilled if, for all
transmission ratios concerned, the difference with respect to the n/v ratios
of the most commonly installed transmission type and model is within 8
per cent.

6.3.2.5 KCO2 correction factor family for OVC-HEVs and NOVC-HEVs

It is allowed to merge two or more interpolation families into the same KCO2
correction factor family if newly merged interpolation families meet at least
one of the following criteria defined in (a) to (e) of this paragraph. The
representative KCO2 shall be determined with preferably highest energy
demand vehicle H within a family

At the request of the Test Agency, the manufacturer shall provide evidence on
the justification and technical criteria for merging these interpolation families
for example in the following cases:

Two or more interpolation families are merged:

(a) Which were split because the maximum interpolation range of 20 g/km
CO2 is exceeded (in case vehicle M measured: 30g/km);

(b) Which were split due to different engine power ratings of the same
physical combustion engine

(different power only related to software)

(c) Which were split because the n/v ratios are just outside the tolerance of
8%;

(d) Which were split, but still fulfil all the family criteria of a single IP
family.

(e) Which were split because there is different number of powered axles

Different electric energy converters between recharge-plug-in and traction

REESS shall not be considered as a criterion in the context of the correction
factor family.

6.3.3 Road load family

Only vehicles that are identical with respect to the following characteristics
may be part of the same road load family:

(a) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, number of clutches, etc.). At

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(vii) Operation strategy of all components influencing the fuel consumption

(or fuel efficiency) and electric energy consumption within the
powertrain;

(viii) n/v ratios. This requirement shall be considered fulfilled if, for all
transmission ratios concerned, the difference with respect to the n/v ratios
of the most commonly installed transmission type and model is within 8
per cent.

6.3.2.5 KCO2 correction factor family for OVC-HEVs and NOVC-HEVs

It is allowed to merge two or more interpolation families into the same KCO2
correction factor family if newly merged interpolation families meet at least
one of the following criteria defined in (a) to (e) of this paragraph. The
representative KCO2 shall be determined with preferably highest energy
demand vehicle H within a family

At the request of the Test Agency, the manufacturer shall provide evidence on
the justification and technical criteria for merging these interpolation families
for example in the following cases:

Two or more interpolation families are merged:

(a) Which were split because the maximum interpolation range of 20 g/km
CO2 is exceeded (in case vehicle M measured: 30g/km);

(b) Which were split due to different engine power ratings of the same
physical combustion engine

(different power only related to software)

(c) Which were split because the n/v ratios are just outside the tolerance of
8%;

(d) Which were split, but still fulfil all the family criteria of a single IP
family.

(e) Which were split because there is different number of powered axles

Different electric energy converters between recharge-plug-in and traction

REESS shall not be considered as a criterion in the context of the correction
factor family.

6.3.3 Road load family

Only vehicles that are identical with respect to the following characteristics
may be part of the same road load family:

(a) Transmission type (e.g. manual, automatic, CVT) and transmission

model (e.g. torque rating, number of gears, number of clutches, etc.). At

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the request of the manufacturer and with approval of the Test Agency, a
transmission with lower power losses may be included in the family;

(b) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to the transmission ratios of the
most commonly installed transmission type is within 25 per cent;

(c) Number of powered axles;

If at least one electric machine is coupled in the gearbox position neutral

and the vehicle is not equipped with a coastdown mode (paragraph
4.2.1.8.5. of Annex B4) such that the electric machine has no influence
on the road load, the criteria in paragraph 6.3.2.2. (a) and paragraph
6.3.2.3. (a) shall apply.

If there is a difference, apart from vehicle mass, rolling resistance and

aerodynamics, that has a non-negligible influence on road load, that
vehicle shall not be considered to be part of the family unless approved
by the Test Agency.

6.3.4 Road load matrix family

The road load matrix family may be applied for vehicles with a technically
permissible maximum laden mass ≥ 3,000 kg

Vehicles with a technically permissible maximum laden mass ≥ 2,500 kg may

be part of the road load matrix family provided the driver seat R-point height
is above 850 mm from the ground.

“R-point” means “R” point or “seating reference point” as defined in paragraph

2.4. of Annex 1 to the Consolidated Resolution on the Construction of Vehicles
(R.E.3.).

Only vehicles which are identical with respect to the following characteristics
may be part of the same road load matrix family

(a) Transmission type (e.g. manual, automatic, CVT);

(b) Number of powered axles.

6.3.5 Periodically regenerating systems (Ki) family

Only vehicles that are identical with respect to the following characteristics
may be part of the same periodically regenerating systems family:

(a) Type of internal combustion engine: fuel type, combustion process,

(b) Periodically regenerating system (i.e. catalyst, particulate trap);

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the request of the manufacturer and with approval of the Test Agency, a
transmission with lower power losses may be included in the family;

(b) n/v ratios (engine rotational speed divided by vehicle speed). This
requirement shall be considered fulfilled if, for all transmission ratios
concerned, the difference with respect to the transmission ratios of the
most commonly installed transmission type is within 25 per cent;

(c) Number of powered axles;

If at least one electric machine is coupled in the gearbox position neutral

and the vehicle is not equipped with a coastdown mode (paragraph
4.2.1.8.5. of Annex B4) such that the electric machine has no influence
on the road load, the criteria in paragraph 6.3.2.2. (a) and paragraph
6.3.2.3. (a) shall apply.

If there is a difference, apart from vehicle mass, rolling resistance and

aerodynamics, that has a non-negligible influence on road load, that
vehicle shall not be considered to be part of the family unless approved
by the Test Agency.

6.3.4 Road load matrix family

The road load matrix family may be applied for vehicles with a technically
permissible maximum laden mass ≥ 3,000 kg

Vehicles with a technically permissible maximum laden mass ≥ 2,500 kg may

be part of the road load matrix family provided the driver seat R-point height
is above 850 mm from the ground.

“R-point” means “R” point or “seating reference point” as defined in paragraph

2.4. of Annex 1 to the Consolidated Resolution on the Construction of Vehicles
(R.E.3.).

Only vehicles which are identical with respect to the following characteristics
may be part of the same road load matrix family

(a) Transmission type (e.g. manual, automatic, CVT);

(b) Number of powered axles.

6.3.5 Periodically regenerating systems (Ki) family

Only vehicles that are identical with respect to the following characteristics
may be part of the same periodically regenerating systems family:

(a) Type of internal combustion engine: fuel type, combustion process,

(b) Periodically regenerating system (i.e. catalyst, particulate trap);

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(i) Construction (i.e. type of enclosure, type of precious metal, type

of substrate, cell density);

(ii) Type and working principle;

(iii) Volume ±10 per cent;

(iv) Location (temperature ±100 °C at second highest reference

speed).

(c) The test mass of each vehicle in the family shall be less than or equal to
the test mass of the vehicle used for the Ki demonstration test plus 250
kg.

6.3.6 Reserved

6.3.6.3.2 With regard to requirements of paragraph 6.3.6.3.1. (c) and (d):

In the case where a demonstration shows that two gas-fuelled vehicles could
be members of the same family with the exception of their certified power
output, respectively P1 and P2 (P1 < P2), and both are tested as if were parent
vehicles the family relation will be considered valid for any vehicle with a
certified power output between 0.7 P1 and 1.15 P2.

6.3.7 Reserved

6.3.8 Reserved

6.3.9 Reserved

6.3.10 Limits for gaseous emissions and the mass of particulates and number of
particles (if PN measurement is required) as specified in applicable Gazette
Notification.

6.4 Type II Test (Emission Test at Idling Speed)

6.4.1 This test is carried out on all vehicles powered by positive-ignition engines
having:

6.4.1.1 Vehicles that can be fueled either with gasoline or with LPG or NG/biomethane
shall be tested in the test Type II on both fuels.

6.4.1.2 Notwithstanding the requirement of clause 6.4.1.1 of this Regulation, Vehicles

that can be fueled with either gasoline or a gaseous fuel, but where the gasoline
system is fitted for emergency purposes or starting only and which the gasoline
tank cannot contain more than 5 litres of gasoline will be regarded for the test
Type II as vehicles that can only run on a gaseous fuel.

6.4.2 For the Type II test set out in Annex C1 of this Regulation, at normal engine
idling speed, the maximum permissible carbon monoxide content in the

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(i) Construction (i.e. type of enclosure, type of precious metal, type

of substrate, cell density);

(ii) Type and working principle;

(iii) Volume ±10 per cent;

(iv) Location (temperature ±100 °C at second highest reference

speed).

(c) The test mass of each vehicle in the family shall be less than or equal to
the test mass of the vehicle used for the Ki demonstration test plus 250
kg.

6.3.6 Reserved

6.3.6.3.2 With regard to requirements of paragraph 6.3.6.3.1. (c) and (d):

In the case where a demonstration shows that two gas-fuelled vehicles could
be members of the same family with the exception of their certified power
output, respectively P1 and P2 (P1 < P2), and both are tested as if were parent
vehicles the family relation will be considered valid for any vehicle with a
certified power output between 0.7 P1 and 1.15 P2.

6.3.7 Reserved

6.3.8 Reserved

6.3.9 Reserved

6.3.10 Limits for gaseous emissions and the mass of particulates and number of
particles (if PN measurement is required) as specified in applicable Gazette
Notification.

6.4 Type II Test (Emission Test at Idling Speed)

6.4.1 This test is carried out on all vehicles powered by positive-ignition engines
having:

6.4.1.1 Vehicles that can be fueled either with gasoline or with LPG or NG/biomethane
shall be tested in the test Type II on both fuels.

6.4.1.2 Notwithstanding the requirement of clause 6.4.1.1 of this Regulation, Vehicles

that can be fueled with either gasoline or a gaseous fuel, but where the gasoline
system is fitted for emergency purposes or starting only and which the gasoline
tank cannot contain more than 5 litres of gasoline will be regarded for the test
Type II as vehicles that can only run on a gaseous fuel.

6.4.2 For the Type II test set out in Annex C1 of this Regulation, at normal engine
idling speed, the maximum permissible carbon monoxide content in the

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exhaust gases shall be that stated by the vehicle manufacturer. However the
maximum content of gaseous pollutant shall not exceed the notified limits.

At high idle speed, the carbon monoxide content by volume of the exhaust
gases shall not exceed notified value, with the engine speed being at least 2,000
min-1 and Lambda being as per CMVR 116 or in accordance with the
specifications of the manufacturer.

6.5 Type III test (Verifying Emissions of Crankcase Gases)

6.5.1 This test shall be carried out on all vehicles referred in paragraph 1 of this
Regulation, except those having compression-ignition engines.

6.5.1.1 Vehicles that can be fueled either with gasoline or with LPG or NG should be
tested in the Type III test on gasoline only.

6.5.1.2 Notwithstanding the requirement of clause 6.5.1.1 of this Regulation, vehicles

that can be fueled with either gasoline or a gaseous fuel, but where the gasoline
system is fitted for emergency purposes or starting only and which the gasoline
tank cannot contain more than 5 liters of gasoline will be regarded for the test
Type III as vehicles that can only run on a gaseous fuel.

6.5.2 The engine's crankcase ventilation system shall not permit the emission of any
of the crankcase gases into the atmosphere, when tested in accordance with
Annex C3 of this Part.

6.6 Type IV test (Determination of evaporative emissions)

6.6.1 The Type IV test shall be carried out on all vehicles with a petrol tank in
accordance with the requirements of paragraphs 6.6.2. to 6.6.4. and Annex C3.

6.6.2 When tested in accordance with Annex C3 to this Regulation, evaporative

emissions shall be less than that specified in Table 2.

Table 2

Emission limit for evaporative emissions test

Mass of Evaporative Emission (g/test)

As specified in Gazette Notification

6.6.3 Evaporative emission family

6.6.3.1 Only vehicles that are identical with respect to the characteristics listed in (a),
(d) and (e), technically equivalent with respect to the characteristics listed in
(b) and (c) and similar or, where applicable, within the stated tolerance
regarding the characteristics listed in (f) and (g) may be part of the same
evaporative emission family:

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exhaust gases shall be that stated by the vehicle manufacturer. However the
maximum content of gaseous pollutant shall not exceed the notified limits.

At high idle speed, the carbon monoxide content by volume of the exhaust
gases shall not exceed notified value, with the engine speed being at least 2,000
min-1 and Lambda being as per CMVR 116 or in accordance with the
specifications of the manufacturer.

6.5 Type III test (Verifying Emissions of Crankcase Gases)

6.5.1 This test shall be carried out on all vehicles referred in paragraph 1 of this
Regulation, except those having compression-ignition engines.

6.5.1.1 Vehicles that can be fueled either with gasoline or with LPG or NG should be
tested in the Type III test on gasoline only.

6.5.1.2 Notwithstanding the requirement of clause 6.5.1.1 of this Regulation, vehicles

that can be fueled with either gasoline or a gaseous fuel, but where the gasoline
system is fitted for emergency purposes or starting only and which the gasoline
tank cannot contain more than 5 liters of gasoline will be regarded for the test
Type III as vehicles that can only run on a gaseous fuel.

6.5.2 The engine's crankcase ventilation system shall not permit the emission of any
of the crankcase gases into the atmosphere, when tested in accordance with
Annex C3 of this Part.

6.6 Type IV test (Determination of evaporative emissions)

6.6.1 The Type IV test shall be carried out on all vehicles with a petrol tank in
accordance with the requirements of paragraphs 6.6.2. to 6.6.4. and Annex C3.

6.6.2 When tested in accordance with Annex C3 to this Regulation, evaporative

emissions shall be less than that specified in Table 2.

Table 2

Emission limit for evaporative emissions test

Mass of Evaporative Emission (g/test)

As specified in Gazette Notification

6.6.3 Evaporative emission family

6.6.3.1 Only vehicles that are identical with respect to the characteristics listed in (a),
(d) and (e), technically equivalent with respect to the characteristics listed in
(b) and (c) and similar or, where applicable, within the stated tolerance
regarding the characteristics listed in (f) and (g) may be part of the same
evaporative emission family:

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(a) Fuel tank system material and construction;

(b) Vapour hose material;

(c) Fuel line material and connection technique;

(d) Sealed tank or non-sealed tank system;

(e) Fuel tank relief valve setting (air ingestion and relief);

(f) Carbon canister butane working capacity (BWC300) within a 10 per cent
range of the highest value (for carbon canisters with the same type of
charcoal, the volume of charcoal shall be within 10 per cent of that for
which the BWC300 was determined);

(g) Purge control system (for example, type of valve, purge control strategy).

The manufacturer shall demonstrate the technical equivalence of points (b) and
(c) to the Test Agency.

6.6.3.2 The vehicle shall be considered to produce worst-case evaporative emissions

and shall be used for testing if it has the largest ratio of fuel tank capacity to
BWC300 within the family. The vehicle selection shall be agreed in advance
with the Test Agency.

6.6.3.3 The use of any innovative system calibration, configuration, or hardware

related to the evaporative control system shall place the vehicle model in a
different family.

6.6.4 The Test Agency shall not grant type approval if the information provided is
insufficient to demonstrate that the evaporative emissions are effectively
limited during the normal use of the vehicle.

6.7 Type V test (Description of the endurance test for verifying the durability of
pollution control devices)

6.7.1 This test shall be carried out on all vehicles referred to in paragraph 1. to which
the test specified in paragraph 6.3. applies. The test represents an ageing test
up to the target useful life driven in accordance with the programme described
in Annex C4 to this Regulation on a test track, on the road or on a chassis
dynamometer.

The target useful life is 160,000 km.

6.7.1.1 Vehicles that can be fuelled either with petrol or with LPG or NG should be
tested in the Type V test on petrol only. In that case the deterioration factor
found with unleaded petrol will also be taken for LPG or NG.

6.7.1.2 Special requirements for hybrid vehicles are provided in Appendix 4 to

Annex C4.

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(a) Fuel tank system material and construction;

(b) Vapour hose material;

(c) Fuel line material and connection technique;

(d) Sealed tank or non-sealed tank system;

(e) Fuel tank relief valve setting (air ingestion and relief);

(f) Carbon canister butane working capacity (BWC300) within a 10 per cent
range of the highest value (for carbon canisters with the same type of
charcoal, the volume of charcoal shall be within 10 per cent of that for
which the BWC300 was determined);

(g) Purge control system (for example, type of valve, purge control strategy).

The manufacturer shall demonstrate the technical equivalence of points (b) and
(c) to the Test Agency.

6.6.3.2 The vehicle shall be considered to produce worst-case evaporative emissions

and shall be used for testing if it has the largest ratio of fuel tank capacity to
BWC300 within the family. The vehicle selection shall be agreed in advance
with the Test Agency.

6.6.3.3 The use of any innovative system calibration, configuration, or hardware

related to the evaporative control system shall place the vehicle model in a
different family.

6.6.4 The Test Agency shall not grant type approval if the information provided is
insufficient to demonstrate that the evaporative emissions are effectively
limited during the normal use of the vehicle.

6.7 Type V test (Description of the endurance test for verifying the durability of
pollution control devices)

6.7.1 This test shall be carried out on all vehicles referred to in paragraph 1. to which
the test specified in paragraph 6.3. applies. The test represents an ageing test
up to the target useful life driven in accordance with the programme described
in Annex C4 to this Regulation on a test track, on the road or on a chassis
dynamometer.

The target useful life is 160,000 km.

6.7.1.1 Vehicles that can be fuelled either with petrol or with LPG or NG should be
tested in the Type V test on petrol only. In that case the deterioration factor
found with unleaded petrol will also be taken for LPG or NG.

6.7.1.2 Special requirements for hybrid vehicles are provided in Appendix 4 to

Annex C4.

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6.7.2 Notwithstanding the requirement of paragraph 6.7.1., a manufacturer may

choose to have the assigned deterioration factors as per Gazette Notification.

6.7.3 (Reserved)

6.7.4 Deterioration factors are determined using one of the procedures specified in
paragraph 1.1. of Annex C4 (as applicable). The factors are used to establish
compliance with the requirements of paragraphs 6.3. and 8.2.

6.7.5 Durability family

Only vehicles whose engine or pollution control system parameters are

identical or remain within the prescribed tolerances with reference to the
vehicle used for the determination of the Deterioration Factor may be part of
the same Durability family:

(a) Engine

(i) Ratio between engine cylinder capacity and the volume of each
catalytic component and/or filter (-10 to +5 per cent);

(ii) Difference in engine capacity within either ±15 per cent of the
capacity of the tested vehicle or 820 cm3 whichever value is
lower;

(iii) Cylinder configuration (number of cylinders, shape, distance

between bores and other configurations);

(iv) Number of valves, control of valves, and camshaft driven

method;

(v) Fuel type and fuel system,

(vi) Combustion process.

(b) Pollution control system parameters:

(i) Catalytic converters and particulate filters:

number and layout of catalytic converters, filters and elements,

type of catalytic activity (oxidizing, three-way, lean NOx trap,

SCR, lean NOx catalyst or other), and filtering characteristics;

precious metal load (identical or higher),

precious metal type and ratio (± 15 per cent),

substrate (structure and material),

cell density.

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6.7.2 Notwithstanding the requirement of paragraph 6.7.1., a manufacturer may

choose to have the assigned deterioration factors as per Gazette Notification.

6.7.3 (Reserved)

6.7.4 Deterioration factors are determined using one of the procedures specified in
paragraph 1.1. of Annex C4 (as applicable). The factors are used to establish
compliance with the requirements of paragraphs 6.3. and 8.2.

6.7.5 Durability family

Only vehicles whose engine or pollution control system parameters are

identical or remain within the prescribed tolerances with reference to the
vehicle used for the determination of the Deterioration Factor may be part of
the same Durability family:

(a) Engine

(i) Ratio between engine cylinder capacity and the volume of each
catalytic component and/or filter (-10 to +5 per cent);

(ii) Difference in engine capacity within either ±15 per cent of the
capacity of the tested vehicle or 820 cm3 whichever value is
lower;

(iii) Cylinder configuration (number of cylinders, shape, distance

between bores and other configurations);

(iv) Number of valves, control of valves, and camshaft driven

method;

(v) Fuel type and fuel system,

(vi) Combustion process.

(b) Pollution control system parameters:

(i) Catalytic converters and particulate filters:

number and layout of catalytic converters, filters and elements,

type of catalytic activity (oxidizing, three-way, lean NOx trap,

SCR, lean NOx catalyst or other), and filtering characteristics;

precious metal load (identical or higher),

precious metal type and ratio (± 15 per cent),

substrate (structure and material),

cell density.

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(ii) Air injection:

with or without

type (pulsair, air pumps, other(s))

(iii) EGR:

with or without

type (cooled or non-cooled, active or passive control, high

pressure/low pressure/combined pressure).

(iv) other devices having an influence on durability.

6.8 On-board diagnostics OBD – Test

This test shall be carried out on vehicle types as indicated in Table A. The test
procedure described in paragraph 3. of Annex C5 to this Regulation shall be
followed.

6.8.1 OBD family

6.8.1.1 Parameters defining the OBD family

The OBD family means a manufacturer's grouping of vehicles which, through

their design, are expected to have similar exhaust emission and OBD system
characteristics. Each engine of this family shall comply with the requirements
of this Regulation.

The OBD family may be defined by basic design parameters which shall be
common to vehicles within the family. In some cases there may be interaction
of parameters. These effects shall also be taken into consideration to ensure
that only vehicles with similar exhaust emission characteristics are included
within an OBD family.

6.8.1.2 To this end, those vehicles whose parameters described below are identical
may be considered to belong to the same OBD family.

Engine:

(a) Combustion process (i.e. positive ignition, compression-ignition, two-

stroke, four-stroke/rotary);

(b) Method of engine fuelling (i.e. single or multi-point fuel injection); and

(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/
biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi-fuel
petrol/LPG).

Emission control system:

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(ii) Air injection:

with or without

type (pulsair, air pumps, other(s))

(iii) EGR:

with or without

type (cooled or non-cooled, active or passive control, high

pressure/low pressure/combined pressure).

(iv) other devices having an influence on durability.

6.8 On-board diagnostics OBD – Test

This test shall be carried out on vehicle types as indicated in Table A. The test
procedure described in paragraph 3. of Annex C5 to this Regulation shall be
followed.

6.8.1 OBD family

6.8.1.1 Parameters defining the OBD family

The OBD family means a manufacturer's grouping of vehicles which, through

their design, are expected to have similar exhaust emission and OBD system
characteristics. Each engine of this family shall comply with the requirements
of this Regulation.

The OBD family may be defined by basic design parameters which shall be
common to vehicles within the family. In some cases there may be interaction
of parameters. These effects shall also be taken into consideration to ensure
that only vehicles with similar exhaust emission characteristics are included
within an OBD family.

6.8.1.2 To this end, those vehicles whose parameters described below are identical
may be considered to belong to the same OBD family.

Engine:

(a) Combustion process (i.e. positive ignition, compression-ignition, two-

stroke, four-stroke/rotary);

(b) Method of engine fuelling (i.e. single or multi-point fuel injection); and

(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/
biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi-fuel
petrol/LPG).

Emission control system:

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(a) Type of catalytic converter (i.e. oxidation, three-way, heated catalyst,

SCR, other);

(b) Type of particulate trap;

(c) Secondary air injection (i.e. with or without); and

(d) Exhaust gas recirculation (i.e. with or without);

(e) Pressure charger: (Yes/No) Turbocharger / Supercharger

OBD parts and functioning:

The methods of OBD functional monitoring malfunction detection and

malfunction indication to the vehicle driver

6.8.2 OBD thresholds

The OBD thresholds are as specified in Gazette Notification.

6.9 Test for vehicles that use a reagent for the exhaust after-treatment system

6.9.1 Vehicles that use a reagent for the exhaust after-treatment system shall meet
the requirements specified in Appendix 6 to this Regulation.

6.9.2 Exhaust after-treatment system using reagent (ER) family definition

Only vehicles that are identical with respect to the following characteristics
may be part of the same ER family:

(a) Reagent injector (principle, construction)

(b) Reagent injector location

(c) Detection strategies (for reagent level, dosing and quality or for reagent
level and monitoring NOx emissions)

(d) Warning display: messages, tell-tales lighting sequences and audible

component sequences, if any

(e) Inducement option

(f) NOx sensor (application of option described in paragraph 6 of

Appendix 6) or reagent quality sensor (application of option described
in paragraphs 4 and 5 of Appendix 6)

The manufacturer and the Test Agency shall agree which vehicle model is
representative for the ER family.

6.10 Free Acceleration Smoke Test

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(a) Type of catalytic converter (i.e. oxidation, three-way, heated catalyst,

SCR, other);

(b) Type of particulate trap;

(c) Secondary air injection (i.e. with or without); and

(d) Exhaust gas recirculation (i.e. with or without);

(e) Pressure charger: (Yes/No) Turbocharger / Supercharger

OBD parts and functioning:

The methods of OBD functional monitoring malfunction detection and

malfunction indication to the vehicle driver

6.8.2 OBD thresholds

The OBD thresholds are as specified in Gazette Notification.

6.9 Test for vehicles that use a reagent for the exhaust after-treatment system

6.9.1 Vehicles that use a reagent for the exhaust after-treatment system shall meet
the requirements specified in Appendix 6 to this Regulation.

6.9.2 Exhaust after-treatment system using reagent (ER) family definition

Only vehicles that are identical with respect to the following characteristics
may be part of the same ER family:

(a) Reagent injector (principle, construction)

(b) Reagent injector location

(c) Detection strategies (for reagent level, dosing and quality or for reagent
level and monitoring NOx emissions)

(d) Warning display: messages, tell-tales lighting sequences and audible

component sequences, if any

(e) Inducement option

(f) NOx sensor (application of option described in paragraph 6 of

Appendix 6) or reagent quality sensor (application of option described
in paragraphs 4 and 5 of Appendix 6)

The manufacturer and the Test Agency shall agree which vehicle model is
representative for the ER family.

6.10 Free Acceleration Smoke Test

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This test shall be carried out on all vehicles referred in Paragraph 1 except those
vehicles having a positive-ignition engine, vehicles fueled with LPG or
NG/biomethane

The test procedure described in Annex C1 of this standard shall be followed.

6.11 Real Driving Emission (RDE) Test

This test shall be carried out on all vehicles referred in Paragraph 1. The test
procedure described in Annex C6 of this standard shall be followed.

7.0 Modification and Extension of the Type Approval

7.1 Every modification of the vehicle type shall be notified to the Test Agency that
approved the vehicle type. The Test Agency may then either:

7.1.1 Consider that the modifications made are contained within the families covered
by the approval or are unlikely to have an appreciable adverse effect on the
values of CO2 and fuel consumption or electric energy consumption and that,
in this case, the original approval will be valid for the modified vehicle type;
or

7.1.2 Require a further test report from the Test Agency responsible for conducting
the tests.

7.2 Reserved

7.3 Reserved

7.4 Extensions for tailpipe emissions (Type I test)

7.4.1 The type-approval shall be extended without the need for further testing to
vehicles if they conform to the criteria of paragraph 3.0.1. (a) and (c).

Additionally to the criteria above, in the cases when the Interpolation Family
Vehicle High and/ or Vehicle Low are changed, the new Vehicle High and/or
Vehicle Low shall be tested and the CO2 emission of the tested vehicle resulting
from step 9 of Table A7/1 of Annex B7 and step 8 of Table A8/5 in Annex B8
shall be less than or equal to the CO2 emission which lies on a straight line
through the CO2 values of the original Vehicles Low and High when plotted
against cycle energy and corresponding to the cycle energy demand of the
tested vehicle.

The measured criteria emissions shall respect the limits set out in
paragraph 6.3.10.

7.4.1.1 If The type-approval has been granted only in relation to Vehicle High, it shall
only be extended under the circumstances (a), (b) or (c) below:

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This test shall be carried out on all vehicles referred in Paragraph 1 except those
vehicles having a positive-ignition engine, vehicles fueled with LPG or
NG/biomethane

The test procedure described in Annex C1 of this standard shall be followed.

6.11 Real Driving Emission (RDE) Test

This test shall be carried out on all vehicles referred in Paragraph 1. The test
procedure described in Annex C6 of this standard shall be followed.

7.0 Modification and Extension of the Type Approval

7.1 Every modification of the vehicle type shall be notified to the Test Agency that
approved the vehicle type. The Test Agency may then either:

7.1.1 Consider that the modifications made are contained within the families covered
by the approval or are unlikely to have an appreciable adverse effect on the
values of CO2 and fuel consumption or electric energy consumption and that,
in this case, the original approval will be valid for the modified vehicle type;
or

7.1.2 Require a further test report from the Test Agency responsible for conducting
the tests.

7.2 Reserved

7.3 Reserved

7.4 Extensions for tailpipe emissions (Type I test)

7.4.1 The type-approval shall be extended without the need for further testing to
vehicles if they conform to the criteria of paragraph 3.0.1. (a) and (c).

Additionally to the criteria above, in the cases when the Interpolation Family
Vehicle High and/ or Vehicle Low are changed, the new Vehicle High and/or
Vehicle Low shall be tested and the CO2 emission of the tested vehicle resulting
from step 9 of Table A7/1 of Annex B7 and step 8 of Table A8/5 in Annex B8
shall be less than or equal to the CO2 emission which lies on a straight line
through the CO2 values of the original Vehicles Low and High when plotted
against cycle energy and corresponding to the cycle energy demand of the
tested vehicle.

The measured criteria emissions shall respect the limits set out in
paragraph 6.3.10.

7.4.1.1 If The type-approval has been granted only in relation to Vehicle High, it shall
only be extended under the circumstances (a), (b) or (c) below:

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(a) To include additional vehicles which conform to the criteria of

paragraph 3.0.1. (a) and (c) and have a cycle energy lower than that of
Vehicle High.

(b) To create an interpolation family by testing Vehicle Low (preferably

using the vehicle which was tested as Vehicle High for the original
approval). In this case all vehicles covered by the extended approval
shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c).

(c) To create an interpolation family by renaming Vehicle High as Vehicle

Low and testing Vehicle High (preferably using the vehicle which was
tested as Vehicle High for the original approval). In this case all
vehicles covered by the extended approval shall conform to the criteria
of paragraph 3.0.1. (a), (b) and (c).

7.4.2 Vehicles with periodically regenerating systems

For Ki tests undertaken under Appendix 1 to Annex B6, the type-approval shall
be extended to vehicles if they conform to the criteria of paragraph 6.3.5.

7.5 Extensions for evaporative emissions (Type IV test)

7.5.1 For tests performed in accordance with Annex C3 the type-approval shall be
extended to vehicles belonging to an approved evaporative emission family as
defined in paragraph 6.6.3.

7.6 Extensions for durability of pollution control devices (Type V test)

7.6.1 For tests performed in accordance with Annex C4 the deterioration factors shall
be extended to different vehicles and vehicle types, provided that both of the
following conditions apply:

(a) The vehicles belong to the same Durability family, as defined in the
paragraph 6.7.5.;

(b) The worst case Deterioration Factor (DF) derived within the Durability
Family is applied. If vehicles with a cycle energy demand higher than
that of the vehicle for which the DFs were established are to be included
by extension, the worst case DF is determined on the vehicle with the
highest temperature at the inlet of the pollution control system,
measured as prescribed in paragraph 7.6.2.

7.6.2 The temperature at the inlet of the pollution control device shall be lower than
the temperature of the vehicle tested for DF determination plus 50°C. It shall
be checked under following stabilized conditions. A vehicle meeting the
requirements of paragraph 1.2. of Annex C4 for the extended durability family
shall be brought to a speed of the maximum vehicle speed minus 10km/h or
120 km/h, whichever is lower, and kept at that constant speed for at least 15
minutes at the load setting of the Type I test. At any time after this period, the
temperature at catalyst inlet shall be measured for at least 2 continued minutes

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(a) To include additional vehicles which conform to the criteria of

paragraph 3.0.1. (a) and (c) and have a cycle energy lower than that of
Vehicle High.

(b) To create an interpolation family by testing Vehicle Low (preferably

using the vehicle which was tested as Vehicle High for the original
approval). In this case all vehicles covered by the extended approval
shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c).

(c) To create an interpolation family by renaming Vehicle High as Vehicle

Low and testing Vehicle High (preferably using the vehicle which was
tested as Vehicle High for the original approval). In this case all
vehicles covered by the extended approval shall conform to the criteria
of paragraph 3.0.1. (a), (b) and (c).

7.4.2 Vehicles with periodically regenerating systems

For Ki tests undertaken under Appendix 1 to Annex B6, the type-approval shall
be extended to vehicles if they conform to the criteria of paragraph 6.3.5.

7.5 Extensions for evaporative emissions (Type IV test)

7.5.1 For tests performed in accordance with Annex C3 the type-approval shall be
extended to vehicles belonging to an approved evaporative emission family as
defined in paragraph 6.6.3.

7.6 Extensions for durability of pollution control devices (Type V test)

7.6.1 For tests performed in accordance with Annex C4 the deterioration factors shall
be extended to different vehicles and vehicle types, provided that both of the
following conditions apply:

(a) The vehicles belong to the same Durability family, as defined in the
paragraph 6.7.5.;

(b) The worst case Deterioration Factor (DF) derived within the Durability
Family is applied. If vehicles with a cycle energy demand higher than
that of the vehicle for which the DFs were established are to be included
by extension, the worst case DF is determined on the vehicle with the
highest temperature at the inlet of the pollution control system,
measured as prescribed in paragraph 7.6.2.

7.6.2 The temperature at the inlet of the pollution control device shall be lower than
the temperature of the vehicle tested for DF determination plus 50°C. It shall
be checked under following stabilized conditions. A vehicle meeting the
requirements of paragraph 1.2. of Annex C4 for the extended durability family
shall be brought to a speed of the maximum vehicle speed minus 10km/h or
120 km/h, whichever is lower, and kept at that constant speed for at least 15
minutes at the load setting of the Type I test. At any time after this period, the
temperature at catalyst inlet shall be measured for at least 2 continued minutes

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while the vehicle is kept at that constant speed and the average temperature
value shall be taken as representative value.

7.7 Extension for OBD

For OBD the type approval can be extended to vehicles belonging to an

approved OBD family as defined in paragraph 6.8.1.

8.0 Conformity of Production (CoP)

8.1 Every produced vehicle of the model approved under this regulation shall
conform, with regard to components affecting the the emissions of gaseous
compounds, including particulate matter, particle number (if PN measurement
is required), CO2 and fuel consumption or electric energy consumption (if
applicable)., crankcase emissions, Evaporative emissions & On Board
Diagnostic (OBD), to the vehicle model type approved. The administrative
procedure for carrying out conformity of production is given in AIS-137 (Part
6).

The results shall be multiplied by the deterioration factors used at the time of
type approval and in the case of periodically regenerating systems
multiplicative or additive Ki factor shall be applied to the results obtained by
the procedure specified in Annex B6 - Appendix 1 of this Regulation at the
time when type approval was granted. The result masses of gaseous emissions
and in addition in case of vehicles equipped with compression ignition engines
and GDI Gasoline engines, the mass of particulates and particulate numbers
obtained in the test shall not exceed the applicable limits.

The specific procedures for conformity of production are set out in

paragraphs 8.2. to 8.4. and Appendices 1 to 4.

Table 8/1

Reserved

Table 8/2

Type IVApplicable Type IV CoP requirements for the different vehicle

types

Vehicle type Evaporative emissions

ICE Yes (1)

NOVC-HEV Yes (1)

OVC-HEV Yes (1)

PEV Not Applicable

NOVC-FCHV Not Applicable

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while the vehicle is kept at that constant speed and the average temperature
value shall be taken as representative value.

7.7 Extension for OBD

For OBD the type approval can be extended to vehicles belonging to an

approved OBD family as defined in paragraph 6.8.1.

8.0 Conformity of Production (CoP)

8.1 Every produced vehicle of the model approved under this regulation shall
conform, with regard to components affecting the the emissions of gaseous
compounds, including particulate matter, particle number (if PN measurement
is required), CO2 and fuel consumption or electric energy consumption (if
applicable)., crankcase emissions, Evaporative emissions & On Board
Diagnostic (OBD), to the vehicle model type approved. The administrative
procedure for carrying out conformity of production is given in AIS-137 (Part
6).

The results shall be multiplied by the deterioration factors used at the time of
type approval and in the case of periodically regenerating systems
multiplicative or additive Ki factor shall be applied to the results obtained by
the procedure specified in Annex B6 - Appendix 1 of this Regulation at the
time when type approval was granted. The result masses of gaseous emissions
and in addition in case of vehicles equipped with compression ignition engines
and GDI Gasoline engines, the mass of particulates and particulate numbers
obtained in the test shall not exceed the applicable limits.

The specific procedures for conformity of production are set out in

paragraphs 8.2. to 8.4. and Appendices 1 to 4.

Table 8/1

Reserved

Table 8/2

Type IVApplicable Type IV CoP requirements for the different vehicle

types

Vehicle type Evaporative emissions

ICE Yes (1)

NOVC-HEV Yes (1)

OVC-HEV Yes (1)

PEV Not Applicable

NOVC-FCHV Not Applicable

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OVC-FCHV Not Applicable

(1)
Only for vehicles fuelled by petrol

8.1.3 Reserved

8.1.4 Reserved

8.1.5 Reserved

8.1.6 Reserved

8.1.7 Reserved

8.1.8 Reserved

8.1.9 Reserved

8.2 Checking the conformity for a Type I test

8.2.1 The Type I test shall be carried out on a minimum of three production
vehicles,

8.2.2 Vehicles shall be selected at random. The manufacturer shall not undertake
any adjustment to the vehicles selected except those permitted in AIS 137
Part 6.

8.2.3 Type I test procedure

8.2.3.1 Where applicable, in accordance with Table 8/1, the verification of the criteria
emissions, CO2 emissions, or electric energy consumption (if applicable). shall
be carried out in accordance with the specific requirements and procedures in
Appendix 1

8.2.3.2 The statistical procedure for calculating the test criteria and to arrive at a pass
or fail decision is described in Appendix 2 to this annex and in the flowchart
of Figure 8/1

Where applicable, in accordance with Table 8/1, the CoP shall be deemed to
not conform when a fail decision is reached in accordance with the test criteria
in Appendix 2 to this annex. for one or more of the criteria emissions, CO2
emissions, or electric energy consumption (if applicable).

Where applicable, in accordance with Table 8/1, the CoP shall be deemed to
conform once a pass decision is reached in accordance with the test criteria in
Appendix 2 to this annex for all the criteria emissions, CO2 emissions, or
electric energy consumption (if applicable).

Where applicable, in accordance with Table 8/1 , when a pass decision has been
reached for one criteria emission, that decision shall not be changed by any

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OVC-FCHV Not Applicable

(1)
Only for vehicles fuelled by petrol

8.1.3 Reserved

8.1.4 Reserved

8.1.5 Reserved

8.1.6 Reserved

8.1.7 Reserved

8.1.8 Reserved

8.1.9 Reserved

8.2 Checking the conformity for a Type I test

8.2.1 The Type I test shall be carried out on a minimum of three production
vehicles,

8.2.2 Vehicles shall be selected at random. The manufacturer shall not undertake
any adjustment to the vehicles selected except those permitted in AIS 137
Part 6.

8.2.3 Type I test procedure

8.2.3.1 Where applicable, in accordance with Table 8/1, the verification of the criteria
emissions, CO2 emissions, or electric energy consumption (if applicable). shall
be carried out in accordance with the specific requirements and procedures in
Appendix 1

8.2.3.2 The statistical procedure for calculating the test criteria and to arrive at a pass
or fail decision is described in Appendix 2 to this annex and in the flowchart
of Figure 8/1

Where applicable, in accordance with Table 8/1, the CoP shall be deemed to
not conform when a fail decision is reached in accordance with the test criteria
in Appendix 2 to this annex. for one or more of the criteria emissions, CO2
emissions, or electric energy consumption (if applicable).

Where applicable, in accordance with Table 8/1, the CoP shall be deemed to
conform once a pass decision is reached in accordance with the test criteria in
Appendix 2 to this annex for all the criteria emissions, CO2 emissions, or
electric energy consumption (if applicable).

Where applicable, in accordance with Table 8/1 , when a pass decision has been
reached for one criteria emission, that decision shall not be changed by any

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additional tests carried out to reach a decision for the other criteria emissions,
CO2 emissions, or electric energy consumption (if applicable).

Where applicable, in accordance with Table 8/1 , if a pass decision is not

reached for all the criteria emissions, CO2 emissions, or electric energy
consumption (if applicable), another vehicle is added to the sample by selecting
this according to paragraph 2.2. and performing the Type I test. The statistical
procedure described in Appendix 2 to this annex shall be repeated until a pass
decision is reached for all the criteria emissions, CO2 emissions and electric
energy consumption(if applicable).

The maximum sample size shall be 16 vehicles for criteria emissions and
CO2.

8.2.3.3 However, in case of vehicle model and its variants produced less than 250 in
the half yearly period as mentioned in clause 3.1.1 of AIS-137 (Part 6) sample
size shall be one. The deterioration factors are used in the same way. The limit
values are as specified in applicable Gazette Notification.

To verify the average tailpipe emissions of gaseous pollutants of low volume

vehicles with annual production less than 250 per 6 months, manufacture can
choose from the Appendix 2a or Appendix 2b of this regulation.

Figure 8/1

Flowchart of the CoP test procedure for the Type I test

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additional tests carried out to reach a decision for the other criteria emissions,
CO2 emissions, or electric energy consumption (if applicable).

Where applicable, in accordance with Table 8/1 , if a pass decision is not

reached for all the criteria emissions, CO2 emissions, or electric energy
consumption (if applicable), another vehicle is added to the sample by selecting
this according to paragraph 2.2. and performing the Type I test. The statistical
procedure described in Appendix 2 to this annex shall be repeated until a pass
decision is reached for all the criteria emissions, CO2 emissions and electric
energy consumption(if applicable).

The maximum sample size shall be 16 vehicles for criteria emissions and
CO2.

8.2.3.3 However, in case of vehicle model and its variants produced less than 250 in
the half yearly period as mentioned in clause 3.1.1 of AIS-137 (Part 6) sample
size shall be one. The deterioration factors are used in the same way. The limit
values are as specified in applicable Gazette Notification.

To verify the average tailpipe emissions of gaseous pollutants of low volume

vehicles with annual production less than 250 per 6 months, manufacture can
choose from the Appendix 2a or Appendix 2b of this regulation.

Figure 8/1

Flowchart of the CoP test procedure for the Type I test

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8.2.4 Run-in factors

8.2.4.1 At the request of the manufacturer and with the acceptance of the Test Agency,
a run-in test procedure may be carried out on a vehicle of the CoP to establish
derived run-in factors for criteria emissions, CO2 emissions, and/or electric
energy consumption (if applicable) according to the test procedure in Appendix
3

8.2.4.2 For the application of derived run-in factors, the system odometer of the CoP
test vehicle Dj shall preferably be within -10 km of the mileage at the start of
the 1st test and +10 km of the mileage at the start of the 2nd test on the run-in
test vehicle Di, prior to when it was run in.

8.2.4.3 At the option of the manufacturer, for CO2 emissions, in g/km an assigned run-
in factor of 0.98 may be applied if the system odometer setting at the start of
the CoP test is less than or equal to 100 km.

If the assigned run-in factors for CO2 emissions is applied, no run-in factors
shall be applied for criteria emissions and electric energy consumption.

8.2.4.4 The run-in factor shall be applied to the CoP test result that is calculated
according to Step 4c of Table A7/1 in Annex B7 or Step 4c in Table A8/5 of
Annex B8.

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8.2.4 Run-in factors

8.2.4.1 At the request of the manufacturer and with the acceptance of the Test Agency,
a run-in test procedure may be carried out on a vehicle of the CoP to establish
derived run-in factors for criteria emissions, CO2 emissions, and/or electric
energy consumption (if applicable) according to the test procedure in Appendix
3

8.2.4.2 For the application of derived run-in factors, the system odometer of the CoP
test vehicle Dj shall preferably be within -10 km of the mileage at the start of
the 1st test and +10 km of the mileage at the start of the 2nd test on the run-in
test vehicle Di, prior to when it was run in.

8.2.4.3 At the option of the manufacturer, for CO2 emissions, in g/km an assigned run-
in factor of 0.98 may be applied if the system odometer setting at the start of
the CoP test is less than or equal to 100 km.

If the assigned run-in factors for CO2 emissions is applied, no run-in factors
shall be applied for criteria emissions and electric energy consumption.

8.2.4.4 The run-in factor shall be applied to the CoP test result that is calculated
according to Step 4c of Table A7/1 in Annex B7 or Step 4c in Table A8/5 of
Annex B8.

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8.2.5 Test fuel

All CoP tests shall be conducted with commercial fuel. However, at the
manufacturer’s request, the reference fuels specified in Gazette Notification
may be used for the Type I test.

8.2.5.1 For the Type IV test, the reference fuel shall be used in accordance with the
specifications in paragraph 7. of Annex B3.

8.2.5.2 Tests for conformity of production of vehicles fuelled by LPG or

NG/biomethane may be performed with a commercial fuel of which the C3/C4
ratio lies between those of the reference fuels in the case of LPG, or of one of
the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel
analysis shall be presented to the Test Agency.

8.2.6 Criteria for validity of speed trace tolerances and drive trace indices of the Type
I CoP test

The speed trace tolerances and drive trace indices shall fulfil the criteria
specified in paragraph 2.6.8.3. of Annex B6.

8.3 Checking the conformity for a Type IV test

8.3.1 The production shall be deemed to conform if the vehicle selected and tested
according AIS 137 (Part 6) meets the requirements of all of those tests.

8.3.2 If the vehicle tested does not satisfy the requirements of paragraph 8.3.1., a
further random sample of four vehicles shall be taken from the same family
without unjustified delay and subjected to the tests described in Appendix 4.

The production shall be deemed to conform if the requirements are met for at
least three of these vehicles within 6 months after the initial failed test has been
detected.

8.3.3 If the vehicles tested do not satisfy the requirements of paragraph 8.3.2, a
further random sample shall be taken without unjustified delay and subjected
to the tests described in Annex C3.

If the vehicle tested does not satisfy the requirements of Annex C3, a further
random sample of four vehicles shall be taken, and also subjected without
unjustified delay to the tests described in Annex C3.

On request of the manufacturer, for CoP tests described in Annex C3 the

Permeability Factor (PF) derived at Type Approval or the Assigned
Permeability Factor (APF) may be applied

The production shall be deemed to conform if the requirements are met for at
least three of these vehicles within 24 months after the initial failed test has
been detected.

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8.2.5 Test fuel

All CoP tests shall be conducted with commercial fuel. However, at the
manufacturer’s request, the reference fuels specified in Gazette Notification
may be used for the Type I test.

8.2.5.1 For the Type IV test, the reference fuel shall be used in accordance with the
specifications in paragraph 7. of Annex B3.

8.2.5.2 Tests for conformity of production of vehicles fuelled by LPG or

NG/biomethane may be performed with a commercial fuel of which the C3/C4
ratio lies between those of the reference fuels in the case of LPG, or of one of
the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel
analysis shall be presented to the Test Agency.

8.2.6 Criteria for validity of speed trace tolerances and drive trace indices of the Type
I CoP test

The speed trace tolerances and drive trace indices shall fulfil the criteria
specified in paragraph 2.6.8.3. of Annex B6.

8.3 Checking the conformity for a Type IV test

8.3.1 The production shall be deemed to conform if the vehicle selected and tested
according AIS 137 (Part 6) meets the requirements of all of those tests.

8.3.2 If the vehicle tested does not satisfy the requirements of paragraph 8.3.1., a
further random sample of four vehicles shall be taken from the same family
without unjustified delay and subjected to the tests described in Appendix 4.

The production shall be deemed to conform if the requirements are met for at
least three of these vehicles within 6 months after the initial failed test has been
detected.

8.3.3 If the vehicles tested do not satisfy the requirements of paragraph 8.3.2, a
further random sample shall be taken without unjustified delay and subjected
to the tests described in Annex C3.

If the vehicle tested does not satisfy the requirements of Annex C3, a further
random sample of four vehicles shall be taken, and also subjected without
unjustified delay to the tests described in Annex C3.

On request of the manufacturer, for CoP tests described in Annex C3 the

Permeability Factor (PF) derived at Type Approval or the Assigned
Permeability Factor (APF) may be applied

The production shall be deemed to conform if the requirements are met for at
least three of these vehicles within 24 months after the initial failed test has
been detected.

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8.3.3.1 For CoP tests described in Annex C3 which are performed on a vehicle which
has completed a mileage of less than 20,000 km a canister which has been aged
according to paragraph 5.1. of Annex C3 shall be used. This can be the original
canister from the test vehicle or another canister of identical specification. On
request of the manufacturer for these tests either the Permeability Factor (PF)
as defined in the paragraph 5.2. of Annex C3 which was established at Type
Approval for the evaporative family or the Assigned Permeability Factor (APF)
also defined in the paragraph 5.2. of Annex C3 shall be applied.

8.3.3.2 On request of the manufacturer, CoP tests described in Annex C3 may be

carried out on a vehicle which has completed a minimum mileage of 20,000
km up to a maximum of 30,000 km with no modifications to the vehicle other
than those described in the test procedure. When the test is carried out on a
vehicle which has completed a mileage of between 20,000 km and 30,000 km,
the canister aging shall be omitted and the Permeability Factor or Assigned
Permeability Factor shall not be applied.

Independent of the accumulated mileage of the vehicle, non-fuel background

emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and
other rubber or polymer components) can be eliminated according to paragraph
6.1. of Annex C3

8.4 Checking the conformity of the vehicle for On-board Diagnostics (OBD)

8.4.1 When the Test Agency determines that the quality of production seems
unsatisfactory, a vehicle shall be randomly taken from the family and subjected
to the tests described in Appendix 1 to Annex C5

8.4.2 The production shall be deemed to conform if this vehicle meets the
requirements of the tests described in Appendix 1 to Annex C5.

8.4.3 If the vehicle tested does not satisfy the requirements of section 8.4.1., a further
random sample of four vehicles shall be taken from the same family and
subjected to the tests described in Appendix 1 to Annex C5. The tests may be
carried out on vehicles which have completed a maximum of 15,000 km with
no modifications.

8.4.4 The production shall be deemed to conform if at least three vehicles meet the
requirements of the tests described in Appendix 1 to Annex C5.

8.5 Type II Test

Carbon monoxide and Hydrocarbons emission at idling speed and Carbon

monoxide and Lambda at high Idle Speed. When the vehicle taken from the
series for the first Type I test mentioned in clause 8.2 of this Regulation,
subjected to the test described in Annex C1 of this Regulation for verifying the
carbon monoxide and hydrocarbon emission at idling speed and Carbon
monoxide and Lambda at high Idle Speed should meet the limit values
specified in Gazette notification. If it does not, another 10 vehicles shall be
taken from the series at random and shall be tested as per Annex C1 of this
Regulation. These vehicles can be same as those selected for carrying out Type
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8.3.3.1 For CoP tests described in Annex C3 which are performed on a vehicle which
has completed a mileage of less than 20,000 km a canister which has been aged
according to paragraph 5.1. of Annex C3 shall be used. This can be the original
canister from the test vehicle or another canister of identical specification. On
request of the manufacturer for these tests either the Permeability Factor (PF)
as defined in the paragraph 5.2. of Annex C3 which was established at Type
Approval for the evaporative family or the Assigned Permeability Factor (APF)
also defined in the paragraph 5.2. of Annex C3 shall be applied.

8.3.3.2 On request of the manufacturer, CoP tests described in Annex C3 may be

carried out on a vehicle which has completed a minimum mileage of 20,000
km up to a maximum of 30,000 km with no modifications to the vehicle other
than those described in the test procedure. When the test is carried out on a
vehicle which has completed a mileage of between 20,000 km and 30,000 km,
the canister aging shall be omitted and the Permeability Factor or Assigned
Permeability Factor shall not be applied.

Independent of the accumulated mileage of the vehicle, non-fuel background

emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and
other rubber or polymer components) can be eliminated according to paragraph
6.1. of Annex C3

8.4 Checking the conformity of the vehicle for On-board Diagnostics (OBD)

8.4.1 When the Test Agency determines that the quality of production seems
unsatisfactory, a vehicle shall be randomly taken from the family and subjected
to the tests described in Appendix 1 to Annex C5

8.4.2 The production shall be deemed to conform if this vehicle meets the
requirements of the tests described in Appendix 1 to Annex C5.

8.4.3 If the vehicle tested does not satisfy the requirements of section 8.4.1., a further
random sample of four vehicles shall be taken from the same family and
subjected to the tests described in Appendix 1 to Annex C5. The tests may be
carried out on vehicles which have completed a maximum of 15,000 km with
no modifications.

8.4.4 The production shall be deemed to conform if at least three vehicles meet the
requirements of the tests described in Appendix 1 to Annex C5.

8.5 Type II Test

Carbon monoxide and Hydrocarbons emission at idling speed and Carbon

monoxide and Lambda at high Idle Speed. When the vehicle taken from the
series for the first Type I test mentioned in clause 8.2 of this Regulation,
subjected to the test described in Annex C1 of this Regulation for verifying the
carbon monoxide and hydrocarbon emission at idling speed and Carbon
monoxide and Lambda at high Idle Speed should meet the limit values
specified in Gazette notification. If it does not, another 10 vehicles shall be
taken from the series at random and shall be tested as per Annex C1 of this
Regulation. These vehicles can be same as those selected for carrying out Type
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I test. Additional vehicles if required shall be selected for carrying out for Type
II test. At least 9 vehicles should meet the limit values specified in Gazette
Notification. Then the series is deemed to conform.

8.6 Type III Test

For Type III test is to be carried out, it must be conducted on all vehicles
selected for Type I CoP test. The conditions laid down in clause 6.5 of this
regulation must be complied with.

8.7 Free Acceleration Smoke Test

Test is to be carried out on vehicles equipped with Compression ignition

engines, it must be conducted on all vehicles selected for Type I COP test and
should meet the limit values specified in Gazette Notification. Test to be carried
out in accordance with Appendix 6 of Chapter 1 of AIS-137(Part 5). If it does
not meet the limit values specified in Gazette Notification, then procedure shall
be followed as per clause 6 of Chapter 5 of AIS-137(Part 5)

9.0 In-Service Conformity (ISC)

9.1 Introduction

The in-service conformity checks shall be appropriate for confirming that

tailpipe, OBD (including IUPRM) and evaporative emissions are effectively
limited during the normal life of vehicles under normal conditions of use for
vehicles type approved to this regulation

9.2 In-service conformity

9.2.1 The in-service conformity checks shall be appropriate for confirming that
tailpipe and evaporative emissions are effectively limited during the normal
life of vehicles under normal conditions of use.

9.2.2 In-service conformity shall be checked on properly maintained and used

vehicles, in accordance with Appendix 1 of Annex C7, between 15,000km or
6 months whichever occurs later and 100,000km or 5 years whichever occurs
sooner. In-service conformity for evaporative emissions shall be checked on
properly maintained and used vehicles in accordance with Appendix 1 of
Annex C7, between 30,000km or 12 months whichever occurs later and
100,000km or 5 years whichever occurs sooner.

The requirements for in-service conformity checks are applicable until 5 years
after the last Certificate of Conformity or individual approval certificate is
issued for vehicles of that in-service conformity family.

9.2.3 The manufacturer and the Test Agency shall perform in-service conformity
checks in accordance with Annex C7.

9.2.4 The Test Agency shall take the decision on whether a family fails the in-service
conformity, following a compliance assessment and approve the plan of

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I test. Additional vehicles if required shall be selected for carrying out for Type
II test. At least 9 vehicles should meet the limit values specified in Gazette
Notification. Then the series is deemed to conform.

8.6 Type III Test

For Type III test is to be carried out, it must be conducted on all vehicles
selected for Type I CoP test. The conditions laid down in clause 6.5 of this
regulation must be complied with.

8.7 Free Acceleration Smoke Test

Test is to be carried out on vehicles equipped with Compression ignition

engines, it must be conducted on all vehicles selected for Type I COP test and
should meet the limit values specified in Gazette Notification. Test to be carried
out in accordance with Appendix 6 of Chapter 1 of AIS-137(Part 5). If it does
not meet the limit values specified in Gazette Notification, then procedure shall
be followed as per clause 6 of Chapter 5 of AIS-137(Part 5)

9.0 In-Service Conformity (ISC)

9.1 Introduction

The in-service conformity checks shall be appropriate for confirming that

tailpipe, OBD (including IUPRM) and evaporative emissions are effectively
limited during the normal life of vehicles under normal conditions of use for
vehicles type approved to this regulation

9.2 In-service conformity

9.2.1 The in-service conformity checks shall be appropriate for confirming that
tailpipe and evaporative emissions are effectively limited during the normal
life of vehicles under normal conditions of use.

9.2.2 In-service conformity shall be checked on properly maintained and used

vehicles, in accordance with Appendix 1 of Annex C7, between 15,000km or
6 months whichever occurs later and 100,000km or 5 years whichever occurs
sooner. In-service conformity for evaporative emissions shall be checked on
properly maintained and used vehicles in accordance with Appendix 1 of
Annex C7, between 30,000km or 12 months whichever occurs later and
100,000km or 5 years whichever occurs sooner.

The requirements for in-service conformity checks are applicable until 5 years
after the last Certificate of Conformity or individual approval certificate is
issued for vehicles of that in-service conformity family.

9.2.3 The manufacturer and the Test Agency shall perform in-service conformity
checks in accordance with Annex C7.

9.2.4 The Test Agency shall take the decision on whether a family fails the in-service
conformity, following a compliance assessment and approve the plan of

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remedial measures presented by the manufacturer in accordance with Annex

C7.

9.2.5 If a Test Agency has established that an in-service conformity family fails the
in-service conformity check, it shall notify without delay to Nodal Agency.

9.3 For IUPRM requirements refer Appendix 5 of Annex C7 of this regulation.

9.4 The manufacturer shall be authorized, under the supervision of the Test
Agency, to carry out checks, even of a destructive nature, on those vehicles
with emission levels in excess of the limit values with a view to establishing
possible causes of deterioration which cannot be attributed to the manufacturer
(e.g. use of leaded gasoline before the test date). Where the results of the checks
confirm such causes, those test results shall be excluded from the conformity
check.

10.0 Production Definitily Discontinued

If the holder of the approval completely ceases to manufacture a type of vehicle

approved in accordance with this Part, he shall so inform the Test Agency
which granted the approval

11.0 Reserved

12.0 Reserved

13.0 Reserved

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remedial measures presented by the manufacturer in accordance with Annex

C7.

9.2.5 If a Test Agency has established that an in-service conformity family fails the
in-service conformity check, it shall notify without delay to Nodal Agency.

9.3 For IUPRM requirements refer Appendix 5 of Annex C7 of this regulation.

9.4 The manufacturer shall be authorized, under the supervision of the Test
Agency, to carry out checks, even of a destructive nature, on those vehicles
with emission levels in excess of the limit values with a view to establishing
possible causes of deterioration which cannot be attributed to the manufacturer
(e.g. use of leaded gasoline before the test date). Where the results of the checks
confirm such causes, those test results shall be excluded from the conformity
check.

10.0 Production Definitily Discontinued

If the holder of the approval completely ceases to manufacture a type of vehicle

approved in accordance with this Part, he shall so inform the Test Agency
which granted the approval

11.0 Reserved

12.0 Reserved

13.0 Reserved

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APPENDIX 1

Type I test CoP verification for Specific Vehicle Type

1.0 Verifying CoP on the criteria emissions for pure ICE vehicles, NOVC-HEVs and
OVC-HEVs

1.1 Each vehicle shall be tested on the chassis dynamometer set with the specific
mass inertia setting and road load parameters of the individual vehicle. The
chassis dynamometer shall be set to the target road load for the test vehicle
according to the procedure specified in paragraph 7. of Annex B4

1.2 The applicable test cycle is the same used for the type approval of the
interpolation family to which the vehicle belongs

1.3 The preconditioning test shall be carried out according to the provisions of
paragraph 2.6. of Annex B6, or of Appendix 4 to Annex B8, as applicable.

1.4 The test results shall be the values calculated for pure ICE vehicles according to
Step 9 of Table A7/1 of Annex B7, for NOVC-HEVs and OVC-HEVs according
to Step 8 of Table A8/5 of Annex B8 for the charge-sustaining criteria emissions
and according to Step 6 of Table A8/8 of Annex B8 for the charge-depleting
criteria emissions. Conformity against the applicable criteria emission limits
shall be checked using the pass/fail criteria as per the Gazette Notification.

2.0 Verification of CoP on CO2 mass emissions of pure ICE vehicles

2.1 The vehicle shall be tested according to the Type I test procedure described in
Annex B6.

2.2 During this test, the CO2 mass emission MCO2,c,6 shall be determined
according to step 6 of Table A7/1 of Annex B7.

2.3 The conformity of production with regard to CO2 mass emissions shall be
verified on the basis of the values for the tested vehicle as described in

2.3.1 CO2 mass emission values for CoP

In the case the interpolation method is not applied, the CO2 mass emission value
𝑀𝐶𝑜2,𝑐,7 according to step 7 of Table A7/1 of Annex B7 shall be used for
verifying the conformity of production.

In the case the interpolation method is applied, the CO2 mass emission value
MCO2,c,,ind for the individual vehicle according to step 10 of Table A7/1 of Annex
B7 shall be used for verifying the conformity of production.

3.0 Verification of CoP on CO2 mass emissions of NOVC-HEVs

3.1 The vehicle shall be tested as described in paragraph 3.3. of Annex B8.

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APPENDIX 1

Type I test CoP verification for Specific Vehicle Type

1.0 Verifying CoP on the criteria emissions for pure ICE vehicles, NOVC-HEVs and
OVC-HEVs

1.1 Each vehicle shall be tested on the chassis dynamometer set with the specific
mass inertia setting and road load parameters of the individual vehicle. The
chassis dynamometer shall be set to the target road load for the test vehicle
according to the procedure specified in paragraph 7. of Annex B4

1.2 The applicable test cycle is the same used for the type approval of the
interpolation family to which the vehicle belongs

1.3 The preconditioning test shall be carried out according to the provisions of
paragraph 2.6. of Annex B6, or of Appendix 4 to Annex B8, as applicable.

1.4 The test results shall be the values calculated for pure ICE vehicles according to
Step 9 of Table A7/1 of Annex B7, for NOVC-HEVs and OVC-HEVs according
to Step 8 of Table A8/5 of Annex B8 for the charge-sustaining criteria emissions
and according to Step 6 of Table A8/8 of Annex B8 for the charge-depleting
criteria emissions. Conformity against the applicable criteria emission limits
shall be checked using the pass/fail criteria as per the Gazette Notification.

2.0 Verification of CoP on CO2 mass emissions of pure ICE vehicles

2.1 The vehicle shall be tested according to the Type I test procedure described in
Annex B6.

2.2 During this test, the CO2 mass emission MCO2,c,6 shall be determined
according to step 6 of Table A7/1 of Annex B7.

2.3 The conformity of production with regard to CO2 mass emissions shall be
verified on the basis of the values for the tested vehicle as described in

2.3.1 CO2 mass emission values for CoP

In the case the interpolation method is not applied, the CO2 mass emission value
𝑀𝐶𝑜2,𝑐,7 according to step 7 of Table A7/1 of Annex B7 shall be used for
verifying the conformity of production.

In the case the interpolation method is applied, the CO2 mass emission value
MCO2,c,,ind for the individual vehicle according to step 10 of Table A7/1 of Annex
B7 shall be used for verifying the conformity of production.

3.0 Verification of CoP on CO2 mass emissions of NOVC-HEVs

3.1 The vehicle shall be tested as described in paragraph 3.3. of Annex B8.

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3.2 During this test, the CO2 mass emission MCO2,CS,c,6 of the NOVC-HEV shall
be determined according to step 6 of Table A8/5 of Annex B8.

3.3 The conformity of production with regard to CO2 mass emissions or fuel
efficiency, as applicable, shall be verified on the basis of the values for the tested
vehicle as described in paragraph 3.3.1. and applying a run-in factor as defined
in paragraph 8.2.4. of this Regulation.

3.3.1 CO2 mass emission values for CoP values for CoP

In the case the interpolation method is not applied, the charge-sustaining CO2
mass emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8
shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the charge-sustaining CO2 mass
emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of Table
A8/5 of Annex B8 shall be used for verifying the conformity of production.

4.0 Verification of CoP on electric energy consumption of PEVs (if applicable)

4.1 The vehicle shall be tested as described in paragraph 3.4. of Annex B8. During
the conformity of production verification, the break-off criterion for the Type I
test procedure according to paragraph 3.4.4.1.3. of Annex B8 (consecutive cycle
procedure) and paragraph 3.4.4.2.3. of Annex B8 (Shortened Test Procedure)
shall be considered reached when having finished the first applicable WLTP test
cycle.

During this test cycle, the DC electric energy consumption from the REESS(s)
𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 shall be determined according to paragraph 4.3 of Annex B8 where
∆EREESS,j shall be the electric energy change of all REESS and dj shall be the
actual driven distance during this test cycle

4.2 The conformity of production with regard to electric energy consumption (EC)
shall be verified on the basis of the values for the tested vehicle as described in
paragraph 4.2.1. in the case that the type approval was conducted with the
consecutive cycle Type I test procedure and in paragraph 4.2.2. in case that the
type approval was conducted using the shortened Type I test procedure.

4.2.1 Consecutive cycle Type I test procedure values for CoP

In the case the interpolation method is not applied, the electric energy
consumption value 𝐸𝐶𝐷𝐶,𝐶𝑂𝑃,𝑓𝑖𝑛𝑎𝑙 according to step 9 of Table A8/10 of
Annex B8 shall be used for verifying the conformity of production.

In the case that the interpolation method is applied, the electric energy
consumption value 𝐸𝐶𝐷𝐶,𝐶𝑂𝑃,𝑖𝑛𝑑 for the individual vehicle according to step 10
of Table A8/10 of Annex B8 shall be used for verifying the conformity of
production.

4.2.2 Shortened Type I Test Procedure values for CoP

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3.2 During this test, the CO2 mass emission MCO2,CS,c,6 of the NOVC-HEV shall
be determined according to step 6 of Table A8/5 of Annex B8.

3.3 The conformity of production with regard to CO2 mass emissions or fuel
efficiency, as applicable, shall be verified on the basis of the values for the tested
vehicle as described in paragraph 3.3.1. and applying a run-in factor as defined
in paragraph 8.2.4. of this Regulation.

3.3.1 CO2 mass emission values for CoP values for CoP

In the case the interpolation method is not applied, the charge-sustaining CO2
mass emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8
shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the charge-sustaining CO2 mass
emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of Table
A8/5 of Annex B8 shall be used for verifying the conformity of production.

4.0 Verification of CoP on electric energy consumption of PEVs (if applicable)

4.1 The vehicle shall be tested as described in paragraph 3.4. of Annex B8. During
the conformity of production verification, the break-off criterion for the Type I
test procedure according to paragraph 3.4.4.1.3. of Annex B8 (consecutive cycle
procedure) and paragraph 3.4.4.2.3. of Annex B8 (Shortened Test Procedure)
shall be considered reached when having finished the first applicable WLTP test
cycle.

During this test cycle, the DC electric energy consumption from the REESS(s)
𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 shall be determined according to paragraph 4.3 of Annex B8 where
∆EREESS,j shall be the electric energy change of all REESS and dj shall be the
actual driven distance during this test cycle

4.2 The conformity of production with regard to electric energy consumption (EC)
shall be verified on the basis of the values for the tested vehicle as described in
paragraph 4.2.1. in the case that the type approval was conducted with the
consecutive cycle Type I test procedure and in paragraph 4.2.2. in case that the
type approval was conducted using the shortened Type I test procedure.

4.2.1 Consecutive cycle Type I test procedure values for CoP

In the case the interpolation method is not applied, the electric energy
consumption value 𝐸𝐶𝐷𝐶,𝐶𝑂𝑃,𝑓𝑖𝑛𝑎𝑙 according to step 9 of Table A8/10 of
Annex B8 shall be used for verifying the conformity of production.

In the case that the interpolation method is applied, the electric energy
consumption value 𝐸𝐶𝐷𝐶,𝐶𝑂𝑃,𝑖𝑛𝑑 for the individual vehicle according to step 10
of Table A8/10 of Annex B8 shall be used for verifying the conformity of
production.

4.2.2 Shortened Type I Test Procedure values for CoP

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In the case the interpolation method is not applied, the electric energy
consumption value 𝐸𝐶𝐷𝐶,𝐶𝑂𝑃,𝑓𝑖𝑛𝑎𝑙 according to step 8 of Table A8/11 of Annex
B8 shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the electric energy consumption
value EC_(DC,COP,ind) for the individual vehicle according to step 9 of Table
A8/11 of Annex B8 shall be used for verifying the conformity of production.

5.0 Verification of CoP on CO2 mass emissions of OVC-HEVs

5.1 At the request of the manufacturer it is allowed to use different test vehicles for
the charge-sustaining test and charge-depleting test.

5.2 Verification of the charge-sustaining CO2 mass emissions / fuel efficiency, as

applicable, for conformity of production.

5.2.1 The vehicle shall be tested according to the charge-sustaining Type I test as
described in paragraph 3.2.5. of Annex B8.

5.2.2 During this test, the charge-sustaining CO2 mass emission after 4 phases
MCO2,CS,c,6 shall be determined according to step 6 of Table A8/5 of Annex B8.

5.2.3 The conformity of production with regard to charge-sustaining CO2 mass

emissions shall be verified on the basis of the values for the tested vehicle as
described in paragraph 5.2.3.1. for charge-sustaining CO2 mass emissions, and
applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

5.2.3.1 Charge-Sustaining CO2 mass emission / fuel efficiency values for CoP

In the case the interpolation method is not applied, the charge-sustaining CO2
mass emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8
shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the charge-sustaining CO2 mass
emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of
Table A8/5 of Annex B8 shall be used for verifying the conformity of production.

5.3 Verification of CoP on charge-depleting electric energy consumption of OVC-

HEVs (if applicable)

5.3.1 The vehicle shall be tested during conformity of production according to

paragraph 5.3.1.1. If there is no engine start during the first cycle of the type
approval procedure of this vehicle, at the option of the manufacturer the vehicle
may be tested according to paragraph 5.3.1.2.

5.3.1.1 Charge-Depleting Type I test procedure

The vehicle shall be tested according to the charge-depleting Type I test

procedure as described in paragraph 3.2.4. of Annex B8. During this test, the

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In the case the interpolation method is not applied, the electric energy
consumption value 𝐸𝐶𝐷𝐶,𝐶𝑂𝑃,𝑓𝑖𝑛𝑎𝑙 according to step 8 of Table A8/11 of Annex
B8 shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the electric energy consumption
value EC_(DC,COP,ind) for the individual vehicle according to step 9 of Table
A8/11 of Annex B8 shall be used for verifying the conformity of production.

5.0 Verification of CoP on CO2 mass emissions of OVC-HEVs

5.1 At the request of the manufacturer it is allowed to use different test vehicles for
the charge-sustaining test and charge-depleting test.

5.2 Verification of the charge-sustaining CO2 mass emissions / fuel efficiency, as

applicable, for conformity of production.

5.2.1 The vehicle shall be tested according to the charge-sustaining Type I test as
described in paragraph 3.2.5. of Annex B8.

5.2.2 During this test, the charge-sustaining CO2 mass emission after 4 phases
MCO2,CS,c,6 shall be determined according to step 6 of Table A8/5 of Annex B8.

5.2.3 The conformity of production with regard to charge-sustaining CO2 mass

emissions shall be verified on the basis of the values for the tested vehicle as
described in paragraph 5.2.3.1. for charge-sustaining CO2 mass emissions, and
applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

5.2.3.1 Charge-Sustaining CO2 mass emission / fuel efficiency values for CoP

In the case the interpolation method is not applied, the charge-sustaining CO2
mass emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8
shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the charge-sustaining CO2 mass
emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of
Table A8/5 of Annex B8 shall be used for verifying the conformity of production.

5.3 Verification of CoP on charge-depleting electric energy consumption of OVC-

HEVs (if applicable)

5.3.1 The vehicle shall be tested during conformity of production according to

paragraph 5.3.1.1. If there is no engine start during the first cycle of the type
approval procedure of this vehicle, at the option of the manufacturer the vehicle
may be tested according to paragraph 5.3.1.2.

5.3.1.1 Charge-Depleting Type I test procedure

The vehicle shall be tested according to the charge-depleting Type I test

procedure as described in paragraph 3.2.4. of Annex B8. During this test, the

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electric energy consumption ECAC,CD shall be determined according to step 9 of

Table A8/8 of Annex B8.

If deemed necessary, the manufacturer shall demonstrate that preconditioning of

the traction REESS in advance of the CoP procedure is required. In such a case,
at the request of the manufacturer and with approval of the Test Agency,
preconditioning of the traction REESS shall be done in advance of the CoP
procedure according to manufacturer’s recommendation.

5.3.1.2 First cycle of the Charge-Depleting Type I Test

5.3.1.2.1 The vehicle shall be tested according to the charge-depleting Type I test as
described in paragraph 3.2.4. of Annex B8 while the break-off criterion of the
charge-depleting Type I test procedure shall be considered reached when having
finished the first applicable WLTP test cycle and replace the break-off criterion
of the charge-depleting Type I test procedure according to paragraph 3.2.4.4. of
Annex B8.

During this test cycle, the DC electric energy consumption from the REESS(s)
𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 shall be determined according to paragraph 4.3. of Annex B8 where
∆EREESS,j shall be the electric energy change of all REESS and dj shall be the
actual driven distance during this test cycle.

5.3.1.2.2 In this cycle, there is no engine operation allowed. If there is engine operation,
the test during conformity of production shall be considered as void

5.3.2 The conformity of production with regard to the charge-depleting electric energy
consumption shall be verified on the basis of the values for the tested vehicle as
described in paragraph 5.3.2.1. in the case that the vehicle is tested according to
paragraph 5.3.1.1. and as described in paragraph 5.3.2.2. in the case that the
vehicle is tested according to paragraph 5.3.1.2.

5.3.2.1 Conformity of production for a test according to paragraph 5.3.1.1.

In the case that the interpolation method is not applied, the charge-depleting
electric energy consumption value ECAC,CD,final according to step 16 of
Table A8/8 of Annex B8 shall be used for verifying the conformity of
production.

In the case the interpolation method is applied, the charge-depleting electric

energy consumption value ECAC,CD,ind for the individual vehicle according to step
17 of Table A8/8 of Annex B8 shall be used for verifying the conformity of
production.

5.3.2.2 Conformity of production for a test according to paragraph 5.3.1.2.

In the case the interpolation method is not applied, the charge-depleting electric
energy consumption value 𝐸𝐶𝐷𝐶,𝐶𝐷,𝐶𝑂𝑃,𝑓𝑖𝑛𝑎𝑙 according to step 16 of Table A8/8
of Annex B8 shall be used for verifying the conformity of production.

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electric energy consumption ECAC,CD shall be determined according to step 9 of

Table A8/8 of Annex B8.

If deemed necessary, the manufacturer shall demonstrate that preconditioning of

the traction REESS in advance of the CoP procedure is required. In such a case,
at the request of the manufacturer and with approval of the Test Agency,
preconditioning of the traction REESS shall be done in advance of the CoP
procedure according to manufacturer’s recommendation.

5.3.1.2 First cycle of the Charge-Depleting Type I Test

5.3.1.2.1 The vehicle shall be tested according to the charge-depleting Type I test as
described in paragraph 3.2.4. of Annex B8 while the break-off criterion of the
charge-depleting Type I test procedure shall be considered reached when having
finished the first applicable WLTP test cycle and replace the break-off criterion
of the charge-depleting Type I test procedure according to paragraph 3.2.4.4. of
Annex B8.

During this test cycle, the DC electric energy consumption from the REESS(s)
𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 shall be determined according to paragraph 4.3. of Annex B8 where
∆EREESS,j shall be the electric energy change of all REESS and dj shall be the
actual driven distance during this test cycle.

5.3.1.2.2 In this cycle, there is no engine operation allowed. If there is engine operation,
the test during conformity of production shall be considered as void

5.3.2 The conformity of production with regard to the charge-depleting electric energy
consumption shall be verified on the basis of the values for the tested vehicle as
described in paragraph 5.3.2.1. in the case that the vehicle is tested according to
paragraph 5.3.1.1. and as described in paragraph 5.3.2.2. in the case that the
vehicle is tested according to paragraph 5.3.1.2.

5.3.2.1 Conformity of production for a test according to paragraph 5.3.1.1.

In the case that the interpolation method is not applied, the charge-depleting
electric energy consumption value ECAC,CD,final according to step 16 of
Table A8/8 of Annex B8 shall be used for verifying the conformity of
production.

In the case the interpolation method is applied, the charge-depleting electric

energy consumption value ECAC,CD,ind for the individual vehicle according to step
17 of Table A8/8 of Annex B8 shall be used for verifying the conformity of
production.

5.3.2.2 Conformity of production for a test according to paragraph 5.3.1.2.

In the case the interpolation method is not applied, the charge-depleting electric
energy consumption value 𝐸𝐶𝐷𝐶,𝐶𝐷,𝐶𝑂𝑃,𝑓𝑖𝑛𝑎𝑙 according to step 16 of Table A8/8
of Annex B8 shall be used for verifying the conformity of production.

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In the case the interpolation method is applied, the charge-depleting electric

energy consumption value 𝐸𝐶𝐷𝐶,𝐶𝐷,𝐶𝑂𝑃,𝑖𝑛𝑑 for the individual vehicle according
to step 17 of Table A8/8 of Annex B8 shall be used for verifying the conformity
of production.

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In the case the interpolation method is applied, the charge-depleting electric

energy consumption value 𝐸𝐶𝐷𝐶,𝐶𝐷,𝐶𝑂𝑃,𝑖𝑛𝑑 for the individual vehicle according
to step 17 of Table A8/8 of Annex B8 shall be used for verifying the conformity
of production.

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APPENDIX 2

Verification of Conformtiy of Production fro Type I Test

APPENDIX 2a

Verification of Conformity of Production for Type I Test – Statistical Method

1.0 This Appendix describes the procedure to be used to verify the production
conformity requirements for the Type I test for criteria emissions, CO2 emissions,
electric energy consumption ( if applicable) for pure ICE, NOVC-HEV, PEV and
OVC-HEV

Measurements of the criteria emissions, CO2 emissions, and electric energy

consumption, ( if applicable) can be carried out on a minimum number of 3
vehicles, and consecutively increase until a pass or fail decision is reached.

2.0 Criteria emissions

2.1 Statistical procedure and pass/fail criteria

2.1.1 For the total number of N tests and the measurement results of the tested vehicles,
x1, x2, … xN, the average Xtests and the variance VAR shall be determined:

(𝑥1 + 𝑥2 + 𝑥3 + ⋯ + 𝑥𝑁 )
𝑋𝑡𝑒𝑠𝑡𝑠 =
𝑁
And

(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + ⋯ + (𝑥𝑁 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2

𝑉𝐴𝑅 =
𝑁−1
For OVC-HEV, in case of complete charge-depleting Type I test, the average
emissions over the complete test of an individual vehicle shall be considered as a
single value xi.

For each number of tests, one of the three following decisions can be reached for
criteria emissions, based on the criteria emission limit value L

(i) 𝑉𝐴𝑅
Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠 < 𝐴 ∙ 𝐿 − 𝐿

(ii) 𝑁−3 𝑉𝐴𝑅

Fail the family if 𝑋𝑡𝑒𝑠𝑡𝑠 > 𝐴 ∙ 𝐿 − ( ∙ )
13 𝐿

(iii) Take another measurement if:

𝑉𝐴𝑅 𝑁−3 𝑉𝐴𝑅
𝐴∙𝐿 − ≤ 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 ∙ 𝐿 − ( ∙ )
𝐿 13 𝐿

For the measurement of criteria emissions the factor A is set at 1.05.

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APPENDIX 2

Verification of Conformtiy of Production fro Type I Test

APPENDIX 2a

Verification of Conformity of Production for Type I Test – Statistical Method

1.0 This Appendix describes the procedure to be used to verify the production
conformity requirements for the Type I test for criteria emissions, CO2 emissions,
electric energy consumption ( if applicable) for pure ICE, NOVC-HEV, PEV and
OVC-HEV

Measurements of the criteria emissions, CO2 emissions, and electric energy

consumption, ( if applicable) can be carried out on a minimum number of 3
vehicles, and consecutively increase until a pass or fail decision is reached.

2.0 Criteria emissions

2.1 Statistical procedure and pass/fail criteria

2.1.1 For the total number of N tests and the measurement results of the tested vehicles,
x1, x2, … xN, the average Xtests and the variance VAR shall be determined:

(𝑥1 + 𝑥2 + 𝑥3 + ⋯ + 𝑥𝑁 )
𝑋𝑡𝑒𝑠𝑡𝑠 =
𝑁
And

(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + ⋯ + (𝑥𝑁 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2

𝑉𝐴𝑅 =
𝑁−1
For OVC-HEV, in case of complete charge-depleting Type I test, the average
emissions over the complete test of an individual vehicle shall be considered as a
single value xi.

For each number of tests, one of the three following decisions can be reached for
criteria emissions, based on the criteria emission limit value L

(i) 𝑉𝐴𝑅
Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠 < 𝐴 ∙ 𝐿 − 𝐿

(ii) 𝑁−3 𝑉𝐴𝑅

Fail the family if 𝑋𝑡𝑒𝑠𝑡𝑠 > 𝐴 ∙ 𝐿 − ( ∙ )
13 𝐿

(iii) Take another measurement if:

𝑉𝐴𝑅 𝑁−3 𝑉𝐴𝑅
𝐴∙𝐿 − ≤ 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 ∙ 𝐿 − ( ∙ )
𝐿 13 𝐿

For the measurement of criteria emissions the factor A is set at 1.05.

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3.0 CO2 emissions, and electric energy consumption (if applicable)

3.1 Statistical procedure

3.1.1 For the total number of N tests and the measurement results of the tested vehicles,
x1, x2, … xN, the average Xtests and the standard deviation s shall be determined:

(𝑥1 + 𝑥2 + 𝑥3 + ⋯ + 𝑥𝑁 )
𝑋𝑡𝑒𝑠𝑡𝑠 =
𝑁
And

(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 +. . . +(𝑥𝑁 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2

𝑠=√
𝑁−1

3.2 Statistical evaluation

3.2.1 For the evaluation of CO2 emissions the normalised values shall be calculated as
follows:

𝐶𝑂2 𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐶𝑂2 𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑−𝑖

where:

CO2 test-i is the CO2 emission measured for individual vehicle i

CO2 declared-i is the declared CO2 value for the individual vehicle

For the evaluation of electric energy consumption EC the normalised values shall
be calculated as follows:

𝐸𝐶𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐸𝐶𝐷𝐶,𝐶𝑂𝑃−𝑖

where:

ECtest-i is the electric energy consumption measured for individual vehicle i. In

the case that the complete charge-depleting Type I test has been applied,
ECtest-i shall be determined according to paragraph 5.3.1.1. of Appendix 1.
In the case that only the first cycle is tested for verification of CoP, ECtest-
i shall be determined according to paragraph 5.3.1.2. of Appendix 1.

ECDC, is the declared electric energy consumption for the individual vehicle i,
COP-i according to Appendix 8 to Annex B8. In the case that the complete
charge-depleting Type I test has been applied, ECDC,COP,i shall be
determined according to paragraph 5.3.2.1. of Appendix 1. In the case that
only the first cycle is tested for verification of CoP, ECCOP,i shall be
determined according to paragraph 5.3.2.2 of Appendix 1.

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3.0 CO2 emissions, and electric energy consumption (if applicable)

3.1 Statistical procedure

3.1.1 For the total number of N tests and the measurement results of the tested vehicles,
x1, x2, … xN, the average Xtests and the standard deviation s shall be determined:

(𝑥1 + 𝑥2 + 𝑥3 + ⋯ + 𝑥𝑁 )
𝑋𝑡𝑒𝑠𝑡𝑠 =
𝑁
And

(𝑥1 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 + (𝑥2 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2 +. . . +(𝑥𝑁 − 𝑋𝑡𝑒𝑠𝑡𝑠 )2

𝑠=√
𝑁−1

3.2 Statistical evaluation

3.2.1 For the evaluation of CO2 emissions the normalised values shall be calculated as
follows:

𝐶𝑂2 𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐶𝑂2 𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑−𝑖

where:

CO2 test-i is the CO2 emission measured for individual vehicle i

CO2 declared-i is the declared CO2 value for the individual vehicle

For the evaluation of electric energy consumption EC the normalised values shall
be calculated as follows:

𝐸𝐶𝑡𝑒𝑠𝑡−𝑖
𝑥𝑖 =
𝐸𝐶𝐷𝐶,𝐶𝑂𝑃−𝑖

where:

ECtest-i is the electric energy consumption measured for individual vehicle i. In

the case that the complete charge-depleting Type I test has been applied,
ECtest-i shall be determined according to paragraph 5.3.1.1. of Appendix 1.
In the case that only the first cycle is tested for verification of CoP, ECtest-
i shall be determined according to paragraph 5.3.1.2. of Appendix 1.

ECDC, is the declared electric energy consumption for the individual vehicle i,
COP-i according to Appendix 8 to Annex B8. In the case that the complete
charge-depleting Type I test has been applied, ECDC,COP,i shall be
determined according to paragraph 5.3.2.1. of Appendix 1. In the case that
only the first cycle is tested for verification of CoP, ECCOP,i shall be
determined according to paragraph 5.3.2.2 of Appendix 1.

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The normalised xi values shall be used to determine the parameters Xtests and s
according to paragraph 3.1.

3.3 Pass/fail criteria

3.3.1 Evaluation of CO2 emissions and electric energy consumption (if applicable)

For each number of tests, one of the three following decisions can be reached,
where the factor A shall be set at 1.01:

(i) Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 − (𝑡𝑃1,𝑖 + 𝑡𝑃2,𝑖 ) ∙ 𝑠

(ii) Fail the family if 𝑋𝑡𝑒𝑠𝑡𝑠 > 𝐴 + (𝑡𝐹1,𝑖 − 𝑡𝐹2 ) ∙ 𝑠

(iii) Take another measurement if:

𝐴 − (𝑡𝑃1,𝑖 + 𝑡𝑃2,𝑖 ) ∙ 𝑠 < 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 + (𝑡𝐹1,𝑖 − 𝑡𝐹2 ) ∙ 𝑠

where:

parameters tP1,i, tP2,i, tF1,i, and tF2 are taken from the Table A2/3.

Table A2/3
Pass/fail decision number for the sample size.
PASS FAIL
Tests (i) tP1,i tP2,i tF1,i tF2
3 1.686 0.438 1.686 0.438
4 1.125 0.425 1.177 0.438
5 0.850 0.401 0.953 0.438
6 0.673 0.370 0.823 0.438
7 0.544 0.335 0.734 0.438
8 0.443 0.299 0.670 0.438
9 0.361 0.263 0.620 0.438
10 0.292 0.226 0.580 0.438
11 0.232 0.190 0.546 0.438
12 0.178 0.153 0.518 0.438
13 0.129 0.116 0.494 0.438
14 0.083 0.078 0.473 0.438
15 0.040 0.038 0.455 0.438
16 0.000 0.000 0.438 0.438

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The normalised xi values shall be used to determine the parameters Xtests and s
according to paragraph 3.1.

3.3 Pass/fail criteria

3.3.1 Evaluation of CO2 emissions and electric energy consumption (if applicable)

For each number of tests, one of the three following decisions can be reached,
where the factor A shall be set at 1.01:

(i) Pass the family if 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 − (𝑡𝑃1,𝑖 + 𝑡𝑃2,𝑖 ) ∙ 𝑠

(ii) Fail the family if 𝑋𝑡𝑒𝑠𝑡𝑠 > 𝐴 + (𝑡𝐹1,𝑖 − 𝑡𝐹2 ) ∙ 𝑠

(iii) Take another measurement if:

𝐴 − (𝑡𝑃1,𝑖 + 𝑡𝑃2,𝑖 ) ∙ 𝑠 < 𝑋𝑡𝑒𝑠𝑡𝑠 ≤ 𝐴 + (𝑡𝐹1,𝑖 − 𝑡𝐹2 ) ∙ 𝑠

where:

parameters tP1,i, tP2,i, tF1,i, and tF2 are taken from the Table A2/3.

Table A2/3
Pass/fail decision number for the sample size.
PASS FAIL
Tests (i) tP1,i tP2,i tF1,i tF2
3 1.686 0.438 1.686 0.438
4 1.125 0.425 1.177 0.438
5 0.850 0.401 0.953 0.438
6 0.673 0.370 0.823 0.438
7 0.544 0.335 0.734 0.438
8 0.443 0.299 0.670 0.438
9 0.361 0.263 0.620 0.438
10 0.292 0.226 0.580 0.438
11 0.232 0.190 0.546 0.438
12 0.178 0.153 0.518 0.438
13 0.129 0.116 0.494 0.438
14 0.083 0.078 0.473 0.438
15 0.040 0.038 0.455 0.438
16 0.000 0.000 0.438 0.438

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APPENDIX 2b
Verification of Conformity of Production for Type I Test- for Low Volume Vehicles

1.0 This Appendix describes the procedure to be used to verify the production
conformity requirements of vehicle model and its variants produced less than 250
in the half yearly period as mentioned in clause 3.1.1 of AIS-137 (Part 6), for the
Type I test criteria emissions, CO2 emissions, electric energy consumption ( if
applicable) for pure ICE, NOVC-HEV, PEV and OVC-HE

2.0 To verify the average tailpipe emissions of gaseous pollutants following procedure
shall be adopted:

2.1 Minimum of three vehicles shall be selected randomly from the series with a
sample lot size as described in AIS-137 (Part 6).

2.2 Vehicles shall be selected at random. The manufacturer shall not undertake any
adjustment to the vehicles selected except those permitted in AIS 137 Part 6.

2.3 First vehicle out of three randomly selected vehicles shall be tested for Type I test
as per Annex B6 of this Regulation.

2.3.1 The number of tests shall be determined according to the flowchart in Figure A6/1
of Annex B6 of this Regulation. The limit value is the maximum allowed value for
the respective criteria emission as per the Gazette Notification

2.3.2 Series passes with only one test, if after the first test all criteria in row 1 of the
applicable Table A6/2 of Annex B6 of this Regulation are fulfilled.

2.3.3 Series passes with two tests on the same vehicle if, after the second test, calculated
arithmetic average results of the two tests meets all criteria in row 2 of the
applicable Table A6/2 of Annex B6 of this Regulation.

If any one of the criteria in row 2 of the applicable Table A6/2 of Annex B6 of this
Regulation is not fulfilled, a third test shall be performed with the same vehicle.

2.3.4 Series passes with three tests on the same vehicle if, after the third test, calculated
arithmetic average results of the three tests meets all criteria in row 3 of the
applicable Table A6/2 of Annex B6 of this Regulation

2.4 If any one of the criteria in row 3 of the applicable Table A6/2 of Annex B6 of this
Regulation is not fulfilled, then randomly selected sample No. 2 and 3 shall be
tested for only one Type-I test as per Annex B6 of this Regulation.

2.4.1 Let x2 & x3 are the test results for the Sample No.2 and 3 and x1 is the test result of
the Sample No.1 which is the arithmetical mean for the three Type - I test
conducted on Sample No. 1

Statistical method as described in Appexdix 2a shall be applied on the results x1,

x2 & x3, for evaluation of Pass/Fail criteria and consecutively sample size is
increased until a pass or fail decision is reached

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APPENDIX 2b
Verification of Conformity of Production for Type I Test- for Low Volume Vehicles

1.0 This Appendix describes the procedure to be used to verify the production
conformity requirements of vehicle model and its variants produced less than 250
in the half yearly period as mentioned in clause 3.1.1 of AIS-137 (Part 6), for the
Type I test criteria emissions, CO2 emissions, electric energy consumption ( if
applicable) for pure ICE, NOVC-HEV, PEV and OVC-HE

2.0 To verify the average tailpipe emissions of gaseous pollutants following procedure
shall be adopted:

2.1 Minimum of three vehicles shall be selected randomly from the series with a
sample lot size as described in AIS-137 (Part 6).

2.2 Vehicles shall be selected at random. The manufacturer shall not undertake any
adjustment to the vehicles selected except those permitted in AIS 137 Part 6.

2.3 First vehicle out of three randomly selected vehicles shall be tested for Type I test
as per Annex B6 of this Regulation.

2.3.1 The number of tests shall be determined according to the flowchart in Figure A6/1
of Annex B6 of this Regulation. The limit value is the maximum allowed value for
the respective criteria emission as per the Gazette Notification

2.3.2 Series passes with only one test, if after the first test all criteria in row 1 of the
applicable Table A6/2 of Annex B6 of this Regulation are fulfilled.

2.3.3 Series passes with two tests on the same vehicle if, after the second test, calculated
arithmetic average results of the two tests meets all criteria in row 2 of the
applicable Table A6/2 of Annex B6 of this Regulation.

If any one of the criteria in row 2 of the applicable Table A6/2 of Annex B6 of this
Regulation is not fulfilled, a third test shall be performed with the same vehicle.

2.3.4 Series passes with three tests on the same vehicle if, after the third test, calculated
arithmetic average results of the three tests meets all criteria in row 3 of the
applicable Table A6/2 of Annex B6 of this Regulation

2.4 If any one of the criteria in row 3 of the applicable Table A6/2 of Annex B6 of this
Regulation is not fulfilled, then randomly selected sample No. 2 and 3 shall be
tested for only one Type-I test as per Annex B6 of this Regulation.

2.4.1 Let x2 & x3 are the test results for the Sample No.2 and 3 and x1 is the test result of
the Sample No.1 which is the arithmetical mean for the three Type - I test
conducted on Sample No. 1

Statistical method as described in Appexdix 2a shall be applied on the results x1,

x2 & x3, for evaluation of Pass/Fail criteria and consecutively sample size is
increased until a pass or fail decision is reached

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APPENDIX 3

Run –in test procedure to determine run-in factors

1.0 Description of test procedure for the determination of the run-in factors

1.1 The run-in test procedure shall be conducted by the manufacturer, who shall not
make any adjustments to the test vehicles that have an impact on the criteria
emissions, CO2 emissions, and electric energy consumption. The hardware and
relevant ECU calibration of the test vehicle shall conform to the type approval
vehicle. All the relevant hardware that has an impact on the criteria emissions,
CO2 emissions, and electric energy consumption (if applicable) shall have had no
operation prior to the run-in test procedure.

1.2 Reserved

1.2.1 Reserved

1.3 The test vehicle shall be a new vehicle, or a used test vehicle for which at least all
of the following components are newly installed simultaneously:

(a) Internal combustion engine;

(b) Driveline components (at least, but not limited to, transmission, tyre, axles,
etc.);

(c) Brake components;

(d) REESSs for EVs

(e) exhaust system.

and any other component that has a non-negligible influence on criteria emissions,
CO2 emissions and electric energy consumption (if applicable).

For the new vehicle, or the used vehicle for which the above mentioned
components have been replaced, the system odometer of the test vehicle Ds in km
shall recorded.

1.4 At the request of the manufacturer and with approval by the Test Agency, it is
allowed to perform the run-in procedure on multiple test vehicles. In this case, the
valid test results of all tested vehicles shall be considered for the determination of
the run-in factors.

1.5 Chassis dynamometer setting

1.5.1 The chassis dynamometer shall be set to the target road load for the test vehicle,
according to the procedure specified in paragraph 7. of Annex B4.

The chassis dynamometer shall be set independently prior to each test before the
run-in mileage accumulation and shall be set once for the post-run-in tests after
the run-in mileage accumulation.

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APPENDIX 3

Run –in test procedure to determine run-in factors

1.0 Description of test procedure for the determination of the run-in factors

1.1 The run-in test procedure shall be conducted by the manufacturer, who shall not
make any adjustments to the test vehicles that have an impact on the criteria
emissions, CO2 emissions, and electric energy consumption. The hardware and
relevant ECU calibration of the test vehicle shall conform to the type approval
vehicle. All the relevant hardware that has an impact on the criteria emissions,
CO2 emissions, and electric energy consumption (if applicable) shall have had no
operation prior to the run-in test procedure.

1.2 Reserved

1.2.1 Reserved

1.3 The test vehicle shall be a new vehicle, or a used test vehicle for which at least all
of the following components are newly installed simultaneously:

(a) Internal combustion engine;

(b) Driveline components (at least, but not limited to, transmission, tyre, axles,
etc.);

(c) Brake components;

(d) REESSs for EVs

(e) exhaust system.

and any other component that has a non-negligible influence on criteria emissions,
CO2 emissions and electric energy consumption (if applicable).

For the new vehicle, or the used vehicle for which the above mentioned
components have been replaced, the system odometer of the test vehicle Ds in km
shall recorded.

1.4 At the request of the manufacturer and with approval by the Test Agency, it is
allowed to perform the run-in procedure on multiple test vehicles. In this case, the
valid test results of all tested vehicles shall be considered for the determination of
the run-in factors.

1.5 Chassis dynamometer setting

1.5.1 The chassis dynamometer shall be set to the target road load for the test vehicle,
according to the procedure specified in paragraph 7. of Annex B4.

The chassis dynamometer shall be set independently prior to each test before the
run-in mileage accumulation and shall be set once for the post-run-in tests after
the run-in mileage accumulation.

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1.6 Before the run-in, the test vehicle shall be tested according to the Type I test
procedure specified in Annex B6 and Annex B8. The test shall be repeated until
three valid test results have been obtained. Drive trace indexes shall be calculated
according to paragraph 7. of Annex B7 and these shall fulfil the specified criteria
in paragraph 2.6.8.3.1.4. of Annex B6. The system odometer setting Di shall be
recorded prior to each test. The measured criteria emissions, CO2 emissions, fuel
efficiency and electric energy consumption shall be calculated according to
Step 4a of Table A7/1 in Annex B7 or Step 4a of Table A8/5 in Annex B8.

1.7 After the initial tests, the test vehicle shall be run-in under normal driving
conditions. OVC-HEVs shall be driven predominantly in charge-sustaining
operating conditions. The driving pattern, test conditions and fuel during the run-
in shall be in accordance with the manufacturer’s engineering judgement. The
run-in distance shall be less than or equivalent to the distance driven during the
run-in of the vehicle which was tested for the type approval of the interpolation
family, in accordance with paragraph 2.3.3. of Annex B6 or paragraph 2. of Annex
B8.

1.8 After the run-in, the test vehicle shall be tested according to the Type I test
procedure specified in Annex B6 and Annex B8. The test shall be repeated until
three valid test results have been obtained.

Drive trace indexes shall be calculated according to paragraph 7. of Annex B7 and

these shall fulfil the specified criteria in paragraph 2.6.8.3.1.4. of Annex B6.

These tests shall be performed in the same test cell as used for the tests prior to
the run-in and by applying the same chassis dynamometer setting method. If this
is not possible, the manufacturer shall justify the reason for using a different test
cell. The system odometer setting Di in km shall be recorded prior to each test.
The measured criteria emissions, CO2 emissions, and electric energy
consumption (if applicable) , as applicable and in accordance with paragraph
8.2.4.1. of this Regulation, shall be calculated according to Step 4a of Table A7/1
in Annex B7 or Step 4a of Table A8/5 in Annex B8.

1.9 For the determination of the run-in factor for CO2 emissions the coefficients CRI
and Cconst in the following equation shall be calculated by a least squares
regression analysis to four significant digits on all valid tests before and after the
run-in:

𝑀𝐶𝑂2 ,𝑖 = − 𝐶𝑅𝐼 ∙ 𝑙𝑛(𝐷𝑖 − 𝐷𝑠 ) + 𝐶𝑐𝑜𝑛𝑠𝑡

Where

MCO2,i is the measured CO2 mass emission for test i, g/km

CRI is the slope of the logarithmic regression line

Cconst is the constant value of the logarithmic regression line

In the case that multiple vehicles have been tested, the CRI shall be calculated for
each vehicle, and the resulting values shall be averaged. The manufacturer will

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1.6 Before the run-in, the test vehicle shall be tested according to the Type I test
procedure specified in Annex B6 and Annex B8. The test shall be repeated until
three valid test results have been obtained. Drive trace indexes shall be calculated
according to paragraph 7. of Annex B7 and these shall fulfil the specified criteria
in paragraph 2.6.8.3.1.4. of Annex B6. The system odometer setting Di shall be
recorded prior to each test. The measured criteria emissions, CO2 emissions, fuel
efficiency and electric energy consumption shall be calculated according to
Step 4a of Table A7/1 in Annex B7 or Step 4a of Table A8/5 in Annex B8.

1.7 After the initial tests, the test vehicle shall be run-in under normal driving
conditions. OVC-HEVs shall be driven predominantly in charge-sustaining
operating conditions. The driving pattern, test conditions and fuel during the run-
in shall be in accordance with the manufacturer’s engineering judgement. The
run-in distance shall be less than or equivalent to the distance driven during the
run-in of the vehicle which was tested for the type approval of the interpolation
family, in accordance with paragraph 2.3.3. of Annex B6 or paragraph 2. of Annex
B8.

1.8 After the run-in, the test vehicle shall be tested according to the Type I test
procedure specified in Annex B6 and Annex B8. The test shall be repeated until
three valid test results have been obtained.

Drive trace indexes shall be calculated according to paragraph 7. of Annex B7 and

these shall fulfil the specified criteria in paragraph 2.6.8.3.1.4. of Annex B6.

These tests shall be performed in the same test cell as used for the tests prior to
the run-in and by applying the same chassis dynamometer setting method. If this
is not possible, the manufacturer shall justify the reason for using a different test
cell. The system odometer setting Di in km shall be recorded prior to each test.
The measured criteria emissions, CO2 emissions, and electric energy
consumption (if applicable) , as applicable and in accordance with paragraph
8.2.4.1. of this Regulation, shall be calculated according to Step 4a of Table A7/1
in Annex B7 or Step 4a of Table A8/5 in Annex B8.

1.9 For the determination of the run-in factor for CO2 emissions the coefficients CRI
and Cconst in the following equation shall be calculated by a least squares
regression analysis to four significant digits on all valid tests before and after the
run-in:

𝑀𝐶𝑂2 ,𝑖 = − 𝐶𝑅𝐼 ∙ 𝑙𝑛(𝐷𝑖 − 𝐷𝑠 ) + 𝐶𝑐𝑜𝑛𝑠𝑡

Where

MCO2,i is the measured CO2 mass emission for test i, g/km

CRI is the slope of the logarithmic regression line

Cconst is the constant value of the logarithmic regression line

In the case that multiple vehicles have been tested, the CRI shall be calculated for
each vehicle, and the resulting values shall be averaged. The manufacturer will

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provide statistical evidence to the Test Agency that the fit is sufficiently
statistically justified.

1.9.1 Based on the deviation of the measurements from the fit, the slope CRI should be
corrected downward with the standard deviation of the errors in the fit:

2
∑(𝑀 −𝑀 )
where: 𝜎𝑓𝑖𝑡 = √ 𝐶𝑂2,𝑖 𝑁−2𝐶𝑂2,𝑖−𝑓𝑖𝑡

MCO2,i-fit is the result of the applying the equation for each of the distances Di.

The slope CRI shall be corrected for the uncertainty in the fit by:

CRI → CRI - fit

1.10 The run-in factor RICO2(j) for CO2 emissions of CoP test vehicle j shall be
determined by the following equation

𝑙𝑛(𝐷𝑘 ) − 𝑙𝑛(𝐷𝑗 )
𝑅𝐼𝐶𝑂2 (𝑗) = 1 − 𝐶𝑅𝐼 . ( )
𝑀𝐶𝑂2 ,𝑗

Where:

Dk is the average distance of the valid tests after the run-in, km

Dj is the system odometer setting of the CoP test vehicle, km

MCO2,j is the mass CO2 emission measured on the CoP test vehicle, g/km

In the case that Dj is lower than the minimum Di, Dj shall be replaced by the
minimum Di.

1.11 For the determination of the run-in factor for all applicable criteria emissions, the
coefficients CRI,c and Cconst, c shall be calculated with a least squares regression
analysis to four significant digits on all valid tests before and after the run-in:

𝑀𝐶,𝑖 = 𝐶𝑅𝐼,𝑐 . (𝐷𝑖 − 𝐷𝑠 ) + 𝐶𝑐𝑜𝑛𝑠𝑡,𝑐

Where;

MC,I is the measured mass criteria emission component C

CRI,c is the slope of the linear regression line, g/km2

Cconst,c is the constant value of the linear regression line, g/km

The manufacturer will provide statistical evidence to the Test Agency that the fit
is sufficiently statistically justified and the uncertainty margin based on the
variation in the data should be taken into account to avoid an overestimation of
the run-in effect.

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provide statistical evidence to the Test Agency that the fit is sufficiently
statistically justified.

1.9.1 Based on the deviation of the measurements from the fit, the slope CRI should be
corrected downward with the standard deviation of the errors in the fit:

2
∑(𝑀 −𝑀 )
where: 𝜎𝑓𝑖𝑡 = √ 𝐶𝑂2,𝑖 𝑁−2𝐶𝑂2,𝑖−𝑓𝑖𝑡

MCO2,i-fit is the result of the applying the equation for each of the distances Di.

The slope CRI shall be corrected for the uncertainty in the fit by:

CRI → CRI - fit

1.10 The run-in factor RICO2(j) for CO2 emissions of CoP test vehicle j shall be
determined by the following equation

𝑙𝑛(𝐷𝑘 ) − 𝑙𝑛(𝐷𝑗 )
𝑅𝐼𝐶𝑂2 (𝑗) = 1 − 𝐶𝑅𝐼 . ( )
𝑀𝐶𝑂2 ,𝑗

Where:

Dk is the average distance of the valid tests after the run-in, km

Dj is the system odometer setting of the CoP test vehicle, km

MCO2,j is the mass CO2 emission measured on the CoP test vehicle, g/km

In the case that Dj is lower than the minimum Di, Dj shall be replaced by the
minimum Di.

1.11 For the determination of the run-in factor for all applicable criteria emissions, the
coefficients CRI,c and Cconst, c shall be calculated with a least squares regression
analysis to four significant digits on all valid tests before and after the run-in:

𝑀𝐶,𝑖 = 𝐶𝑅𝐼,𝑐 . (𝐷𝑖 − 𝐷𝑠 ) + 𝐶𝑐𝑜𝑛𝑠𝑡,𝑐

Where;

MC,I is the measured mass criteria emission component C

CRI,c is the slope of the linear regression line, g/km2

Cconst,c is the constant value of the linear regression line, g/km

The manufacturer will provide statistical evidence to the Test Agency that the fit
is sufficiently statistically justified and the uncertainty margin based on the
variation in the data should be taken into account to avoid an overestimation of
the run-in effect.

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1.12 The run-in factor RIC(j) for criteria emission component C of CoP test vehicle j
shall be determined by the following equation:

𝐷𝑘 − 𝐷𝑗
𝑅𝐼𝐶 (𝑗) = 1 + 𝐶𝑅𝐼,𝑐 . ( )
𝑀𝐶,𝑗

Where;

Dk is the average distance of the valid tests after the run-in, km

Dj is the system odometer setting of the CoP test vehicle, km

MC,j is the mass emission of component C on the CoP test vehicle, g/km

In the case that Dj is lower than the minimum Di, Dj shall be replaced by the
minimum Di.

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1.12 The run-in factor RIC(j) for criteria emission component C of CoP test vehicle j
shall be determined by the following equation:

𝐷𝑘 − 𝐷𝑗
𝑅𝐼𝐶 (𝑗) = 1 + 𝐶𝑅𝐼,𝑐 . ( )
𝑀𝐶,𝑗

Where;

Dk is the average distance of the valid tests after the run-in, km

Dj is the system odometer setting of the CoP test vehicle, km

MC,j is the mass emission of component C on the CoP test vehicle, g/km

In the case that Dj is lower than the minimum Di, Dj shall be replaced by the
minimum Di.

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APPENDIX 4

Conformity of Production for Type IV Test

1.0 For routine end-of-production-line testing, the holder of the approval may
demonstrate compliance by sampling vehicles which shall meet the requirements
in paragraphs 2. to 4. of this appendix.

1.1 In case of vehicles with a sealed fuel tank system, at the request of the
manufacturer and in agreement with the Test Agency, alternative procedures to
paragraphs 2. to 4. of this appendix can be applied.

1.2 When the manufacturer chooses to use any alternative procedure, all the details
of the conformity test procedure shall be recorded in the type approval
documentation.

2.0 Test for leakage

2.1 Vents to the atmosphere from the emission control system shall be isolated.

2.2 A pressure of 3.70 kPa  0.10 kPa shall be applied to the fuel system. At the
request of manufacturer and with approval of the Test Agency, an alternative
pressure can also be applied, taking into account the pressure range in use of the
fuel system.

2.3 The pressure shall be allowed to stabilise prior to isolating the fuel system from
the pressure source.

2.4 Following isolation of the fuel system, the pressure shall not drop by more
than 0.50 kPa in five minutes.

2.5 At the request of the manufacturer and in agreement with the Test Agency the
function for leakage can be demonstrated by an equivalent alternative procedure.

3.0 Test for venting

3.1 Vents to the atmosphere from the emission control shall be isolated.

3.2 A pressure of 3.70 kPa  0.10 kPa shall be applied to the fuel system. At the
request of manufacturer and with approval of the Test Agency, an alternative
pressure can also be applied, taking into account the pressure range in use of the
fuel system.

3.3 The pressure shall be allowed to stabilise prior to isolating the fuel system from
the pressure source.

3.4 The venting outlets from the emission control systems to the atmosphere shall be
reinstated to the production condition.

3.5 The pressure of the fuel system shall drop to below a pressure less than 2.5 kPa
above ambient pressure within one minute.

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APPENDIX 4

Conformity of Production for Type IV Test

1.0 For routine end-of-production-line testing, the holder of the approval may
demonstrate compliance by sampling vehicles which shall meet the requirements
in paragraphs 2. to 4. of this appendix.

1.1 In case of vehicles with a sealed fuel tank system, at the request of the
manufacturer and in agreement with the Test Agency, alternative procedures to
paragraphs 2. to 4. of this appendix can be applied.

1.2 When the manufacturer chooses to use any alternative procedure, all the details
of the conformity test procedure shall be recorded in the type approval
documentation.

2.0 Test for leakage

2.1 Vents to the atmosphere from the emission control system shall be isolated.

2.2 A pressure of 3.70 kPa  0.10 kPa shall be applied to the fuel system. At the
request of manufacturer and with approval of the Test Agency, an alternative
pressure can also be applied, taking into account the pressure range in use of the
fuel system.

2.3 The pressure shall be allowed to stabilise prior to isolating the fuel system from
the pressure source.

2.4 Following isolation of the fuel system, the pressure shall not drop by more
than 0.50 kPa in five minutes.

2.5 At the request of the manufacturer and in agreement with the Test Agency the
function for leakage can be demonstrated by an equivalent alternative procedure.

3.0 Test for venting

3.1 Vents to the atmosphere from the emission control shall be isolated.

3.2 A pressure of 3.70 kPa  0.10 kPa shall be applied to the fuel system. At the
request of manufacturer and with approval of the Test Agency, an alternative
pressure can also be applied, taking into account the pressure range in use of the
fuel system.

3.3 The pressure shall be allowed to stabilise prior to isolating the fuel system from
the pressure source.

3.4 The venting outlets from the emission control systems to the atmosphere shall be
reinstated to the production condition.

3.5 The pressure of the fuel system shall drop to below a pressure less than 2.5 kPa
above ambient pressure within one minute.

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3.6 At the request of the manufacturer and in agreement with the Test Agency the
functional capacity for venting can be demonstrated, when applicable, by an
equivalent alternative procedure.

4.0 Purge test

4.1 Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall be
attached to the purge inlet and a pressure vessel of sufficient size to have
negligible effect on the purge system shall be connected via a switching valve to
the purge inlet, or alternatively.

4.2 The manufacturer may use a flow meter of his own choosing, if acceptable to the
Test Agency.

4.3 The vehicle shall be operated in such a manner that any design feature of the purge
system that could restrict purge operation is detected and the circumstances noted

4.4 Whilst the engine is operating within the bounds noted in paragraph 4.3. of this
appendix, the air flow shall be determined by either:

4.4.1 The device indicated in paragraph 4.1. of this appendix being switched in. A
pressure drop from atmospheric to a level indicating that a volume of 1.0 litre of
air has flowed into the evaporative emission control system within one minute
shall be observed; or

4.4.2 If an alternative flow measuring device is used, a reading of no less than 1.0 litre
per minute shall be detectable.

4.4.3 At the request of the manufacturer and in agreement with the Test Agency an
equivalent alternative purge test procedure can be used.

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3.6 At the request of the manufacturer and in agreement with the Test Agency the
functional capacity for venting can be demonstrated, when applicable, by an
equivalent alternative procedure.

4.0 Purge test

4.1 Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall be
attached to the purge inlet and a pressure vessel of sufficient size to have
negligible effect on the purge system shall be connected via a switching valve to
the purge inlet, or alternatively.

4.2 The manufacturer may use a flow meter of his own choosing, if acceptable to the
Test Agency.

4.3 The vehicle shall be operated in such a manner that any design feature of the purge
system that could restrict purge operation is detected and the circumstances noted

4.4 Whilst the engine is operating within the bounds noted in paragraph 4.3. of this
appendix, the air flow shall be determined by either:

4.4.1 The device indicated in paragraph 4.1. of this appendix being switched in. A
pressure drop from atmospheric to a level indicating that a volume of 1.0 litre of
air has flowed into the evaporative emission control system within one minute
shall be observed; or

4.4.2 If an alternative flow measuring device is used, a reading of no less than 1.0 litre
per minute shall be detectable.

4.4.3 At the request of the manufacturer and in agreement with the Test Agency an
equivalent alternative purge test procedure can be used.

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APPENDIX 5
(RESERVED)

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APPENDIX 5
(RESERVED)

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APPENDIX 6

Requirements for Vehicles that use a reagent for the Exhaust

after- treatement System

1.0 This appendix sets out the requirements for vehicles that rely on the use of a
reagent for the after-treatment system in order to reduce emissions. Every
reference in this appendix to 'reagent tank' shall be understood as also applying
to other containers in which a reagent is stored.

1.1 The capacity of the reagent tank shall be such that a full reagent tank does not
need to be replenished over an average driving range of 5 full fuel tanks
providing the reagent tank can be easily replenished (e.g. without the use of
tools and without removing vehicle interior trim. The opening of an interior flap,
in order to gain access for the purpose of reagent replenishment, shall not be
understood as the removal of interior trim). If the reagent tank is not considered
to be easy to replenish as described above, the minimum reagent tank capacity
shall be at least equivalent to an average driving distance of 15 full fuel tanks.
However, in the case of the option in paragraph 3.5., where the manufacturer
chooses to start the warning system at a distance which may not be less than
2,400 km before the reagent tank becomes empty, the above restrictions on a
minimum reagent tank capacity shall not apply.

1.2 In the context of this appendix, the term "average driving distance" shall be
taken to be derived from the fuel or reagent consumption during a Type I test
for the driving distance of a fuel tank and the driving distance of a reagent tank
respectively.

2.0 Reagent indication

2.1 The vehicle shall include a specific indicator on the dashboard that informs the
driver when reagent levels are below the threshold values specified in paragraph
3.5.

3.0 Driver warning system

3.1 The vehicle shall include a warning system consisting of visual alarms that
informs the driver when an abnormality is detected in the reagent dosing, e.g.
when emissions are too high, the reagent level is low, reagent dosing is
interrupted, or the reagent is not of a quality specified by the manufacturer. The
warning system may also include an audible component to alert the driver.

3.2 The warning system shall escalate in intensity as the reagent approaches empty.
It shall culminate in a driver notification that cannot be easily defeated or
ignored. It shall not be possible to turn off the system until the reagent has been
replenished.

3.3 The visual warning shall display a message indicating a low level of reagent.
The warning shall not be the same as the warning used for the purposes of OBD
or other engine maintenance. The warning shall be sufficiently clear for the

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APPENDIX 6

Requirements for Vehicles that use a reagent for the Exhaust

after- treatement System

1.0 This appendix sets out the requirements for vehicles that rely on the use of a
reagent for the after-treatment system in order to reduce emissions. Every
reference in this appendix to 'reagent tank' shall be understood as also applying
to other containers in which a reagent is stored.

1.1 The capacity of the reagent tank shall be such that a full reagent tank does not
need to be replenished over an average driving range of 5 full fuel tanks
providing the reagent tank can be easily replenished (e.g. without the use of
tools and without removing vehicle interior trim. The opening of an interior flap,
in order to gain access for the purpose of reagent replenishment, shall not be
understood as the removal of interior trim). If the reagent tank is not considered
to be easy to replenish as described above, the minimum reagent tank capacity
shall be at least equivalent to an average driving distance of 15 full fuel tanks.
However, in the case of the option in paragraph 3.5., where the manufacturer
chooses to start the warning system at a distance which may not be less than
2,400 km before the reagent tank becomes empty, the above restrictions on a
minimum reagent tank capacity shall not apply.

1.2 In the context of this appendix, the term "average driving distance" shall be
taken to be derived from the fuel or reagent consumption during a Type I test
for the driving distance of a fuel tank and the driving distance of a reagent tank
respectively.

2.0 Reagent indication

2.1 The vehicle shall include a specific indicator on the dashboard that informs the
driver when reagent levels are below the threshold values specified in paragraph
3.5.

3.0 Driver warning system

3.1 The vehicle shall include a warning system consisting of visual alarms that
informs the driver when an abnormality is detected in the reagent dosing, e.g.
when emissions are too high, the reagent level is low, reagent dosing is
interrupted, or the reagent is not of a quality specified by the manufacturer. The
warning system may also include an audible component to alert the driver.

3.2 The warning system shall escalate in intensity as the reagent approaches empty.
It shall culminate in a driver notification that cannot be easily defeated or
ignored. It shall not be possible to turn off the system until the reagent has been
replenished.

3.3 The visual warning shall display a message indicating a low level of reagent.
The warning shall not be the same as the warning used for the purposes of OBD
or other engine maintenance. The warning shall be sufficiently clear for the

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driver to understand that the reagent level is low (e.g. "urea level low", "AdBlue
level low", or "reagent low").

3.4 The warning system does not initially need to be continuously activated,
however the warning shall escalate so that it becomes continuous as the level of
the reagent approaches the point where the driver inducement system in
paragraph 8. comes into effect. An explicit warning shall be displayed (e.g. "fill
up urea"', "fill up AdBlue", or "fill up reagent"). The continuous warning system
may be temporarily interrupted by other warning signals providing that they are
important safety related messages.

3.5 The warning system shall activate at a distance equivalent to a driving range of
at least 2,400 km in advance of the reagent tank becoming empty, or at the
choice of the manufacturer at the latest when the level of reagent in the tank
reaches one of the following levels:

(a) A level expected to be sufficient for driving 150 per cent of an average
driving range with a complete tank of fuel; or

(b) 10 per cent of the capacity of the reagent tank,

whichever occurs earlier

4.0 Identification of incorrect reagent

4.1 The vehicle shall include a means of determining that a reagent corresponding
to the characteristics declared by the manufacturer and recorded in Annex A1 is
present on the vehicle.

4.2 If the reagent in the storage tank does not correspond to the minimum
requirements declared by the manufacturer the driver warning system in
paragraph 3. shall be activated and shall display a message indicating an
appropriate warning (e.g. "incorrect urea detected", "incorrect AdBlue
detected", or "incorrect reagent detected"). If the reagent quality is not rectified
within 50 km of the activation of the warning system then the driver inducement
requirements of paragraph 8. shall apply.

5.0 Reagent consumption monitoring

5.1 The vehicle shall include a means of determining reagent consumption and
providing off-board access to consumption information.

5.2 Average reagent consumption and average demanded reagent consumption by

the engine system shall be available via the serial port of the standard diagnostic
connector. Data shall be available over the previous complete 2,400 km period
of vehicle operation.

5.3 In order to monitor reagent consumption, at least the following parameters

within the vehicle shall be monitored:

(a) The level of reagent in the on-vehicle storage tank; and

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driver to understand that the reagent level is low (e.g. "urea level low", "AdBlue
level low", or "reagent low").

3.4 The warning system does not initially need to be continuously activated,
however the warning shall escalate so that it becomes continuous as the level of
the reagent approaches the point where the driver inducement system in
paragraph 8. comes into effect. An explicit warning shall be displayed (e.g. "fill
up urea"', "fill up AdBlue", or "fill up reagent"). The continuous warning system
may be temporarily interrupted by other warning signals providing that they are
important safety related messages.

3.5 The warning system shall activate at a distance equivalent to a driving range of
at least 2,400 km in advance of the reagent tank becoming empty, or at the
choice of the manufacturer at the latest when the level of reagent in the tank
reaches one of the following levels:

(a) A level expected to be sufficient for driving 150 per cent of an average
driving range with a complete tank of fuel; or

(b) 10 per cent of the capacity of the reagent tank,

whichever occurs earlier

4.0 Identification of incorrect reagent

4.1 The vehicle shall include a means of determining that a reagent corresponding
to the characteristics declared by the manufacturer and recorded in Annex A1 is
present on the vehicle.

4.2 If the reagent in the storage tank does not correspond to the minimum
requirements declared by the manufacturer the driver warning system in
paragraph 3. shall be activated and shall display a message indicating an
appropriate warning (e.g. "incorrect urea detected", "incorrect AdBlue
detected", or "incorrect reagent detected"). If the reagent quality is not rectified
within 50 km of the activation of the warning system then the driver inducement
requirements of paragraph 8. shall apply.

5.0 Reagent consumption monitoring

5.1 The vehicle shall include a means of determining reagent consumption and
providing off-board access to consumption information.

5.2 Average reagent consumption and average demanded reagent consumption by

the engine system shall be available via the serial port of the standard diagnostic
connector. Data shall be available over the previous complete 2,400 km period
of vehicle operation.

5.3 In order to monitor reagent consumption, at least the following parameters

within the vehicle shall be monitored:

(a) The level of reagent in the on-vehicle storage tank; and

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(b) The flow of reagent or injection of reagent as close as technically possible

to the point of injection into an exhaust after-treatment system

5.4 A deviation of more than 50 per cent between the average reagent consumption
and the average demanded reagent consumption by the engine system over a
period of 30 minutes of vehicle operation, shall result in the activation of the
driver warning system in paragraph 3., which shall display a message indicating
an appropriate warning (e.g. "urea dosing malfunction", "AdBlue dosing
malfunction", or "reagent dosing malfunction"). If the reagent consumption is
not rectified within 50 km of the activation of the warning system, then the
driver inducement requirements of paragraph 8. shall apply.

5.5 In the case of interruption in reagent dosing activity the driver warning system
as referred to in paragraph 3. shall be activated, which shall display a message
indicating an appropriate warning. Where the reagent dosing interruption is
initiated by the engine system because the vehicle operating conditions are such
that the vehicle's emission performance does not require reagent dosing, the
activation of the driver warning system as referred to in paragraph 3. may be
omitted, provided that the manufacturer has clearly informed the Test Agency
when such operating conditions apply. If the reagent dosing is not rectified
within 50 km of the activation of the warning system, then the driver
inducement requirements of paragraph 8. shall apply.

6.0 Monitoring NOx emissions

6.1 As an alternative to the monitoring requirements referred to in paragraphs 4.

and 5., manufacturers may use exhaust gas sensors directly to sense excess NOx
levels in the exhaust.

6.2 The manufacturer shall demonstrate that use of the sensors referred to in
paragraph 6.1. and any other sensors on the vehicle, results in the activation of
the driver warning system as referred to in paragraph 3., the display of a
message indicating an appropriate warning (e.g. “emissions too high — check
urea”, “emissions too high — check AdBlue”, “emissions too high — check
reagent”), and the activation of the driver inducement system as referred to in
paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5.
occur

For the purposes of this paragraph these situations are presumed to occur if the
applicable NOx OBD threshold limit set out in Table 4 of paragraph 6.8.2. is
exceeded.

NOx emissions during the test to demonstrate compliance with these

requirements shall be no more than 20 per cent higher than the OBD threshold
limits.

7.0 Storage of failure information

7.1 Where reference is made to this paragraph, non-erasable Parameter Identifiers

(PID) shall be stored identifying the reason for and the distance travelled by the
vehicle during the inducement system activation. The vehicle shall retain a
record of the PID for at least 800 days or 30,000 km of vehicle operation. The
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(b) The flow of reagent or injection of reagent as close as technically possible

to the point of injection into an exhaust after-treatment system

5.4 A deviation of more than 50 per cent between the average reagent consumption
and the average demanded reagent consumption by the engine system over a
period of 30 minutes of vehicle operation, shall result in the activation of the
driver warning system in paragraph 3., which shall display a message indicating
an appropriate warning (e.g. "urea dosing malfunction", "AdBlue dosing
malfunction", or "reagent dosing malfunction"). If the reagent consumption is
not rectified within 50 km of the activation of the warning system, then the
driver inducement requirements of paragraph 8. shall apply.

5.5 In the case of interruption in reagent dosing activity the driver warning system
as referred to in paragraph 3. shall be activated, which shall display a message
indicating an appropriate warning. Where the reagent dosing interruption is
initiated by the engine system because the vehicle operating conditions are such
that the vehicle's emission performance does not require reagent dosing, the
activation of the driver warning system as referred to in paragraph 3. may be
omitted, provided that the manufacturer has clearly informed the Test Agency
when such operating conditions apply. If the reagent dosing is not rectified
within 50 km of the activation of the warning system, then the driver
inducement requirements of paragraph 8. shall apply.

6.0 Monitoring NOx emissions

6.1 As an alternative to the monitoring requirements referred to in paragraphs 4.

and 5., manufacturers may use exhaust gas sensors directly to sense excess NOx
levels in the exhaust.

6.2 The manufacturer shall demonstrate that use of the sensors referred to in
paragraph 6.1. and any other sensors on the vehicle, results in the activation of
the driver warning system as referred to in paragraph 3., the display of a
message indicating an appropriate warning (e.g. “emissions too high — check
urea”, “emissions too high — check AdBlue”, “emissions too high — check
reagent”), and the activation of the driver inducement system as referred to in
paragraph 8.3., when the situations referred to in paragraphs 4.2., 5.4., or 5.5.
occur

For the purposes of this paragraph these situations are presumed to occur if the
applicable NOx OBD threshold limit set out in Table 4 of paragraph 6.8.2. is
exceeded.

NOx emissions during the test to demonstrate compliance with these

requirements shall be no more than 20 per cent higher than the OBD threshold
limits.

7.0 Storage of failure information

7.1 Where reference is made to this paragraph, non-erasable Parameter Identifiers

(PID) shall be stored identifying the reason for and the distance travelled by the
vehicle during the inducement system activation. The vehicle shall retain a
record of the PID for at least 800 days or 30,000 km of vehicle operation. The
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PID shall be made available via the serial port of a standard diagnostic connector
upon request of a generic scan tool in accordance with the provisions of
paragraph 6.5.3.1. of Appendix 1 to Annex C5. The information stored in the
PID shall be linked to the period of cumulated vehicle operation, during which
it has occurred, with an accuracy of not less than 300 days or 10,000 km.

7.2 Malfunctions in the reagent dosing system attributed to technical failures (e.g.
mechanical or electrical faults) shall also be subject to the OBD requirements in
paragraph 6.8. of this Regulation and Annex C5

8.0 Driver inducement system

8.1 The vehicle shall include a driver inducement system to ensure that the vehicle
operates with a functioning emission control system at all times. The
inducement system shall be designed so as to ensure that the vehicle cannot
operate with an empty reagent tank.

8.1.1 The requirement for a driver inducement system shall not apply to vehicles
designed and constructed for use by the rescue services, armed services, civil
defence, fire services and forces responsible for maintaining public order.
Permanent deactivation of the driver inducement system for these vehicles shall
only be done by the vehicle manufacturer.

8.2 The inducement system shall activate at the latest when the level of reagent in
the tank reaches:

(a) In the case that the warning system was activated at least 2,400 km
before the reagent tank was expected to become empty, a level expected
to be sufficient for driving the average driving range of the vehicle with
a complete tank of fuel.

(b) In the case that the warning system was activated at the level described
in paragraph 3.5.(a), a level expected to be sufficient for driving
75 per cent of the average driving range of the vehicle with a complete
tank of fuel; or

(c) In the case that the warning system was activated at the level described
in paragraph 3.5.(b), 5 per cent of the capacity of the reagent tank.

(d) In the case that the warning system was activated ahead of the levels
described in both paragraph 3.5.(a) and 3.5.(b) but less than 2,400 km
in advance of the reagent tank becoming empty, whichever level
described in (b) or (c) of this paragraph occurs earlier.

Where the alternative described in paragraph 6.1. is utilised, the system shall
activate when the irregularities described in paragraphs 4. or 5. or the NOx
levels described in paragraph 6.2. have occurred.

The detection of an empty reagent tank and the irregularities mentioned in

paragraphs 4., 5., or 6. shall result in the failure information storage
requirements of paragraph 7. taking effect.

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PID shall be made available via the serial port of a standard diagnostic connector
upon request of a generic scan tool in accordance with the provisions of
paragraph 6.5.3.1. of Appendix 1 to Annex C5. The information stored in the
PID shall be linked to the period of cumulated vehicle operation, during which
it has occurred, with an accuracy of not less than 300 days or 10,000 km.

7.2 Malfunctions in the reagent dosing system attributed to technical failures (e.g.
mechanical or electrical faults) shall also be subject to the OBD requirements in
paragraph 6.8. of this Regulation and Annex C5

8.0 Driver inducement system

8.1 The vehicle shall include a driver inducement system to ensure that the vehicle
operates with a functioning emission control system at all times. The
inducement system shall be designed so as to ensure that the vehicle cannot
operate with an empty reagent tank.

8.1.1 The requirement for a driver inducement system shall not apply to vehicles
designed and constructed for use by the rescue services, armed services, civil
defence, fire services and forces responsible for maintaining public order.
Permanent deactivation of the driver inducement system for these vehicles shall
only be done by the vehicle manufacturer.

8.2 The inducement system shall activate at the latest when the level of reagent in
the tank reaches:

(a) In the case that the warning system was activated at least 2,400 km
before the reagent tank was expected to become empty, a level expected
to be sufficient for driving the average driving range of the vehicle with
a complete tank of fuel.

(b) In the case that the warning system was activated at the level described
in paragraph 3.5.(a), a level expected to be sufficient for driving
75 per cent of the average driving range of the vehicle with a complete
tank of fuel; or

(c) In the case that the warning system was activated at the level described
in paragraph 3.5.(b), 5 per cent of the capacity of the reagent tank.

(d) In the case that the warning system was activated ahead of the levels
described in both paragraph 3.5.(a) and 3.5.(b) but less than 2,400 km
in advance of the reagent tank becoming empty, whichever level
described in (b) or (c) of this paragraph occurs earlier.

Where the alternative described in paragraph 6.1. is utilised, the system shall
activate when the irregularities described in paragraphs 4. or 5. or the NOx
levels described in paragraph 6.2. have occurred.

The detection of an empty reagent tank and the irregularities mentioned in

paragraphs 4., 5., or 6. shall result in the failure information storage
requirements of paragraph 7. taking effect.

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8.3 The manufacturer shall select which type of inducement system to install. The
options for a system are described in paragraphs 8.3.1., 8.3.2. and 8.3.3.

8.3.1 A "no engine restart after countdown" approach allows a countdown of restarts
or distance remaining once the inducement system activates. Engine starts
initiated by the vehicle control system, such as start-stop systems, are not
included in this countdown.

8.2.1.1 In the case that the warning system was activated at least 2,400 km before the
reagent tank was expected to become empty, or the irregularities described in
paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred,
engine restarts shall be prevented immediately after the vehicle has travelled a
distance expected to be sufficient for driving the average driving range of the
vehicle with a complete tank of fuel since the activation of the inducement
system.

8.3.1.2 In the case that the inducement system was activated at the level described in
paragraph 8.2.(b), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving 75 per cent
of the average driving range of the vehicle with a complete tank of fuel since
the activation of the inducement system.

8.3.1.3 In the case that the inducement system was activated at the level described in
paragraph 8.2.(c), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving the average
driving range of the vehicle with 5 per cent of the capacity of the reagent tank,
since the activation of the inducement system.

8.3.1.4 In addition, engine restarts shall be prevented immediately after the reagent tank
becomes empty, should this situation occur earlier than the situations specified
in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3.

8.3.2 A "no start after refuelling" system results in a vehicle being unable to start after
re-fuelling if the inducement system has activated.

8.3.3 A "fuel-lockout" approach prevents the vehicle from being refuelled by locking
the fuel filler system after the inducement system activates. The lockout system
shall be robust to prevent it being tampered with

8.3.4 A "performance restriction" approach restricts the speed of the vehicle after the
inducement system activates. The level of speed limitation shall be noticeable
to the driver and significantly reduce the maximum speed of the vehicle. Such
limitation shall enter into operation gradually or after an engine start. Shortly
before engine restarts are prevented, the speed of the vehicle shall not exceed
50 km/h.

8.3.4.1 In the case that the warning system was activated at least 2,400 km before the
reagent tank was expected to become empty, or the irregularities described in
paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred,
engine restarts shall be prevented immediately after the vehicle has travelled a
distance expected to be sufficient for driving the average driving range of the

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8.3 The manufacturer shall select which type of inducement system to install. The
options for a system are described in paragraphs 8.3.1., 8.3.2. and 8.3.3.

8.3.1 A "no engine restart after countdown" approach allows a countdown of restarts
or distance remaining once the inducement system activates. Engine starts
initiated by the vehicle control system, such as start-stop systems, are not
included in this countdown.

8.2.1.1 In the case that the warning system was activated at least 2,400 km before the
reagent tank was expected to become empty, or the irregularities described in
paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred,
engine restarts shall be prevented immediately after the vehicle has travelled a
distance expected to be sufficient for driving the average driving range of the
vehicle with a complete tank of fuel since the activation of the inducement
system.

8.3.1.2 In the case that the inducement system was activated at the level described in
paragraph 8.2.(b), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving 75 per cent
of the average driving range of the vehicle with a complete tank of fuel since
the activation of the inducement system.

8.3.1.3 In the case that the inducement system was activated at the level described in
paragraph 8.2.(c), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving the average
driving range of the vehicle with 5 per cent of the capacity of the reagent tank,
since the activation of the inducement system.

8.3.1.4 In addition, engine restarts shall be prevented immediately after the reagent tank
becomes empty, should this situation occur earlier than the situations specified
in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3.

8.3.2 A "no start after refuelling" system results in a vehicle being unable to start after
re-fuelling if the inducement system has activated.

8.3.3 A "fuel-lockout" approach prevents the vehicle from being refuelled by locking
the fuel filler system after the inducement system activates. The lockout system
shall be robust to prevent it being tampered with

8.3.4 A "performance restriction" approach restricts the speed of the vehicle after the
inducement system activates. The level of speed limitation shall be noticeable
to the driver and significantly reduce the maximum speed of the vehicle. Such
limitation shall enter into operation gradually or after an engine start. Shortly
before engine restarts are prevented, the speed of the vehicle shall not exceed
50 km/h.

8.3.4.1 In the case that the warning system was activated at least 2,400 km before the
reagent tank was expected to become empty, or the irregularities described in
paragraphs 4. or 5. or the NOx levels described in paragraph 6.2. have occurred,
engine restarts shall be prevented immediately after the vehicle has travelled a
distance expected to be sufficient for driving the average driving range of the

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vehicle with a complete tank of fuel since the activation of the inducement
system.

8.3.4.2 In the case that the inducement system was activated at the level described in
paragraph 8.2.(b), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving 75 per cent
of the average driving range of the vehicle with a complete tank of fuel since
the activation of the inducement system.

8.3.4.3 In the case that the inducement system was activated at the level described in
paragraph 8.2.(c), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving the average
driving range of the vehicle with 5 per cent of the capacity of the reagent tank,
since the activation of the inducement system.

8.3.4.4 In addition, engine restarts shall be prevented immediately after the reagent tank
becomes empty, should this situation occur earlier than the situations specified
in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3.

8.4 Once the inducement system has prevented engine restarts, the inducement
system shall only be deactivated if the irregularities specified in paragraphs 4.,
5., or 6. have been rectified or if the quantity of reagent added to the vehicle
meets at least one of the following criteria:

(a) Expected to be sufficient for driving 150 per cent of an average driving
range with a complete tank of fuel; or

(b) At least 10 per cent of the capacity of the reagent tank.

After a repair has been carried out to correct a fault where the OBD system has
been triggered under paragraph 7.2., the inducement system may be reinitialised
via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be
restarted for self-diagnosis purposes. The vehicle shall operate for a maximum
of 50 km to enable the success of the repair to be validated. The inducement
system shall be fully reactivated if the fault persists after this validation

8.5 The driver warning system referred to in paragraph 3. shall display a message
indicating clearly:

(a) The number of remaining restarts and/or the remaining distance; and

(b) The conditions under which the vehicle can be restarted.

8.6 The driver inducement system shall be deactivated when the conditions for its
activation have ceased to exist. The driver inducement system shall not be
automatically deactivated without the reason for its activation having been
remedied.

8.7 Detailed written information fully describing the functional operation

characteristics of the driver inducement system shall be provided to the Test
Agency at the time of approval.

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vehicle with a complete tank of fuel since the activation of the inducement
system.

8.3.4.2 In the case that the inducement system was activated at the level described in
paragraph 8.2.(b), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving 75 per cent
of the average driving range of the vehicle with a complete tank of fuel since
the activation of the inducement system.

8.3.4.3 In the case that the inducement system was activated at the level described in
paragraph 8.2.(c), engine restarts shall be prevented immediately after the
vehicle has travelled a distance expected to be sufficient for driving the average
driving range of the vehicle with 5 per cent of the capacity of the reagent tank,
since the activation of the inducement system.

8.3.4.4 In addition, engine restarts shall be prevented immediately after the reagent tank
becomes empty, should this situation occur earlier than the situations specified
in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3.

8.4 Once the inducement system has prevented engine restarts, the inducement
system shall only be deactivated if the irregularities specified in paragraphs 4.,
5., or 6. have been rectified or if the quantity of reagent added to the vehicle
meets at least one of the following criteria:

(a) Expected to be sufficient for driving 150 per cent of an average driving
range with a complete tank of fuel; or

(b) At least 10 per cent of the capacity of the reagent tank.

After a repair has been carried out to correct a fault where the OBD system has
been triggered under paragraph 7.2., the inducement system may be reinitialised
via the OBD serial port (e.g. by a generic scan tool) to enable the vehicle to be
restarted for self-diagnosis purposes. The vehicle shall operate for a maximum
of 50 km to enable the success of the repair to be validated. The inducement
system shall be fully reactivated if the fault persists after this validation

8.5 The driver warning system referred to in paragraph 3. shall display a message
indicating clearly:

(a) The number of remaining restarts and/or the remaining distance; and

(b) The conditions under which the vehicle can be restarted.

8.6 The driver inducement system shall be deactivated when the conditions for its
activation have ceased to exist. The driver inducement system shall not be
automatically deactivated without the reason for its activation having been
remedied.

8.7 Detailed written information fully describing the functional operation

characteristics of the driver inducement system shall be provided to the Test
Agency at the time of approval.

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8.8 As part of the application for type approval under this Regulation, the
manufacturer shall demonstrate the operation of the driver warning and
inducement systems.

9.0 Information requirements

9.1 The manufacturer shall provide all owners of new vehicles with clear written
information about any exhaust aftertreatment system which uses a reagent. This
information shall state that if such an exhaust aftertreatment system is not
functioning correctly, the driver shall be informed of a problem by the driver
warning system and that the driver inducement system shall consequentially
result in the vehicle being unable to start.

9.2 The instructions shall indicate requirements for the proper use and maintenance
of vehicles, including the proper use of consumable reagents.

9.3 The instructions shall specify if consumable reagents have to be replenished by

the vehicle driver between normal maintenance intervals. They shall indicate
how the vehicle driver should replenish the reagent tank. The information shall
also indicate a likely rate of reagent consumption for that type of vehicle and
how often it should be replenished.

9.4 The instructions shall specify that use of, and replenishing of, a required reagent
of the correct specifications is mandatory for the vehicle to comply with its
certificate of conformity.

9.5 The instructions shall state that it may be a criminal offence to use a vehicle that
does not consume any reagent if it is required for the reduction of emissions.

9.6 The instructions shall explain how the warning system and driver inducement
systems work. In addition, the consequences of ignoring the warning system and
not replenishing the reagent shall be explained.

10.0 Operating conditions of the after-treatment system

Manufacturers shall ensure that any exhaust aftertreatment system which uses a
reagent retains its emission control function during all ambient conditions,
especially at low ambient temperatures. This includes taking measures to
prevent the complete freezing of the reagent during parking times of up to 7
days at 273 K (0°C) with the reagent tank 50 per cent full. If the reagent is
frozen, the manufacturer shall ensure that the reagent shall be liquefied and
ready for use within 20 minutes of the vehicle being started at 273 K (0°C)
measured inside the reagent tank.

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8.8 As part of the application for type approval under this Regulation, the
manufacturer shall demonstrate the operation of the driver warning and
inducement systems.

9.0 Information requirements

9.1 The manufacturer shall provide all owners of new vehicles with clear written
information about any exhaust aftertreatment system which uses a reagent. This
information shall state that if such an exhaust aftertreatment system is not
functioning correctly, the driver shall be informed of a problem by the driver
warning system and that the driver inducement system shall consequentially
result in the vehicle being unable to start.

9.2 The instructions shall indicate requirements for the proper use and maintenance
of vehicles, including the proper use of consumable reagents.

9.3 The instructions shall specify if consumable reagents have to be replenished by

the vehicle driver between normal maintenance intervals. They shall indicate
how the vehicle driver should replenish the reagent tank. The information shall
also indicate a likely rate of reagent consumption for that type of vehicle and
how often it should be replenished.

9.4 The instructions shall specify that use of, and replenishing of, a required reagent
of the correct specifications is mandatory for the vehicle to comply with its
certificate of conformity.

9.5 The instructions shall state that it may be a criminal offence to use a vehicle that
does not consume any reagent if it is required for the reduction of emissions.

9.6 The instructions shall explain how the warning system and driver inducement
systems work. In addition, the consequences of ignoring the warning system and
not replenishing the reagent shall be explained.

10.0 Operating conditions of the after-treatment system

Manufacturers shall ensure that any exhaust aftertreatment system which uses a
reagent retains its emission control function during all ambient conditions,
especially at low ambient temperatures. This includes taking measures to
prevent the complete freezing of the reagent during parking times of up to 7
days at 273 K (0°C) with the reagent tank 50 per cent full. If the reagent is
frozen, the manufacturer shall ensure that the reagent shall be liquefied and
ready for use within 20 minutes of the vehicle being started at 273 K (0°C)
measured inside the reagent tank.

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Annexes Part A
Annex A1
Essential Characteristics of the Vehicle and Engine and Information Concerning the
Conduct of Tests
1.0 Vehicle manufacturers shall provide essential characteristics of the vehicle and
engine and information concerning the conduct of tests as per AIS-007 (Rev.5), as
amended from time to time.

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Annexes Part A
Annex A1
Essential Characteristics of the Vehicle and Engine and Information Concerning the
Conduct of Tests
1.0 Vehicle manufacturers shall provide essential characteristics of the vehicle and
engine and information concerning the conduct of tests as per AIS-007 (Rev.5), as
amended from time to time.

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Annex 1A- Appendix 1

WLTP Test Report

Test Report

A Test Report is the report issued by the Test Agency responsible for conducting the tests
according this regulation.

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Annex 1A- Appendix 1

WLTP Test Report

Test Report

A Test Report is the report issued by the Test Agency responsible for conducting the tests
according this regulation.

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Annex A1- Appendix 2

WLTP Road Load Test Report

Road Load Test Report

Road Load Test Report is the report issued by the Test Agency responsible for conducting
the tests according this regulation

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Annex A1- Appendix 2

WLTP Road Load Test Report

Road Load Test Report

Road Load Test Report is the report issued by the Test Agency responsible for conducting
the tests according this regulation

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Annex A1- Appendix 3

APPENDIX 3a

Extended Documentation Package

1.0 Introduction

In order for the Test Agency to be able to assess the proper use of AES, taking into
account the prohibition of defeat devices, the manufacturer shall provide an
extended documentation package.

2.0 Extended Documentation Package:

The extended documentation package shall include the following information on all
AES:

2.1 A declaration of the manufacturer that the vehicle does not contain any defeat device
not covered by one of the exceptions in Clause 6.1.9 of this Regulation.

2.2 A description of the engine and the emission control strategies and devices
employed, whether software or hardware, and any condition(s) under which the
strategies and devices will not operate as they do during testing for TA;

2.3 A declaration of the software versions used to control these AES/BES, including
the appropriate checksums of these software versions and instructions to the Test
Agency on how to read the checksums; the declaration shall be updated and sent to
the Test Agency that holds this extended documentation package each time there is
a new software version that has an impact to the AES/BES;

2.4 Detailed technical reasoning of any AES including a risk assessment estimating the
risk with the AES and without it, and information on the following:

2.4.1 Why any of the exception clauses from the defeat device prohibition in Clause 6.1.9
of this Regulation

2.4.2 Hardware element(s) that need to be protected by the AES, where applicable;

2.4.3 Proof of sudden and irreparable engine damage that cannot be prevented by regular
maintenance and would occur in the absence of the AES, where applicable;

2.4.4 A reasoned explanation on why there is a need to use an AES upon engine start,
where applicable;

2.5 A description of the fuel system control logic, timing strategies and switch points
during all modes of operation;

2.6 A description of the hierarchical relations among the AES (i.e., when more than one
AES can be active concurrently, an indication of which AES is primary in
responding, the method by which strategies interact, including data flow diagrams

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Annex A1- Appendix 3

APPENDIX 3a

Extended Documentation Package

1.0 Introduction

In order for the Test Agency to be able to assess the proper use of AES, taking into
account the prohibition of defeat devices, the manufacturer shall provide an
extended documentation package.

2.0 Extended Documentation Package:

The extended documentation package shall include the following information on all
AES:

2.1 A declaration of the manufacturer that the vehicle does not contain any defeat device
not covered by one of the exceptions in Clause 6.1.9 of this Regulation.

2.2 A description of the engine and the emission control strategies and devices
employed, whether software or hardware, and any condition(s) under which the
strategies and devices will not operate as they do during testing for TA;

2.3 A declaration of the software versions used to control these AES/BES, including
the appropriate checksums of these software versions and instructions to the Test
Agency on how to read the checksums; the declaration shall be updated and sent to
the Test Agency that holds this extended documentation package each time there is
a new software version that has an impact to the AES/BES;

2.4 Detailed technical reasoning of any AES including a risk assessment estimating the
risk with the AES and without it, and information on the following:

2.4.1 Why any of the exception clauses from the defeat device prohibition in Clause 6.1.9
of this Regulation

2.4.2 Hardware element(s) that need to be protected by the AES, where applicable;

2.4.3 Proof of sudden and irreparable engine damage that cannot be prevented by regular
maintenance and would occur in the absence of the AES, where applicable;

2.4.4 A reasoned explanation on why there is a need to use an AES upon engine start,
where applicable;

2.5 A description of the fuel system control logic, timing strategies and switch points
during all modes of operation;

2.6 A description of the hierarchical relations among the AES (i.e., when more than one
AES can be active concurrently, an indication of which AES is primary in
responding, the method by which strategies interact, including data flow diagrams

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and decision logic and how does the hierarchy assure emissions from all AES are
controlled to the lowest practical level;

2.7 A list of parameters which are measured and/or calculated by the AES, along with
the purpose of every parameter measured and/or calculated and how each of those
parameters relates to engine damage; including the method of calculation and how
well these calculated parameters correlate with the true state of the parameter being
controlled and any resulting tolerance or factor of safety incorporated into the
analysis;

2.8 A list of engine/emission control parameters which are modulated as a function of

the measured or calculated parameter(s) and the range of modulation for each
engine/emission control parameter; along with the relationship between
engine/emission control parameters and measured or calculated parameters

2.9 An evaluation of how the AES will control real-driving emissions to the lowest
practical level, including a detailed analysis of the expected increase of total
regulated pollutants and CO2 emissions by using the AES, compared to the BES.

2.10 The extended documentation package shall be limited to 100 pages and shall include
all the main elements to allow the Test agency to assess the AES. The package may
be complemented with annexes and other attached documents, containing additional
and complementary elements, if necessary.

The manufacturer shall send a new version of the extended documentation package
to the Test agency every time changes are introduced to the AES. The new version
shall be limited to the changes and their effect. The new version of the AES shall
be evaluated and approved by the type Test Agency.

The extended documentation package shall be structured as follows:

3.0 Extended Documentation Package for AES Application No. YYY/OEM.

Parts Paragraph Point Explanation

Introduction Reference of the document with
letter to Test the version, the date of issuing the
agency document, signature by the
relevant person in the
manufacturer organization
Introduction Document

Versioning table Content of each version

modifications: and with part is
modified
Description of
the (emission)
types concerned

Attached List of all attached documents

documents table
Absence of + signature
defeat device
declaration

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and decision logic and how does the hierarchy assure emissions from all AES are
controlled to the lowest practical level;

2.7 A list of parameters which are measured and/or calculated by the AES, along with
the purpose of every parameter measured and/or calculated and how each of those
parameters relates to engine damage; including the method of calculation and how
well these calculated parameters correlate with the true state of the parameter being
controlled and any resulting tolerance or factor of safety incorporated into the
analysis;

2.8 A list of engine/emission control parameters which are modulated as a function of

the measured or calculated parameter(s) and the range of modulation for each
engine/emission control parameter; along with the relationship between
engine/emission control parameters and measured or calculated parameters

2.9 An evaluation of how the AES will control real-driving emissions to the lowest
practical level, including a detailed analysis of the expected increase of total
regulated pollutants and CO2 emissions by using the AES, compared to the BES.

2.10 The extended documentation package shall be limited to 100 pages and shall include
all the main elements to allow the Test agency to assess the AES. The package may
be complemented with annexes and other attached documents, containing additional
and complementary elements, if necessary.

The manufacturer shall send a new version of the extended documentation package
to the Test agency every time changes are introduced to the AES. The new version
shall be limited to the changes and their effect. The new version of the AES shall
be evaluated and approved by the type Test Agency.

The extended documentation package shall be structured as follows:

3.0 Extended Documentation Package for AES Application No. YYY/OEM.

Parts Paragraph Point Explanation

Introduction Reference of the document with
letter to Test the version, the date of issuing the
agency document, signature by the
relevant person in the
manufacturer organization
Introduction Document

Versioning table Content of each version

modifications: and with part is
modified
Description of
the (emission)
types concerned

Attached List of all attached documents

documents table
Absence of + signature
defeat device
declaration

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0 Acronyms/
abbreviations

1 GENERAL
DESCRIPTION

1.1 Engine general Description of main

presentation characteristics: displacement,
after treatment.
1.2 General system System bloc diagram: list of
architecture sensors and actuators, explanation
of engine general functions
1.3 Reading of E.g. scan-tool explanation
software and
calibration
version

2 Base Emission
Strategies
2.x BES x Description of Strategy x
2.y BES y Description of Strategy y
3 Auxiliary
Emission
Core Document

Strategies

3.0 Presentation of Hierarchical relations among

the AESs AES: description and justification
(e.g. safety, reliability, etc.)
3.x AES x 3.x.1 AES
justificatio
n
3.x.2 Measured
and/or
modelled
parameters
for
AES
characteriz
ation
3.x.3 Action
mode of
AES –
Parameters
used
3.x.4 Effect of
AES on
pollutants
and CO2
3.y AES y 3.y.1
3.y.2
etc.
100 page limit ends here

Annex List of types covered by this BES-

AES: including TA reference,
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0 Acronyms/
abbreviations

1 GENERAL
DESCRIPTION

1.1 Engine general Description of main

presentation characteristics: displacement,
after treatment.
1.2 General system System bloc diagram: list of
architecture sensors and actuators, explanation
of engine general functions
1.3 Reading of E.g. scan-tool explanation
software and
calibration
version

2 Base Emission
Strategies
2.x BES x Description of Strategy x
2.y BES y Description of Strategy y
3 Auxiliary
Emission
Core Document

Strategies

3.0 Presentation of Hierarchical relations among

the AESs AES: description and justification
(e.g. safety, reliability, etc.)
3.x AES x 3.x.1 AES
justificatio
n
3.x.2 Measured
and/or
modelled
parameters
for
AES
characteriz
ation
3.x.3 Action
mode of
AES –
Parameters
used
3.x.4 Effect of
AES on
pollutants
and CO2
3.y AES y 3.y.1
3.y.2
etc.
100 page limit ends here

Annex List of types covered by this BES-

AES: including TA reference,
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software reference, calibration

number, checksums of each
version and of each CU (engine
and/or after- treatment if any)
Technical note Risk assessment or justification by
for AES testing or example of sudden
justification n° damage, if any
Attached Documents xxx
Technical note
for AES
justification n°
yyy
Test report for test report of all specific tests done
specific AES for AES justification, test
impact conditions details, description of
quantification the vehicle/date of the tests
emission/CO2 impact
with/without AES activation

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software reference, calibration

number, checksums of each
version and of each CU (engine
and/or after- treatment if any)
Technical note Risk assessment or justification by
for AES testing or example of sudden
justification n° damage, if any
Attached Documents xxx
Technical note
for AES
justification n°
yyy
Test report for test report of all specific tests done
specific AES for AES justification, test
impact conditions details, description of
quantification the vehicle/date of the tests
emission/CO2 impact
with/without AES activation

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APPENDIX 3b

Methodology for The Assessment of AES

The assessment of the AES by the type-Test Agency shall include at least the
following verifications

1.0 The increase of emissions induced by the AES shall be kept at the lowest possible
level:

1.1 The increase of total emissions when using an AES shall be kept at the lowest
possible level throughout the normal use and life of the vehicles;

2.0 When used to justify 0an AES, the risk of sudden and irreparable damage to the
"propulsion energy converter and the drivetrain", shall be appropriately
demonstrated and documented, including the following information:

2.1 Proof of catastrophic (i.e. sudden and irreparable) engine damage shall be
provided by the manufacturer, along with a risk assessment which includes an
evaluation of the likelihood of the risk occurring and severity of the possible
consequences, including results of tests carried out to this effect;

2.2 Durability and the long-term protection of the engine or components of the
emission control system from wear and malfunctioning shall not be considered an
acceptable reason to grant an exemption from the defeat device prohibition.

3.0 An adequate technical description shall document why it is necessary to use an

AES for the 0safe operation of the vehicle:

3.1 Proof of an increased risk to the safe operation of the vehicle should be provided
by the manufacturer along with a risk assessment which includes an evaluation of
the likelihood of the risk occurring and severity of the possible consequences,
including results of tests carried out to this effect;

4.0 An adequate technical description shall document why it is necessary to use an

AES during engine start:

4.1 Proof of the need to use an AES during engine start shall be provided by the
manufacturer along with a risk assessment which includes an evaluation of the
likelihood of the risk occurring and severity of the possible consequences,
including results of tests carried out to this effect.

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APPENDIX 3b

Methodology for The Assessment of AES

The assessment of the AES by the type-Test Agency shall include at least the
following verifications

1.0 The increase of emissions induced by the AES shall be kept at the lowest possible
level:

1.1 The increase of total emissions when using an AES shall be kept at the lowest
possible level throughout the normal use and life of the vehicles;

2.0 When used to justify 0an AES, the risk of sudden and irreparable damage to the
"propulsion energy converter and the drivetrain", shall be appropriately
demonstrated and documented, including the following information:

2.1 Proof of catastrophic (i.e. sudden and irreparable) engine damage shall be
provided by the manufacturer, along with a risk assessment which includes an
evaluation of the likelihood of the risk occurring and severity of the possible
consequences, including results of tests carried out to this effect;

2.2 Durability and the long-term protection of the engine or components of the
emission control system from wear and malfunctioning shall not be considered an
acceptable reason to grant an exemption from the defeat device prohibition.

3.0 An adequate technical description shall document why it is necessary to use an

AES for the 0safe operation of the vehicle:

3.1 Proof of an increased risk to the safe operation of the vehicle should be provided
by the manufacturer along with a risk assessment which includes an evaluation of
the likelihood of the risk occurring and severity of the possible consequences,
including results of tests carried out to this effect;

4.0 An adequate technical description shall document why it is necessary to use an

AES during engine start:

4.1 Proof of the need to use an AES during engine start shall be provided by the
manufacturer along with a risk assessment which includes an evaluation of the
likelihood of the risk occurring and severity of the possible consequences,
including results of tests carried out to this effect.

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Annex A1- Appendix 4

Evaporative Emissions Test Report
Evaporative Emission Test Report is the report issued by the Test Agency responsible for
conducting the tests according this regulation.

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Annex A1- Appendix 4

Evaporative Emissions Test Report
Evaporative Emission Test Report is the report issued by the Test Agency responsible for
conducting the tests according this regulation.

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Annex A1- Appendix 5

Manufacturer’s Certificate of Compliance with the OBD in-use

Performance Requirements

Manufacturer:

Address of the manufacturer:

Certifies that:

1. The vehicle types listed in attachment to this Certificate are in compliance with the
provisions of clause 7.0 of Appendix 1 of Annex C5 of this Regulation relating to the
in-use performance of the OBD system under all reasonably foreseeable driving
conditions;

2. The plan(s) describing the detailed technical criteria for incrementing the numerator
and denominator of each monitor attached to this certificate are correct and complete
for all types of vehicles to which this certificate applies.

Done at [……Place]

On […….Date]

[Signature of the Manufacturer's Representative]

Annexes:

(a) List of vehicle types to which this Certificate applies;

(b) Plan(s) describing the detailed technical criteria for incrementing the numerator and
denominator of each monitor, as well as plan(s) for disabling numerators, denominators
and general denominator.

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Annex A1- Appendix 5

Manufacturer’s Certificate of Compliance with the OBD in-use

Performance Requirements

Manufacturer:

Address of the manufacturer:

Certifies that:

1. The vehicle types listed in attachment to this Certificate are in compliance with the
provisions of clause 7.0 of Appendix 1 of Annex C5 of this Regulation relating to the
in-use performance of the OBD system under all reasonably foreseeable driving
conditions;

2. The plan(s) describing the detailed technical criteria for incrementing the numerator
and denominator of each monitor attached to this certificate are correct and complete
for all types of vehicles to which this certificate applies.

Done at [……Place]

On […….Date]

[Signature of the Manufacturer's Representative]

Annexes:

(a) List of vehicle types to which this Certificate applies;

(b) Plan(s) describing the detailed technical criteria for incrementing the numerator and
denominator of each monitor, as well as plan(s) for disabling numerators, denominators
and general denominator.

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Annex A2

(Reserved)

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Annex A2

(Reserved)

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Annex A3

(Reserved)

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Annex A3

(Reserved)

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Annexes Part B
The annexes in Annexes Part B describe the procedures for determining the levels of emissions
of gaseous compounds, particulate matter, particle number (if PN measurement is required),
CO2 emissions, fuel consumption, electric energy consumption and electric range from light-
duty vehicles.

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Annexes Part B
The annexes in Annexes Part B describe the procedures for determining the levels of emissions
of gaseous compounds, particulate matter, particle number (if PN measurement is required),
CO2 emissions, fuel consumption, electric energy consumption and electric range from light-
duty vehicles.

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Annex B1

Worldwide light-duty test cycles (WLTC)

1.0 General Requirements

The cycle to be driven depends on the ratio of the test vehicle’s rated power to
mass in running order minus 75 kg, W/kg, and its maximum velocity, 𝑣𝑚𝑎𝑥 (as
defined in paragraph 3.7.2. of this Regulation)

The cycle resulting from the requirements described in this annex shall be referred
to in other parts of this Regulation as the "applicable cycle".

2.0 Vehicle classifications

2.1 Class 1 vehicles have a power to mass in running order minus 75 kg ratio
𝑃𝑚𝑟 ≤ 22 W/kg.

2.2 Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22
but ≤ 34 W/kg.

2.3 Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34
W/kg.

2.3.1 Class 3 vehicles are divided into 2 subclasses according to their maximum speed,
vmax.

2.3.1.1 Class 3a vehicles with vmax < 120 km/h.

2.3.1.2 Class 3b vehicles with vmax ≥ 120 km/h.

2.3.2 All vehicles tested according to Annex B8 shall be considered to be Class 3

vehicles.

3.0 Test cycles

3.1 Class 1 cycle

3.1.1 A complete Class 1 cycle shall consist of a low phase (Low1), a medium phase
(Medium1) and an additional low phase (Low1).

3.1.2 The Low1 phase is described in Figure A1/1 and Table A1/1.

3.1.3 The Medium1 phase is described in Figure A1/2 and Table A1/2.

3.2 Class 2 cycle

3.2.1 A complete Class 2 cycle consist of a low phase (Low2), a medium phase
(Medium2) and a high phase (High2)

3.2.2 The Low2 phase is described in Figure A1/3 and Table A1/3.

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Annex B1

Worldwide light-duty test cycles (WLTC)

1.0 General Requirements

The cycle to be driven depends on the ratio of the test vehicle’s rated power to
mass in running order minus 75 kg, W/kg, and its maximum velocity, 𝑣𝑚𝑎𝑥 (as
defined in paragraph 3.7.2. of this Regulation)

The cycle resulting from the requirements described in this annex shall be referred
to in other parts of this Regulation as the "applicable cycle".

2.0 Vehicle classifications

2.1 Class 1 vehicles have a power to mass in running order minus 75 kg ratio
𝑃𝑚𝑟 ≤ 22 W/kg.

2.2 Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22
but ≤ 34 W/kg.

2.3 Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34
W/kg.

2.3.1 Class 3 vehicles are divided into 2 subclasses according to their maximum speed,
vmax.

2.3.1.1 Class 3a vehicles with vmax < 120 km/h.

2.3.1.2 Class 3b vehicles with vmax ≥ 120 km/h.

2.3.2 All vehicles tested according to Annex B8 shall be considered to be Class 3

vehicles.

3.0 Test cycles

3.1 Class 1 cycle

3.1.1 A complete Class 1 cycle shall consist of a low phase (Low1), a medium phase
(Medium1) and an additional low phase (Low1).

3.1.2 The Low1 phase is described in Figure A1/1 and Table A1/1.

3.1.3 The Medium1 phase is described in Figure A1/2 and Table A1/2.

3.2 Class 2 cycle

3.2.1 A complete Class 2 cycle consist of a low phase (Low2), a medium phase
(Medium2) and a high phase (High2)

3.2.2 The Low2 phase is described in Figure A1/3 and Table A1/3.

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3.2.3 The Medium2 phase is described in Figure A1/4 and Table A1/4.

3.2.4 The High2 phase is described in Figure A1/5 and Table A1/5.

3.3 Class 3 cycle

Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3
vehicles.

3.3.1 Class 3a cycle

3.3.1.1 A complete Class 3a cycle consist of a low phase (Low3), a medium phase
(Medium3a) and a high phase (High3a)

3.3.1.2 The Low3 phase is described in Figure A1/7 and Table A1/7.

3.3.1.3 The Medium3a phase is described in Figure A1/8 and Table A1/8.

3.3.1.4 The High3a phase is described in Figure A1/10 and Table A1/10.

3.3.2 Class 3b cycle

3.3.2.1 A complete Class 3b cycle consist of a low phase (Low3) phase, a medium phase
(Medium3b) and a high phase (High3b)

3.3.2.2 The Low3 phase is described in Figure A1/7 and Table A1/7.

3.3.2.3 The Medium3b phase is described in Figure A1/9 and Table A1/9.

3.3.2.4 The High3b phase is described in Figure A1/11 and Table A1/11.

3.4 Duration of the cycle phases

3.4.1 Class 1 cycle.

The first low speed phase starts at second 0 (tstart_low11) and ends at second 589
(tend_low11, duration 589 s)

The medium speed phase starts at second 589 (tstart_medium1) and ends at
second 1022 (tend_medium1, duration 433 s)

The second low speed phase starts at second 1022 (tstart_low12) and ends at
second 1611 (tend_low12, duration 589 s)

3.4.2 Class 2 and class 3 cycles.

The low speed phase starts at second 0 (tstart_low2, tstart_low3) and ends at second 589
(tend_low2, tend_low3, duration 589 s)

The medium speed phase starts at second 589 (tstart_medium2, tstart_medium3)

and ends at second 1022 (tend_medium2, tend_medium3, duration 433 s)

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3.2.3 The Medium2 phase is described in Figure A1/4 and Table A1/4.

3.2.4 The High2 phase is described in Figure A1/5 and Table A1/5.

3.3 Class 3 cycle

Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3
vehicles.

3.3.1 Class 3a cycle

3.3.1.1 A complete Class 3a cycle consist of a low phase (Low3), a medium phase
(Medium3a) and a high phase (High3a)

3.3.1.2 The Low3 phase is described in Figure A1/7 and Table A1/7.

3.3.1.3 The Medium3a phase is described in Figure A1/8 and Table A1/8.

3.3.1.4 The High3a phase is described in Figure A1/10 and Table A1/10.

3.3.2 Class 3b cycle

3.3.2.1 A complete Class 3b cycle consist of a low phase (Low3) phase, a medium phase
(Medium3b) and a high phase (High3b)

3.3.2.2 The Low3 phase is described in Figure A1/7 and Table A1/7.

3.3.2.3 The Medium3b phase is described in Figure A1/9 and Table A1/9.

3.3.2.4 The High3b phase is described in Figure A1/11 and Table A1/11.

3.4 Duration of the cycle phases

3.4.1 Class 1 cycle.

The first low speed phase starts at second 0 (tstart_low11) and ends at second 589
(tend_low11, duration 589 s)

The medium speed phase starts at second 589 (tstart_medium1) and ends at
second 1022 (tend_medium1, duration 433 s)

The second low speed phase starts at second 1022 (tstart_low12) and ends at
second 1611 (tend_low12, duration 589 s)

3.4.2 Class 2 and class 3 cycles.

The low speed phase starts at second 0 (tstart_low2, tstart_low3) and ends at second 589
(tend_low2, tend_low3, duration 589 s)

The medium speed phase starts at second 589 (tstart_medium2, tstart_medium3)

and ends at second 1022 (tend_medium2, tend_medium3, duration 433 s)

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The high speed phase starts at second 1022 (tstart_high2, tstart_high3) and ends at
second 1477 (tend_high2, tend_high3, duration 455 s)

3.5 OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b
WLTC (see Annex B8).

4.0 WLTC Class 1 cycle

Figure A1/1

WLTC, Class 1 cycle, phase Low11

Figure A1/2a

WLTC, Class 1 cycle, phase Medium1

Figure A1/2b

WLTC, Class 1 cycle, phase Low12

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The high speed phase starts at second 1022 (tstart_high2, tstart_high3) and ends at
second 1477 (tend_high2, tend_high3, duration 455 s)

3.5 OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b
WLTC (see Annex B8).

4.0 WLTC Class 1 cycle

Figure A1/1

WLTC, Class 1 cycle, phase Low11

Figure A1/2a

WLTC, Class 1 cycle, phase Medium1

Figure A1/2b

WLTC, Class 1 cycle, phase Low12

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Table A1/1
WLTC, Class 1 cycle, phase Low11 (Second 589 is the end of phase Low11 and the start
of phase Medium1)
Time Speed Time in Speed Time in Speed
Time in s Speed in km/h
in s in km/h s in km/h s in km/h
0 0.0 47 18.8 94 0.0 141 35.7
1 0.0 48 19.5 95 0.0 142 35.9
2 0.0 49 20.2 96 0.0 143 36.6
3 0.0 50 20.9 97 0.0 144 37.5
4 0.0 51 21.7 98 0.0 145 38.4
5 0.0 52 22.4 99 0.0 146 39.3
6 0.0 53 23.1 100 0.0 147 40.0
7 0.0 54 23.7 101 0.0 148 40.6
8 0.0 55 24.4 102 0.0 149 41.1
9 0.0 56 25.1 103 0.0 150 41.4
10 0.0 57 25.4 104 0.0 151 41.6
11 0.0 58 25.2 105 0.0 152 41.8
12 0.2 59 23.4 106 0.0 153 41.8
13 3.1 60 21.8 107 0.0 154 41.9
14 5.7 61 19.7 108 0.7 155 41.9
15 8.0 62 17.3 109 1.1 156 42.0
16 10.1 63 14.7 110 1.9 157 42.0
17 12.0 64 12.0 111 2.5 158 42.2
18 13.8 65 9.4 112 3.5 159 42.3
19 15.4 66 5.6 113 4.7 160 42.6

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Table A1/1
WLTC, Class 1 cycle, phase Low11 (Second 589 is the end of phase Low11 and the start
of phase Medium1)
Time Speed Time in Speed Time in Speed
Time in s Speed in km/h
in s in km/h s in km/h s in km/h
0 0.0 47 18.8 94 0.0 141 35.7
1 0.0 48 19.5 95 0.0 142 35.9
2 0.0 49 20.2 96 0.0 143 36.6
3 0.0 50 20.9 97 0.0 144 37.5
4 0.0 51 21.7 98 0.0 145 38.4
5 0.0 52 22.4 99 0.0 146 39.3
6 0.0 53 23.1 100 0.0 147 40.0
7 0.0 54 23.7 101 0.0 148 40.6
8 0.0 55 24.4 102 0.0 149 41.1
9 0.0 56 25.1 103 0.0 150 41.4
10 0.0 57 25.4 104 0.0 151 41.6
11 0.0 58 25.2 105 0.0 152 41.8
12 0.2 59 23.4 106 0.0 153 41.8
13 3.1 60 21.8 107 0.0 154 41.9
14 5.7 61 19.7 108 0.7 155 41.9
15 8.0 62 17.3 109 1.1 156 42.0
16 10.1 63 14.7 110 1.9 157 42.0
17 12.0 64 12.0 111 2.5 158 42.2
18 13.8 65 9.4 112 3.5 159 42.3
19 15.4 66 5.6 113 4.7 160 42.6

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20 16.7 67 3.1 114 6.1 161 43.0

21 17.7 68 0.0 115 7.5 162 43.3
22 18.3 69 0.0 116 9.4 163 43.7
23 18.8 70 0.0 117 11.0 164 44.0
24 18.9 71 0.0 118 12.9 165 44.3
25 18.4 72 0.0 119 14.5 166 44.5
26 16.9 73 0.0 120 16.4 167 44.6
27 14.3 74 0.0 121 18.0 168 44.6
28 10.8 75 0.0 122 20.0 169 44.5
29 7.1 76 0.0 123 21.5 170 44.4
30 4.0 77 0.0 124 23.5 171 44.3
31 0.0 78 0.0 125 25.0 172 44.2
32 0.0 79 0.0 126 26.8 173 44.1
33 0.0 80 0.0 127 28.2 174 44.0
34 0.0 81 0.0 128 30.0 175 43.9
35 1.5 82 0.0 129 31.4 176 43.8
36 3.8 83 0.0 130 32.5 177 43.7
37 5.6 84 0.0 131 33.2 178 43.6
38 7.5 85 0.0 132 33.4 179 43.5
39 9.2 86 0.0 133 33.7 180 43.4
40 10.8 87 0.0 134 33.9 181 43.3
41 12.4 88 0.0 135 34.2 182 43.1
42 13.8 89 0.0 136 34.4 183 42.9
43 15.2 90 0.0 137 34.7 184 42.7
44 16.3 91 0.0 138 34.9 185 42.5
45 17.3 92 0.0 139 35.2 186 42.3
46 18.0 93 0.0 140 35.4 187 42.2
188 42.2 237 39.7 286 25.3 335 14.3
189 42.2 238 39.9 287 24.9 336 14.3
190 42.3 239 40.0 288 24.5 337 14.0
191 42.4 240 40.1 289 24.2 338 13.0
192 42.5 241 40.2 290 24.0 339 11.4
193 42.7 242 40.3 291 23.8 340 10.2
194 42.9 243 40.4 292 23.6 341 8.0

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20 16.7 67 3.1 114 6.1 161 43.0

21 17.7 68 0.0 115 7.5 162 43.3
22 18.3 69 0.0 116 9.4 163 43.7
23 18.8 70 0.0 117 11.0 164 44.0
24 18.9 71 0.0 118 12.9 165 44.3
25 18.4 72 0.0 119 14.5 166 44.5
26 16.9 73 0.0 120 16.4 167 44.6
27 14.3 74 0.0 121 18.0 168 44.6
28 10.8 75 0.0 122 20.0 169 44.5
29 7.1 76 0.0 123 21.5 170 44.4
30 4.0 77 0.0 124 23.5 171 44.3
31 0.0 78 0.0 125 25.0 172 44.2
32 0.0 79 0.0 126 26.8 173 44.1
33 0.0 80 0.0 127 28.2 174 44.0
34 0.0 81 0.0 128 30.0 175 43.9
35 1.5 82 0.0 129 31.4 176 43.8
36 3.8 83 0.0 130 32.5 177 43.7
37 5.6 84 0.0 131 33.2 178 43.6
38 7.5 85 0.0 132 33.4 179 43.5
39 9.2 86 0.0 133 33.7 180 43.4
40 10.8 87 0.0 134 33.9 181 43.3
41 12.4 88 0.0 135 34.2 182 43.1
42 13.8 89 0.0 136 34.4 183 42.9
43 15.2 90 0.0 137 34.7 184 42.7
44 16.3 91 0.0 138 34.9 185 42.5
45 17.3 92 0.0 139 35.2 186 42.3
46 18.0 93 0.0 140 35.4 187 42.2
188 42.2 237 39.7 286 25.3 335 14.3
189 42.2 238 39.9 287 24.9 336 14.3
190 42.3 239 40.0 288 24.5 337 14.0
191 42.4 240 40.1 289 24.2 338 13.0
192 42.5 241 40.2 290 24.0 339 11.4
193 42.7 242 40.3 291 23.8 340 10.2
194 42.9 243 40.4 292 23.6 341 8.0

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195 43.1 244 40.5 293 23.5 342 7.0

196 43.2 245 40.5 294 23.4 343 6.0
197 43.3 246 40.4 295 23.3 344 5.5
198 43.4 247 40.3 296 23.3 345 5.0
199 43.4 248 40.2 297 23.2 346 4.5
200 43.2 249 40.1 298 23.1 347 4.0
201 42.9 250 39.7 299 23.0 348 3.5
202 42.6 251 38.8 300 22.8 349 3.0
203 42.2 252 37.4 301 22.5 350 2.5
204 41.9 253 35.6 302 22.1 351 2.0
205 41.5 254 33.4 303 21.7 352 1.5
206 41.0 255 31.2 304 21.1 353 1.0
207 40.5 256 29.1 305 20.4 354 0.5
208 39.9 257 27.6 306 19.5 355 0.0
209 39.3 258 26.6 307 18.5 356 0.0
210 38.7 259 26.2 308 17.6 357 0.0
211 38.1 260 26.3 309 16.6 358 0.0
212 37.5 261 26.7 310 15.7 359 0.0
213 36.9 262 27.5 311 14.9 360 0.0
214 36.3 263 28.4 312 14.3 361 2.2
215 35.7 264 29.4 313 14.1 362 4.5
216 35.1 265 30.4 314 14.0 363 6.6
217 34.5 266 31.2 315 13.9 364 8.6
218 33.9 267 31.9 316 13.8 365 10.6
219 33.6 268 32.5 317 13.7 366 12.5
220 33.5 269 33.0 318 13.6 367 14.4
221 33.6 270 33.4 319 13.5 368 16.3
222 33.9 271 33.8 320 13.4 369 17.9
223 34.3 272 34.1 321 13.3 370 19.1
224 34.7 273 34.3 322 13.2 371 19.9
225 35.1 274 34.3 323 13.2 372 20.3
226 35.5 275 33.9 324 13.2 373 20.5
227 35.9 276 33.3 325 13.4 374 20.7
228 36.4 277 32.6 326 13.5 375 21.0

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 Draft AIS 175 / Final Draft
MARCH 2025

195 43.1 244 40.5 293 23.5 342 7.0

196 43.2 245 40.5 294 23.4 343 6.0
197 43.3 246 40.4 295 23.3 344 5.5
198 43.4 247 40.3 296 23.3 345 5.0
199 43.4 248 40.2 297 23.2 346 4.5
200 43.2 249 40.1 298 23.1 347 4.0
201 42.9 250 39.7 299 23.0 348 3.5
202 42.6 251 38.8 300 22.8 349 3.0
203 42.2 252 37.4 301 22.5 350 2.5
204 41.9 253 35.6 302 22.1 351 2.0
205 41.5 254 33.4 303 21.7 352 1.5
206 41.0 255 31.2 304 21.1 353 1.0
207 40.5 256 29.1 305 20.4 354 0.5
208 39.9 257 27.6 306 19.5 355 0.0
209 39.3 258 26.6 307 18.5 356 0.0
210 38.7 259 26.2 308 17.6 357 0.0
211 38.1 260 26.3 309 16.6 358 0.0
212 37.5 261 26.7 310 15.7 359 0.0
213 36.9 262 27.5 311 14.9 360 0.0
214 36.3 263 28.4 312 14.3 361 2.2
215 35.7 264 29.4 313 14.1 362 4.5
216 35.1 265 30.4 314 14.0 363 6.6
217 34.5 266 31.2 315 13.9 364 8.6
218 33.9 267 31.9 316 13.8 365 10.6
219 33.6 268 32.5 317 13.7 366 12.5
220 33.5 269 33.0 318 13.6 367 14.4
221 33.6 270 33.4 319 13.5 368 16.3
222 33.9 271 33.8 320 13.4 369 17.9
223 34.3 272 34.1 321 13.3 370 19.1
224 34.7 273 34.3 322 13.2 371 19.9
225 35.1 274 34.3 323 13.2 372 20.3
226 35.5 275 33.9 324 13.2 373 20.5
227 35.9 276 33.3 325 13.4 374 20.7
228 36.4 277 32.6 326 13.5 375 21.0

Page 100 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

229 36.9 278 31.8 327 13.7 376 21.6

230 37.4 279 30.7 328 13.8 377 22.6
231 37.9 280 29.6 329 14.0 378 23.7
232 38.3 281 28.6 330 14.1 379 24.8
233 38.7 282 27.8 331 14.3 380 25.7
234 39.1 283 27.0 332 14.4 381 26.2
235 39.3 284 26.4 333 14.4 382 26.4
236 39.5 285 25.8 334 14.4 383 26.4
384 26.4 433 0.0 482 3.1 531 48.2
385 26.5 434 0.0 483 4.6 532 48.5
386 26.6 435 0.0 484 6.1 533 48.7
387 26.8 436 0.0 485 7.8 534 48.9
388 26.9 437 0.0 486 9.5 535 49.1
389 27.2 438 0.0 487 11.3 536 49.1
390 27.5 439 0.0 488 13.2 537 49.0
391 28.0 440 0.0 489 15.0 538 48.8
392 28.8 441 0.0 490 16.8 539 48.6
393 29.9 442 0.0 491 18.4 540 48.5
394 31.0 443 0.0 492 20.1 541 48.4
395 31.9 444 0.0 493 21.6 542 48.3
396 32.5 445 0.0 494 23.1 543 48.2
397 32.6 446 0.0 495 24.6 544 48.1
398 32.4 447 0.0 496 26.0 545 47.5
399 32.0 448 0.0 497 27.5 546 46.7
400 31.3 449 0.0 498 29.0 547 45.7
401 30.3 450 0.0 499 30.6 548 44.6
402 28.0 451 0.0 500 32.1 549 42.9
403 27.0 452 0.0 501 33.7 550 40.8
404 24.0 453 0.0 502 35.3 551 38.2
405 22.5 454 0.0 503 36.8 552 35.3
406 19.0 455 0.0 504 38.1 553 31.8
407 17.5 456 0.0 505 39.3 554 28.7
408 14.0 457 0.0 506 40.4 555 25.8
409 12.5 458 0.0 507 41.2 556 22.9

Page 101 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

229 36.9 278 31.8 327 13.7 376 21.6

230 37.4 279 30.7 328 13.8 377 22.6
231 37.9 280 29.6 329 14.0 378 23.7
232 38.3 281 28.6 330 14.1 379 24.8
233 38.7 282 27.8 331 14.3 380 25.7
234 39.1 283 27.0 332 14.4 381 26.2
235 39.3 284 26.4 333 14.4 382 26.4
236 39.5 285 25.8 334 14.4 383 26.4
384 26.4 433 0.0 482 3.1 531 48.2
385 26.5 434 0.0 483 4.6 532 48.5
386 26.6 435 0.0 484 6.1 533 48.7
387 26.8 436 0.0 485 7.8 534 48.9
388 26.9 437 0.0 486 9.5 535 49.1
389 27.2 438 0.0 487 11.3 536 49.1
390 27.5 439 0.0 488 13.2 537 49.0
391 28.0 440 0.0 489 15.0 538 48.8
392 28.8 441 0.0 490 16.8 539 48.6
393 29.9 442 0.0 491 18.4 540 48.5
394 31.0 443 0.0 492 20.1 541 48.4
395 31.9 444 0.0 493 21.6 542 48.3
396 32.5 445 0.0 494 23.1 543 48.2
397 32.6 446 0.0 495 24.6 544 48.1
398 32.4 447 0.0 496 26.0 545 47.5
399 32.0 448 0.0 497 27.5 546 46.7
400 31.3 449 0.0 498 29.0 547 45.7
401 30.3 450 0.0 499 30.6 548 44.6
402 28.0 451 0.0 500 32.1 549 42.9
403 27.0 452 0.0 501 33.7 550 40.8
404 24.0 453 0.0 502 35.3 551 38.2
405 22.5 454 0.0 503 36.8 552 35.3
406 19.0 455 0.0 504 38.1 553 31.8
407 17.5 456 0.0 505 39.3 554 28.7
408 14.0 457 0.0 506 40.4 555 25.8
409 12.5 458 0.0 507 41.2 556 22.9

Page 101 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

410 9.0 459 0.0 508 41.9 557 20.2

411 7.5 460 0.0 509 42.6 558 17.3
412 4.0 461 0.0 510 43.3 559 15.0
413 2.9 462 0.0 511 44.0 560 12.3
414 0.0 463 0.0 512 44.6 561 10.3
415 0.0 464 0.0 513 45.3 562 7.8
416 0.0 465 0.0 514 45.5 563 6.5
417 0.0 466 0.0 515 45.5 564 4.4
418 0.0 467 0.0 516 45.2 565 3.2
419 0.0 468 0.0 517 44.7 566 1.2
420 0.0 469 0.0 518 44.2 567 0.0
421 0.0 470 0.0 519 43.6 568 0.0
422 0.0 471 0.0 520 43.1 569 0.0
423 0.0 472 0.0 521 42.8 570 0.0
424 0.0 473 0.0 522 42.7 571 0.0
425 0.0 474 0.0 523 42.8 572 0.0
426 0.0 475 0.0 524 43.3 573 0.0
427 0.0 476 0.0 525 43.9 574 0.0
428 0.0 477 0.0 526 44.6 575 0.0
429 0.0 478 0.0 527 45.4 576 0.0
430 0.0 479 0.0 528 46.3 577 0.0
431 0.0 480 0.0 529 47.2 578 0.0
432 0.0 481 1.6 530 47.8 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

Page 102 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

410 9.0 459 0.0 508 41.9 557 20.2

411 7.5 460 0.0 509 42.6 558 17.3
412 4.0 461 0.0 510 43.3 559 15.0
413 2.9 462 0.0 511 44.0 560 12.3
414 0.0 463 0.0 512 44.6 561 10.3
415 0.0 464 0.0 513 45.3 562 7.8
416 0.0 465 0.0 514 45.5 563 6.5
417 0.0 466 0.0 515 45.5 564 4.4
418 0.0 467 0.0 516 45.2 565 3.2
419 0.0 468 0.0 517 44.7 566 1.2
420 0.0 469 0.0 518 44.2 567 0.0
421 0.0 470 0.0 519 43.6 568 0.0
422 0.0 471 0.0 520 43.1 569 0.0
423 0.0 472 0.0 521 42.8 570 0.0
424 0.0 473 0.0 522 42.7 571 0.0
425 0.0 474 0.0 523 42.8 572 0.0
426 0.0 475 0.0 524 43.3 573 0.0
427 0.0 476 0.0 525 43.9 574 0.0
428 0.0 477 0.0 526 44.6 575 0.0
429 0.0 478 0.0 527 45.4 576 0.0
430 0.0 479 0.0 528 46.3 577 0.0
431 0.0 480 0.0 529 47.2 578 0.0
432 0.0 481 1.6 530 47.8 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

Page 102 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
590 0.0 637 18.4 684 56.2 731 57.9
591 0.0 638 19.0 685 56.7 732 58.8
592 0.0 639 20.1 686 57.3 733 59.6
593 0.0 640 21.5 687 57.9 734 60.3
594 0.0 641 23.1 688 58.4 735 60.9
595 0.0 642 24.9 689 58.8 736 61.3
596 0.0 643 26.4 690 58.9 737 61.7
597 0.0 644 27.9 691 58.4 738 61.8
598 0.0 645 29.2 692 58.1 739 61.8
599 0.0 646 30.4 693 57.6 740 61.6
600 0.6 647 31.6 694 56.9 741 61.2
601 1.9 648 32.8 695 56.3 742 60.8
602 2.7 649 34.0 696 55.7 743 60.4
603 5.2 650 35.1 697 55.3 744 59.9
604 7.0 651 36.3 698 55.0 745 59.4
605 9.6 652 37.4 699 54.7 746 58.9
606 11.4 653 38.6 700 54.5 747 58.6
607 14.1 654 39.6 701 54.4 748 58.2
608 15.8 655 40.6 702 54.3 749 57.9
609 18.2 656 41.6 703 54.2 750 57.7
610 19.7 657 42.4 704 54.1 751 57.5
611 21.8 658 43.0 705 53.8 752 57.2
612 23.2 659 43.6 706 53.5 753 57.0
613 24.7 660 44.0 707 53.0 754 56.8
614 25.8 661 44.4 708 52.6 755 56.6
615 26.7 662 44.8 709 52.2 756 56.6
616 27.2 663 45.2 710 51.9 757 56.7
617 27.7 664 45.6 711 51.7 758 57.1
618 28.1 665 46.0 712 51.7 759 57.6
619 28.4 666 46.5 713 51.8 760 58.2
620 28.7 667 47.0 714 52.0 761 59.0
621 29.0 668 47.5 715 52.3 762 59.8
622 29.2 669 48.0 716 52.6 763 60.6
623 29.4 670 48.6 717 52.9 764 61.4
624 29.4 671 49.1 718 53.1 765 62.2
625 29.3 672 49.7 719 53.2 766 62.9
626 28.9 673 50.2 720 53.3 767 63.5
627 28.5 674 50.8 721 53.3 768 64.2
628 28.1 675 51.3 722 53.4 769 64.4
629 27.6 676 51.8 723 53.5 770 64.4
630 26.9 677 52.3 724 53.7 771 64.0
631 26.0 678 52.9 725 54.0 772 63.5
632 24.6 679 53.4 726 54.4 773 62.9
633 22.8 680 54.0 727 54.9 774 62.4
Page 103 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
590 0.0 637 18.4 684 56.2 731 57.9
591 0.0 638 19.0 685 56.7 732 58.8
592 0.0 639 20.1 686 57.3 733 59.6
593 0.0 640 21.5 687 57.9 734 60.3
594 0.0 641 23.1 688 58.4 735 60.9
595 0.0 642 24.9 689 58.8 736 61.3
596 0.0 643 26.4 690 58.9 737 61.7
597 0.0 644 27.9 691 58.4 738 61.8
598 0.0 645 29.2 692 58.1 739 61.8
599 0.0 646 30.4 693 57.6 740 61.6
600 0.6 647 31.6 694 56.9 741 61.2
601 1.9 648 32.8 695 56.3 742 60.8
602 2.7 649 34.0 696 55.7 743 60.4
603 5.2 650 35.1 697 55.3 744 59.9
604 7.0 651 36.3 698 55.0 745 59.4
605 9.6 652 37.4 699 54.7 746 58.9
606 11.4 653 38.6 700 54.5 747 58.6
607 14.1 654 39.6 701 54.4 748 58.2
608 15.8 655 40.6 702 54.3 749 57.9
609 18.2 656 41.6 703 54.2 750 57.7
610 19.7 657 42.4 704 54.1 751 57.5
611 21.8 658 43.0 705 53.8 752 57.2
612 23.2 659 43.6 706 53.5 753 57.0
613 24.7 660 44.0 707 53.0 754 56.8
614 25.8 661 44.4 708 52.6 755 56.6
615 26.7 662 44.8 709 52.2 756 56.6
616 27.2 663 45.2 710 51.9 757 56.7
617 27.7 664 45.6 711 51.7 758 57.1
618 28.1 665 46.0 712 51.7 759 57.6
619 28.4 666 46.5 713 51.8 760 58.2
620 28.7 667 47.0 714 52.0 761 59.0
621 29.0 668 47.5 715 52.3 762 59.8
622 29.2 669 48.0 716 52.6 763 60.6
623 29.4 670 48.6 717 52.9 764 61.4
624 29.4 671 49.1 718 53.1 765 62.2
625 29.3 672 49.7 719 53.2 766 62.9
626 28.9 673 50.2 720 53.3 767 63.5
627 28.5 674 50.8 721 53.3 768 64.2
628 28.1 675 51.3 722 53.4 769 64.4
629 27.6 676 51.8 723 53.5 770 64.4
630 26.9 677 52.3 724 53.7 771 64.0
631 26.0 678 52.9 725 54.0 772 63.5
632 24.6 679 53.4 726 54.4 773 62.9
633 22.8 680 54.0 727 54.9 774 62.4
Page 103 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
634 21.0 681 54.5 728 55.6 775 62.0
635 19.5 682 55.1 729 56.3 776 61.6
636 18.6 683 55.6 730 57.1 777 61.4
778 61.2 827 49.7 876 53.2 925 44.4
779 61.0 828 50.6 877 53.1 926 44.5
780 60.7 829 51.6 878 53.0 927 44.6
781 60.2 830 52.5 879 53.0 928 44.7
782 59.6 831 53.3 880 53.0 929 44.6
783 58.9 832 54.1 881 53.0 930 44.5
784 58.1 833 54.7 882 53.0 931 44.4
785 57.2 834 55.3 883 53.0 932 44.2
786 56.3 835 55.7 884 52.8 933 44.1
787 55.3 836 56.1 885 52.5 934 43.7
788 54.4 837 56.4 886 51.9 935 43.3
789 53.4 838 56.7 887 51.1 936 42.8
790 52.4 839 57.1 888 50.2 937 42.3
791 51.4 840 57.5 889 49.2 938 41.6
792 50.4 841 58.0 890 48.2 939 40.7
793 49.4 842 58.7 891 47.3 940 39.8
794 48.5 843 59.3 892 46.4 941 38.8
795 47.5 844 60.0 893 45.6 942 37.8
796 46.5 845 60.6 894 45.0 943 36.9
797 45.4 846 61.3 895 44.3 944 36.1
798 44.3 847 61.5 896 43.8 945 35.5
799 43.1 848 61.5 897 43.3 946 35.0
800 42.0 849 61.4 898 42.8 947 34.7
801 40.8 850 61.2 899 42.4 948 34.4
802 39.7 851 60.5 900 42.0 949 34.1
803 38.8 852 60.0 901 41.6 950 33.9
804 38.1 853 59.5 902 41.1 951 33.6
805 37.4 854 58.9 903 40.3 952 33.3
806 37.1 855 58.4 904 39.5 953 33.0
807 36.9 856 57.9 905 38.6 954 32.7
808 37.0 857 57.5 906 37.7 955 32.3
809 37.5 858 57.1 907 36.7 956 31.9
810 37.8 859 56.7 908 36.2 957 31.5
811 38.2 860 56.4 909 36.0 958 31.0
812 38.6 861 56.1 910 36.2 959 30.6
813 39.1 862 55.8 911 37.0 960 30.2
814 39.6 863 55.5 912 38.0 961 29.7
815 40.1 864 55.3 913 39.0 962 29.1
816 40.7 865 55.0 914 39.7 963 28.4
817 41.3 866 54.7 915 40.2 964 27.6
818 41.9 867 54.4 916 40.7 965 26.8
819 42.7 868 54.2 917 41.2 966 26.0
Page 104 of 761
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MARCH 2025

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
634 21.0 681 54.5 728 55.6 775 62.0
635 19.5 682 55.1 729 56.3 776 61.6
636 18.6 683 55.6 730 57.1 777 61.4
778 61.2 827 49.7 876 53.2 925 44.4
779 61.0 828 50.6 877 53.1 926 44.5
780 60.7 829 51.6 878 53.0 927 44.6
781 60.2 830 52.5 879 53.0 928 44.7
782 59.6 831 53.3 880 53.0 929 44.6
783 58.9 832 54.1 881 53.0 930 44.5
784 58.1 833 54.7 882 53.0 931 44.4
785 57.2 834 55.3 883 53.0 932 44.2
786 56.3 835 55.7 884 52.8 933 44.1
787 55.3 836 56.1 885 52.5 934 43.7
788 54.4 837 56.4 886 51.9 935 43.3
789 53.4 838 56.7 887 51.1 936 42.8
790 52.4 839 57.1 888 50.2 937 42.3
791 51.4 840 57.5 889 49.2 938 41.6
792 50.4 841 58.0 890 48.2 939 40.7
793 49.4 842 58.7 891 47.3 940 39.8
794 48.5 843 59.3 892 46.4 941 38.8
795 47.5 844 60.0 893 45.6 942 37.8
796 46.5 845 60.6 894 45.0 943 36.9
797 45.4 846 61.3 895 44.3 944 36.1
798 44.3 847 61.5 896 43.8 945 35.5
799 43.1 848 61.5 897 43.3 946 35.0
800 42.0 849 61.4 898 42.8 947 34.7
801 40.8 850 61.2 899 42.4 948 34.4
802 39.7 851 60.5 900 42.0 949 34.1
803 38.8 852 60.0 901 41.6 950 33.9
804 38.1 853 59.5 902 41.1 951 33.6
805 37.4 854 58.9 903 40.3 952 33.3
806 37.1 855 58.4 904 39.5 953 33.0
807 36.9 856 57.9 905 38.6 954 32.7
808 37.0 857 57.5 906 37.7 955 32.3
809 37.5 858 57.1 907 36.7 956 31.9
810 37.8 859 56.7 908 36.2 957 31.5
811 38.2 860 56.4 909 36.0 958 31.0
812 38.6 861 56.1 910 36.2 959 30.6
813 39.1 862 55.8 911 37.0 960 30.2
814 39.6 863 55.5 912 38.0 961 29.7
815 40.1 864 55.3 913 39.0 962 29.1
816 40.7 865 55.0 914 39.7 963 28.4
817 41.3 866 54.7 915 40.2 964 27.6
818 41.9 867 54.4 916 40.7 965 26.8
819 42.7 868 54.2 917 41.2 966 26.0
Page 104 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
820 43.4 869 54.0 918 41.7 967 25.1
821 44.2 870 53.9 919 42.2 968 24.2
822 45.0 871 53.7 920 42.7 969 23.3
823 45.9 872 53.6 921 43.2 970 22.4
824 46.8 873 53.5 922 43.6 971 21.5
825 47.7 874 53.4 923 44.0 972 20.6
826 48.7 875 53.3 924 44.2 973 19.7
974 18.8
975 17.7
976 16.4
977 14.9
978 13.2
979 11.3
980 9.4
981 7.5
982 5.6
983 3.7
984 1.9
985 1.0
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
Page 105 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
820 43.4 869 54.0 918 41.7 967 25.1
821 44.2 870 53.9 919 42.2 968 24.2
822 45.0 871 53.7 920 42.7 969 23.3
823 45.9 872 53.6 921 43.2 970 22.4
824 46.8 873 53.5 922 43.6 971 21.5
825 47.7 874 53.4 923 44.0 972 20.6
826 48.7 875 53.3 924 44.2 973 19.7
974 18.8
975 17.7
976 16.4
977 14.9
978 13.2
979 11.3
980 9.4
981 7.5
982 5.6
983 3.7
984 1.9
985 1.0
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
Page 105 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1023 0.0 1070 19.5 1117 0.0 1164 35.9
1024 0.0 1071 20.2 1118 0.0 1165 36.6
1025 0.0 1072 20.9 1119 0.0 1166 37.5
1026 0.0 1073 21.7 1120 0.0 1167 38.4
1027 0.0 1074 22.4 1121 0.0 1168 39.3
1028 0.0 1075 23.1 1122 0.0 1169 40.0
1029 0.0 1076 23.7 1123 0.0 1170 40.6
1030 0.0 1077 24.4 1124 0.0 1171 41.1
1031 0.0 1078 25.1 1125 0.0 1172 41.4
1032 0.0 1079 25.4 1126 0.0 1173 41.6
1033 0.0 1080 25.2 1127 0.0 1174 41.8
1034 0.2 1081 23.4 1128 0.0 1175 41.8
1035 3.1 1082 21.8 1129 0.0 1176 41.9
1036 5.7 1083 19.7 1130 0.7 1177 41.9
1037 8.0 1084 17.3 1131 1.1 1178 42.0
1038 10.1 1085 14.7 1132 1.9 1179 42.0
1039 12.0 1086 12.0 1133 2.5 1180 42.2
1040 13.8 1087 9.4 1134 3.5 1181 42.3
1041 15.4 1088 5.6 1135 4.7 1182 42.6
1042 16.7 1089 3.1 1136 6.1 1183 43.0
1043 17.7 1090 0.0 1137 7.5 1184 43.3
1044 18.3 1091 0.0 1138 9.4 1185 43.7
1045 18.8 1092 0.0 1139 11.0 1186 44.0
1046 18.9 1093 0.0 1140 12.9 1187 44.3
1047 18.4 1094 0.0 1141 14.5 1188 44.5
1048 16.9 1095 0.0 1142 16.4 1189 44.6
1049 14.3 1096 0.0 1143 18.0 1190 44.6
Page 106 of 761
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Table A1/2a
WLTC, Class 1 cycle, phase Medium1 (The start of this phase is at second 589)
Time Speed Time in Speed Time in Speed Time in s Speed in km/h
in s in km/h s in km/h s in km/h
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1023 0.0 1070 19.5 1117 0.0 1164 35.9
1024 0.0 1071 20.2 1118 0.0 1165 36.6
1025 0.0 1072 20.9 1119 0.0 1166 37.5
1026 0.0 1073 21.7 1120 0.0 1167 38.4
1027 0.0 1074 22.4 1121 0.0 1168 39.3
1028 0.0 1075 23.1 1122 0.0 1169 40.0
1029 0.0 1076 23.7 1123 0.0 1170 40.6
1030 0.0 1077 24.4 1124 0.0 1171 41.1
1031 0.0 1078 25.1 1125 0.0 1172 41.4
1032 0.0 1079 25.4 1126 0.0 1173 41.6
1033 0.0 1080 25.2 1127 0.0 1174 41.8
1034 0.2 1081 23.4 1128 0.0 1175 41.8
1035 3.1 1082 21.8 1129 0.0 1176 41.9
1036 5.7 1083 19.7 1130 0.7 1177 41.9
1037 8.0 1084 17.3 1131 1.1 1178 42.0
1038 10.1 1085 14.7 1132 1.9 1179 42.0
1039 12.0 1086 12.0 1133 2.5 1180 42.2
1040 13.8 1087 9.4 1134 3.5 1181 42.3
1041 15.4 1088 5.6 1135 4.7 1182 42.6
1042 16.7 1089 3.1 1136 6.1 1183 43.0
1043 17.7 1090 0.0 1137 7.5 1184 43.3
1044 18.3 1091 0.0 1138 9.4 1185 43.7
1045 18.8 1092 0.0 1139 11.0 1186 44.0
1046 18.9 1093 0.0 1140 12.9 1187 44.3
1047 18.4 1094 0.0 1141 14.5 1188 44.5
1048 16.9 1095 0.0 1142 16.4 1189 44.6
1049 14.3 1096 0.0 1143 18.0 1190 44.6
Page 106 of 762
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Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1050 10.8 1097 0.0 1144 20.0 1191 44.5
1051 7.1 1098 0.0 1145 21.5 1192 44.4
1052 4.0 1099 0.0 1146 23.5 1193 44.3
1053 0.0 1100 0.0 1147 25.0 1194 44.2
1054 0.0 1101 0.0 1148 26.8 1195 44.1
1055 0.0 1102 0.0 1149 28.2 1196 44.0
1056 0.0 1103 0.0 1150 30.0 1197 43.9
1057 1.5 1104 0.0 1151 31.4 1198 43.8
1058 3.8 1105 0.0 1152 32.5 1199 43.7
1059 5.6 1106 0.0 1153 33.2 1200 43.6
1060 7.5 1107 0.0 1154 33.4 1201 43.5
1061 9.2 1108 0.0 1155 33.7 1202 43.4
1062 10.8 1109 0.0 1156 33.9 1203 43.3
1063 12.4 1110 0.0 1157 34.2 1204 43.1
1064 13.8 1111 0.0 1158 34.4 1205 42.9
1065 15.2 1112 0.0 1159 34.7 1206 42.7
1066 16.3 1113 0.0 1160 34.9 1207 42.5
1067 17.3 1114 0.0 1161 35.2 1208 42.3
1068 18.0 1115 0.0 1162 35.4 1209 42.2
1069 18.8 1116 0.0 1163 35.7 1210 42.2
1211 42.2 1260 39.9 1309 24.9 1358 14.3
1212 42.3 1261 40.0 1310 24.5 1359 14.0
1213 42.4 1262 40.1 1311 24.2 1360 13.0
1214 42.5 1263 40.2 1312 24.0 1361 11.4
1215 42.7 1264 40.3 1313 23.8 1362 10.2
1216 42.9 1265 40.4 1314 23.6 1363 8.0
1217 43.1 1266 40.5 1315 23.5 1364 7.0
1218 43.2 1267 40.5 1316 23.4 1365 6.0
1219 43.3 1268 40.4 1317 23.3 1366 5.5
1220 43.4 1269 40.3 1318 23.3 1367 5.0
1221 43.4 1270 40.2 1319 23.2 1368 4.5
1222 43.2 1271 40.1 1320 23.1 1369 4.0
1223 42.9 1272 39.7 1321 23.0 1370 3.5
1224 42.6 1273 38.8 1322 22.8 1371 3.0
1225 42.2 1274 37.4 1323 22.5 1372 2.5
1226 41.9 1275 35.6 1324 22.1 1373 2.0
1227 41.5 1276 33.4 1325 21.7 1374 1.5
1228 41.0 1277 31.2 1326 21.1 1375 1.0
1229 40.5 1278 29.1 1327 20.4 1376 0.5
1230 39.9 1279 27.6 1328 19.5 1377 0.0
1231 39.3 1280 26.6 1329 18.5 1378 0.0
1232 38.7 1281 26.2 1330 17.6 1379 0.0
1233 38.1 1282 26.3 1331 16.6 1380 0.0
1234 37.5 1283 26.7 1332 15.7 1381 0.0
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Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1050 10.8 1097 0.0 1144 20.0 1191 44.5
1051 7.1 1098 0.0 1145 21.5 1192 44.4
1052 4.0 1099 0.0 1146 23.5 1193 44.3
1053 0.0 1100 0.0 1147 25.0 1194 44.2
1054 0.0 1101 0.0 1148 26.8 1195 44.1
1055 0.0 1102 0.0 1149 28.2 1196 44.0
1056 0.0 1103 0.0 1150 30.0 1197 43.9
1057 1.5 1104 0.0 1151 31.4 1198 43.8
1058 3.8 1105 0.0 1152 32.5 1199 43.7
1059 5.6 1106 0.0 1153 33.2 1200 43.6
1060 7.5 1107 0.0 1154 33.4 1201 43.5
1061 9.2 1108 0.0 1155 33.7 1202 43.4
1062 10.8 1109 0.0 1156 33.9 1203 43.3
1063 12.4 1110 0.0 1157 34.2 1204 43.1
1064 13.8 1111 0.0 1158 34.4 1205 42.9
1065 15.2 1112 0.0 1159 34.7 1206 42.7
1066 16.3 1113 0.0 1160 34.9 1207 42.5
1067 17.3 1114 0.0 1161 35.2 1208 42.3
1068 18.0 1115 0.0 1162 35.4 1209 42.2
1069 18.8 1116 0.0 1163 35.7 1210 42.2
1211 42.2 1260 39.9 1309 24.9 1358 14.3
1212 42.3 1261 40.0 1310 24.5 1359 14.0
1213 42.4 1262 40.1 1311 24.2 1360 13.0
1214 42.5 1263 40.2 1312 24.0 1361 11.4
1215 42.7 1264 40.3 1313 23.8 1362 10.2
1216 42.9 1265 40.4 1314 23.6 1363 8.0
1217 43.1 1266 40.5 1315 23.5 1364 7.0
1218 43.2 1267 40.5 1316 23.4 1365 6.0
1219 43.3 1268 40.4 1317 23.3 1366 5.5
1220 43.4 1269 40.3 1318 23.3 1367 5.0
1221 43.4 1270 40.2 1319 23.2 1368 4.5
1222 43.2 1271 40.1 1320 23.1 1369 4.0
1223 42.9 1272 39.7 1321 23.0 1370 3.5
1224 42.6 1273 38.8 1322 22.8 1371 3.0
1225 42.2 1274 37.4 1323 22.5 1372 2.5
1226 41.9 1275 35.6 1324 22.1 1373 2.0
1227 41.5 1276 33.4 1325 21.7 1374 1.5
1228 41.0 1277 31.2 1326 21.1 1375 1.0
1229 40.5 1278 29.1 1327 20.4 1376 0.5
1230 39.9 1279 27.6 1328 19.5 1377 0.0
1231 39.3 1280 26.6 1329 18.5 1378 0.0
1232 38.7 1281 26.2 1330 17.6 1379 0.0
1233 38.1 1282 26.3 1331 16.6 1380 0.0
1234 37.5 1283 26.7 1332 15.7 1381 0.0
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Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1235 36.9 1284 27.5 1333 14.9 1382 0.0
1236 36.3 1285 28.4 1334 14.3 1383 2.2
1237 35.7 1286 29.4 1335 14.1 1384 4.5
1238 35.1 1287 30.4 1336 14.0 1385 6.6
1239 34.5 1288 31.2 1337 13.9 1386 8.6
1240 33.9 1289 31.9 1338 13.8 1387 10.6
1241 33.6 1290 32.5 1339 13.7 1388 12.5
1242 33.5 1291 33.0 1340 13.6 1389 14.4
1243 33.6 1292 33.4 1341 13.5 1390 16.3
1244 33.9 1293 33.8 1342 13.4 1391 17.9
1245 34.3 1294 34.1 1343 13.3 1392 19.1
1246 34.7 1295 34.3 1344 13.2 1393 19.9
1247 35.1 1296 34.3 1345 13.2 1394 20.3
1248 35.5 1297 33.9 1346 13.2 1395 20.5
1249 35.9 1298 33.3 1347 13.4 1396 20.7
1250 36.4 1299 32.6 1348 13.5 1397 21.0
1251 36.9 1300 31.8 1349 13.7 1398 21.6
1252 37.4 1301 30.7 1350 13.8 1399 22.6
1253 37.9 1302 29.6 1351 14.0 1400 23.7
1254 38.3 1303 28.6 1352 14.1 1401 24.8
1255 38.7 1304 27.8 1353 14.3 1402 25.7
1256 39.1 1305 27.0 1354 14.4 1403 26.2
1257 39.3 1306 26.4 1355 14.4 1404 26.4
1258 39.5 1307 25.8 1356 14.4 1405 26.4
1259 39.7 1308 25.3 1357 14.3 1406 26.4
1407 26.5 1456 0.0 1505 4.6 1554 48.5
1408 26.6 1457 0.0 1506 6.1 1555 48.7
1409 26.8 1458 0.0 1507 7.8 1556 48.9
1410 26.9 1459 0.0 1508 9.5 1557 49.1
1411 27.2 1460 0.0 1509 11.3 1558 49.1
1412 27.5 1461 0.0 1510 13.2 1559 49.0
1413 28.0 1462 0.0 1511 15.0 1560 48.8
1414 28.8 1463 0.0 1512 16.8 1561 48.6
1415 29.9 1464 0.0 1513 18.4 1562 48.5
1416 31.0 1465 0.0 1514 20.1 1563 48.4
1417 31.9 1466 0.0 1515 21.6 1564 48.3
1418 32.5 1467 0.0 1516 23.1 1565 48.2
1419 32.6 1468 0.0 1517 24.6 1566 48.1
1420 32.4 1469 0.0 1518 26.0 1567 47.5
1421 32.0 1470 0.0 1519 27.5 1568 46.7
1422 31.3 1471 0.0 1520 29.0 1569 45.7
1423 30.3 1472 0.0 1521 30.6 1570 44.6
1424 28.0 1473 0.0 1522 32.1 1571 42.9
1425 27.0 1474 0.0 1523 33.7 1572 40.8
Page 108 of 761
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Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1235 36.9 1284 27.5 1333 14.9 1382 0.0
1236 36.3 1285 28.4 1334 14.3 1383 2.2
1237 35.7 1286 29.4 1335 14.1 1384 4.5
1238 35.1 1287 30.4 1336 14.0 1385 6.6
1239 34.5 1288 31.2 1337 13.9 1386 8.6
1240 33.9 1289 31.9 1338 13.8 1387 10.6
1241 33.6 1290 32.5 1339 13.7 1388 12.5
1242 33.5 1291 33.0 1340 13.6 1389 14.4
1243 33.6 1292 33.4 1341 13.5 1390 16.3
1244 33.9 1293 33.8 1342 13.4 1391 17.9
1245 34.3 1294 34.1 1343 13.3 1392 19.1
1246 34.7 1295 34.3 1344 13.2 1393 19.9
1247 35.1 1296 34.3 1345 13.2 1394 20.3
1248 35.5 1297 33.9 1346 13.2 1395 20.5
1249 35.9 1298 33.3 1347 13.4 1396 20.7
1250 36.4 1299 32.6 1348 13.5 1397 21.0
1251 36.9 1300 31.8 1349 13.7 1398 21.6
1252 37.4 1301 30.7 1350 13.8 1399 22.6
1253 37.9 1302 29.6 1351 14.0 1400 23.7
1254 38.3 1303 28.6 1352 14.1 1401 24.8
1255 38.7 1304 27.8 1353 14.3 1402 25.7
1256 39.1 1305 27.0 1354 14.4 1403 26.2
1257 39.3 1306 26.4 1355 14.4 1404 26.4
1258 39.5 1307 25.8 1356 14.4 1405 26.4
1259 39.7 1308 25.3 1357 14.3 1406 26.4
1407 26.5 1456 0.0 1505 4.6 1554 48.5
1408 26.6 1457 0.0 1506 6.1 1555 48.7
1409 26.8 1458 0.0 1507 7.8 1556 48.9
1410 26.9 1459 0.0 1508 9.5 1557 49.1
1411 27.2 1460 0.0 1509 11.3 1558 49.1
1412 27.5 1461 0.0 1510 13.2 1559 49.0
1413 28.0 1462 0.0 1511 15.0 1560 48.8
1414 28.8 1463 0.0 1512 16.8 1561 48.6
1415 29.9 1464 0.0 1513 18.4 1562 48.5
1416 31.0 1465 0.0 1514 20.1 1563 48.4
1417 31.9 1466 0.0 1515 21.6 1564 48.3
1418 32.5 1467 0.0 1516 23.1 1565 48.2
1419 32.6 1468 0.0 1517 24.6 1566 48.1
1420 32.4 1469 0.0 1518 26.0 1567 47.5
1421 32.0 1470 0.0 1519 27.5 1568 46.7
1422 31.3 1471 0.0 1520 29.0 1569 45.7
1423 30.3 1472 0.0 1521 30.6 1570 44.6
1424 28.0 1473 0.0 1522 32.1 1571 42.9
1425 27.0 1474 0.0 1523 33.7 1572 40.8
Page 108 of 762
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Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1426 24.0 1475 0.0 1524 35.3 1573 38.2
1427 22.5 1476 0.0 1525 36.8 1574 35.3
1428 19.0 1477 0.0 1526 38.1 1575 31.8
1429 17.5 1478 0.0 1527 39.3 1576 28.7
1430 14.0 1479 0.0 1528 40.4 1577 25.8
1431 12.5 1480 0.0 1529 41.2 1578 22.9
1432 9.0 1481 0.0 1530 41.9 1579 20.2
1433 7.5 1482 0.0 1531 42.6 1580 17.3
1434 4.0 1483 0.0 1532 43.3 1581 15.0
1435 2.9 1484 0.0 1533 44.0 1582 12.3
1436 0.0 1485 0.0 1534 44.6 1583 10.3
1437 0.0 1486 0.0 1535 45.3 1584 7.8
1438 0.0 1487 0.0 1536 45.5 1585 6.5
1439 0.0 1488 0.0 1537 45.5 1586 4.4
1440 0.0 1489 0.0 1538 45.2 1587 3.2
1441 0.0 1490 0.0 1539 44.7 1588 1.2
1442 0.0 1491 0.0 1540 44.2 1589 0.0
1443 0.0 1492 0.0 1541 43.6 1590 0.0
1444 0.0 1493 0.0 1542 43.1 1591 0.0
1445 0.0 1494 0.0 1543 42.8 1592 0.0
1446 0.0 1495 0.0 1544 42.7 1593 0.0
1447 0.0 1496 0.0 1545 42.8 1594 0.0
1448 0.0 1497 0.0 1546 43.3 1595 0.0
1449 0.0 1498 0.0 1547 43.9 1596 0.0
1450 0.0 1499 0.0 1548 44.6 1597 0.0
1451 0.0 1500 0.0 1549 45.4 1598 0.0
1452 0.0 1501 0.0 1550 46.3 1599 0.0
1453 0.0 1502 0.0 1551 47.2 1600 0.0
1454 0.0 1503 1.6 1552 47.8 1601 0.0
1455 0.0 1504 3.1 1553 48.2 1602 0.0
1603 0.0
1604 0.0
1605 0.0
1606 0.0
1607 0.0
1608 0.0
1609 0.0
1610 0.0
1611 0.0

Page 109 of 761

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Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1022 is the end of phase Medium1 and
the start of phase Low12)
Time Speed Time in Speed Time in s Speed Time in Speed in km/h
in s in km/h s in km/h in km/h s
1426 24.0 1475 0.0 1524 35.3 1573 38.2
1427 22.5 1476 0.0 1525 36.8 1574 35.3
1428 19.0 1477 0.0 1526 38.1 1575 31.8
1429 17.5 1478 0.0 1527 39.3 1576 28.7
1430 14.0 1479 0.0 1528 40.4 1577 25.8
1431 12.5 1480 0.0 1529 41.2 1578 22.9
1432 9.0 1481 0.0 1530 41.9 1579 20.2
1433 7.5 1482 0.0 1531 42.6 1580 17.3
1434 4.0 1483 0.0 1532 43.3 1581 15.0
1435 2.9 1484 0.0 1533 44.0 1582 12.3
1436 0.0 1485 0.0 1534 44.6 1583 10.3
1437 0.0 1486 0.0 1535 45.3 1584 7.8
1438 0.0 1487 0.0 1536 45.5 1585 6.5
1439 0.0 1488 0.0 1537 45.5 1586 4.4
1440 0.0 1489 0.0 1538 45.2 1587 3.2
1441 0.0 1490 0.0 1539 44.7 1588 1.2
1442 0.0 1491 0.0 1540 44.2 1589 0.0
1443 0.0 1492 0.0 1541 43.6 1590 0.0
1444 0.0 1493 0.0 1542 43.1 1591 0.0
1445 0.0 1494 0.0 1543 42.8 1592 0.0
1446 0.0 1495 0.0 1544 42.7 1593 0.0
1447 0.0 1496 0.0 1545 42.8 1594 0.0
1448 0.0 1497 0.0 1546 43.3 1595 0.0
1449 0.0 1498 0.0 1547 43.9 1596 0.0
1450 0.0 1499 0.0 1548 44.6 1597 0.0
1451 0.0 1500 0.0 1549 45.4 1598 0.0
1452 0.0 1501 0.0 1550 46.3 1599 0.0
1453 0.0 1502 0.0 1551 47.2 1600 0.0
1454 0.0 1503 1.6 1552 47.8 1601 0.0
1455 0.0 1504 3.1 1553 48.2 1602 0.0
1603 0.0
1604 0.0
1605 0.0
1606 0.0
1607 0.0
1608 0.0
1609 0.0
1610 0.0
1611 0.0

Page 109 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

5.0 WLTC Class 2 Cycle

Figure A1/3
WLTC, Class 2 cycle, phase Low2

Figure A1/4
WLTC, Class 2 cycle, phase Medium2

Figure A1/5
WLTC, Class 2 cycle, phase High2

Page 110 of 761

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5.0 WLTC Class 2 Cycle

Figure A1/3
WLTC, Class 2 cycle, phase Low2

Figure A1/4
WLTC, Class 2 cycle, phase Medium2

Figure A1/5
WLTC, Class 2 cycle, phase High2

Page 110 of 762

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Septemebr 2023

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
0 0.0 47 11.6 94 0.0 141 36.8
1 0.0 48 12.4 95 0.0 142 35.1
2 0.0 49 13.2 96 0.0 143 32.2
3 0.0 50 14.2 97 0.0 144 31.1
4 0.0 51 14.8 98 0.0 145 30.8
5 0.0 52 14.7 99 0.0 146 29.7
6 0.0 53 14.4 100 0.0 147 29.4
7 0.0 54 14.1 101 0.0 148 29.0
8 0.0 55 13.6 102 0.0 149 28.5
9 0.0 56 13.0 103 0.0 150 26.0
10 0.0 57 12.4 104 0.0 151 23.4
11 0.0 58 11.8 105 0.0 152 20.7
12 0.0 59 11.2 106 0.0 153 17.4
13 1.2 60 10.6 107 0.8 154 15.2
14 2.6 61 9.9 108 1.4 155 13.5
15 4.9 62 9.0 109 2.3 156 13.0
16 7.3 63 8.2 110 3.5 157 12.4
17 9.4 64 7.0 111 4.7 158 12.3
18 11.4 65 4.8 112 5.9 159 12.2
19 12.7 66 2.3 113 7.4 160 12.3
20 13.3 67 0.0 114 9.2 161 12.4
21 13.4 68 0.0 115 11.7 162 12.5
22 13.3 69 0.0 116 13.5 163 12.7
23 13.1 70 0.0 117 15.0 164 12.8
24 12.5 71 0.0 118 16.2 165 13.2
25 11.1 72 0.0 119 16.8 166 14.3
26 8.9 73 0.0 120 17.5 167 16.5
27 6.2 74 0.0 121 18.8 168 19.4
28 3.8 75 0.0 122 20.3 169 21.7
29 1.8 76 0.0 123 22.0 170 23.1
30 0.0 77 0.0 124 23.6 171 23.5
31 0.0 78 0.0 125 24.8 172 24.2
32 0.0 79 0.0 126 25.6 173 24.8
33 0.0 80 0.0 127 26.3 174 25.4
34 1.5 81 0.0 128 27.2 175 25.8
35 2.8 82 0.0 129 28.3 176 26.5
36 3.6 83 0.0 130 29.6 177 27.2
37 4.5 84 0.0 131 30.9 178 28.3
38 5.3 85 0.0 132 32.2 179 29.9
39 6.0 86 0.0 133 33.4 180 32.4
40 6.6 87 0.0 134 35.1 181 35.1
41 7.3 88 0.0 135 37.2 182 37.5
42 7.9 89 0.0 136 38.7 183 39.2
Page 111 of 761
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MARCH 2025

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
0 0.0 47 11.6 94 0.0 141 36.8
1 0.0 48 12.4 95 0.0 142 35.1
2 0.0 49 13.2 96 0.0 143 32.2
3 0.0 50 14.2 97 0.0 144 31.1
4 0.0 51 14.8 98 0.0 145 30.8
5 0.0 52 14.7 99 0.0 146 29.7
6 0.0 53 14.4 100 0.0 147 29.4
7 0.0 54 14.1 101 0.0 148 29.0
8 0.0 55 13.6 102 0.0 149 28.5
9 0.0 56 13.0 103 0.0 150 26.0
10 0.0 57 12.4 104 0.0 151 23.4
11 0.0 58 11.8 105 0.0 152 20.7
12 0.0 59 11.2 106 0.0 153 17.4
13 1.2 60 10.6 107 0.8 154 15.2
14 2.6 61 9.9 108 1.4 155 13.5
15 4.9 62 9.0 109 2.3 156 13.0
16 7.3 63 8.2 110 3.5 157 12.4
17 9.4 64 7.0 111 4.7 158 12.3
18 11.4 65 4.8 112 5.9 159 12.2
19 12.7 66 2.3 113 7.4 160 12.3
20 13.3 67 0.0 114 9.2 161 12.4
21 13.4 68 0.0 115 11.7 162 12.5
22 13.3 69 0.0 116 13.5 163 12.7
23 13.1 70 0.0 117 15.0 164 12.8
24 12.5 71 0.0 118 16.2 165 13.2
25 11.1 72 0.0 119 16.8 166 14.3
26 8.9 73 0.0 120 17.5 167 16.5
27 6.2 74 0.0 121 18.8 168 19.4
28 3.8 75 0.0 122 20.3 169 21.7
29 1.8 76 0.0 123 22.0 170 23.1
30 0.0 77 0.0 124 23.6 171 23.5
31 0.0 78 0.0 125 24.8 172 24.2
32 0.0 79 0.0 126 25.6 173 24.8
33 0.0 80 0.0 127 26.3 174 25.4
34 1.5 81 0.0 128 27.2 175 25.8
35 2.8 82 0.0 129 28.3 176 26.5
36 3.6 83 0.0 130 29.6 177 27.2
37 4.5 84 0.0 131 30.9 178 28.3
38 5.3 85 0.0 132 32.2 179 29.9
39 6.0 86 0.0 133 33.4 180 32.4
40 6.6 87 0.0 134 35.1 181 35.1
41 7.3 88 0.0 135 37.2 182 37.5
42 7.9 89 0.0 136 38.7 183 39.2
Page 111 of 762
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Septemebr 2023

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
43 8.6 90 0.0 137 39.0 184 40.5
44 9.3 91 0.0 138 40.1 185 41.4
45 10 92 0.0 139 40.4 186 42.0
46 10.8 93 0.0 140 39.7 187 42.5
188 43.2 237 33.5 286 32.5 335 25.0
189 44.4 238 35.8 287 30.9 336 24.6
190 45.9 239 37.6 288 28.6 337 23.9
191 47.6 240 38.8 289 25.9 338 23.0
192 49.0 241 39.6 290 23.1 339 21.8
193 50.0 242 40.1 291 20.1 340 20.7
194 50.2 243 40.9 292 17.3 341 19.6
195 50.1 244 41.8 293 15.1 342 18.7
196 49.8 245 43.3 294 13.7 343 18.1
197 49.4 246 44.7 295 13.4 344 17.5
198 48.9 247 46.4 296 13.9 345 16.7
199 48.5 248 47.9 297 15.0 346 15.4
200 48.3 249 49.6 298 16.3 347 13.6
201 48.2 250 49.6 299 17.4 348 11.2
202 47.9 251 48.8 300 18.2 349 8.6
203 47.1 252 48.0 301 18.6 350 6.0
204 45.5 253 47.5 302 19.0 351 3.1
205 43.2 254 47.1 303 19.4 352 1.2
206 40.6 255 46.9 304 19.8 353 0.0
207 38.5 256 45.8 305 20.1 354 0.0
208 36.9 257 45.8 306 20.5 355 0.0
209 35.9 258 45.8 307 20.2 356 0.0
210 35.3 259 45.9 308 18.6 357 0.0
211 34.8 260 46.2 309 16.5 358 0.0
212 34.5 261 46.4 310 14.4 359 0.0
213 34.2 262 46.6 311 13.4 360 1.4
214 34.0 263 46.8 312 12.9 361 3.2
215 33.8 264 47.0 313 12.7 362 5.6
216 33.6 265 47.3 314 12.4 363 8.1
217 33.5 266 47.5 315 12.4 364 10.3
218 33.5 267 47.9 316 12.8 365 12.1
219 33.4 268 48.3 317 14.1 366 12.6
220 33.3 269 48.3 318 16.2 367 13.6
221 33.3 270 48.2 319 18.8 368 14.5
222 33.2 271 48.0 320 21.9 369 15.6
223 33.1 272 47.7 321 25.0 370 16.8
224 33.0 273 47.2 322 28.4 371 18.2
225 32.9 274 46.5 323 31.3 372 19.6
226 32.8 275 45.2 324 34.0 373 20.9
227 32.7 276 43.7 325 34.6 374 22.3
Page 112 of 761
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MARCH 2025

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
43 8.6 90 0.0 137 39.0 184 40.5
44 9.3 91 0.0 138 40.1 185 41.4
45 10 92 0.0 139 40.4 186 42.0
46 10.8 93 0.0 140 39.7 187 42.5
188 43.2 237 33.5 286 32.5 335 25.0
189 44.4 238 35.8 287 30.9 336 24.6
190 45.9 239 37.6 288 28.6 337 23.9
191 47.6 240 38.8 289 25.9 338 23.0
192 49.0 241 39.6 290 23.1 339 21.8
193 50.0 242 40.1 291 20.1 340 20.7
194 50.2 243 40.9 292 17.3 341 19.6
195 50.1 244 41.8 293 15.1 342 18.7
196 49.8 245 43.3 294 13.7 343 18.1
197 49.4 246 44.7 295 13.4 344 17.5
198 48.9 247 46.4 296 13.9 345 16.7
199 48.5 248 47.9 297 15.0 346 15.4
200 48.3 249 49.6 298 16.3 347 13.6
201 48.2 250 49.6 299 17.4 348 11.2
202 47.9 251 48.8 300 18.2 349 8.6
203 47.1 252 48.0 301 18.6 350 6.0
204 45.5 253 47.5 302 19.0 351 3.1
205 43.2 254 47.1 303 19.4 352 1.2
206 40.6 255 46.9 304 19.8 353 0.0
207 38.5 256 45.8 305 20.1 354 0.0
208 36.9 257 45.8 306 20.5 355 0.0
209 35.9 258 45.8 307 20.2 356 0.0
210 35.3 259 45.9 308 18.6 357 0.0
211 34.8 260 46.2 309 16.5 358 0.0
212 34.5 261 46.4 310 14.4 359 0.0
213 34.2 262 46.6 311 13.4 360 1.4
214 34.0 263 46.8 312 12.9 361 3.2
215 33.8 264 47.0 313 12.7 362 5.6
216 33.6 265 47.3 314 12.4 363 8.1
217 33.5 266 47.5 315 12.4 364 10.3
218 33.5 267 47.9 316 12.8 365 12.1
219 33.4 268 48.3 317 14.1 366 12.6
220 33.3 269 48.3 318 16.2 367 13.6
221 33.3 270 48.2 319 18.8 368 14.5
222 33.2 271 48.0 320 21.9 369 15.6
223 33.1 272 47.7 321 25.0 370 16.8
224 33.0 273 47.2 322 28.4 371 18.2
225 32.9 274 46.5 323 31.3 372 19.6
226 32.8 275 45.2 324 34.0 373 20.9
227 32.7 276 43.7 325 34.6 374 22.3
Page 112 of 762
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Septemebr 2023

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
228 32.5 277 42.0 326 33.9 375 23.8
229 32.3 278 40.4 327 31.9 376 25.4
230 31.8 279 39.0 328 30.0 377 27.0
231 31.4 280 37.7 329 29.0 378 28.6
232 30.9 281 36.4 330 27.9 379 30.2
233 30.6 282 35.2 331 27.1 380 31.2
234 30.6 283 34.3 332 26.4 381 31.2
235 30.7 284 33.8 333 25.9 382 30.7
236 32.0 285 33.3 334 25.5 383 29.5
384 28.6 433 0.0 482 2.5 531 26.0
385 27.7 434 0.0 483 5.2 532 26.5
386 26.9 435 0.0 484 7.9 533 26.9
387 26.1 436 0.0 485 10.3 534 27.3
388 25.4 437 0.0 486 12.7 535 27.9
389 24.6 438 0.0 487 15.0 536 30.3
390 23.6 439 0.0 488 17.4 537 33.2
391 22.6 440 0.0 489 19.7 538 35.4
392 21.7 441 0.0 490 21.9 539 38.0
393 20.7 442 0.0 491 24.1 540 40.1
394 19.8 443 0.0 492 26.2 541 42.7
395 18.8 444 0.0 493 28.1 542 44.5
396 17.7 445 0.0 494 29.7 543 46.3
397 16.6 446 0.0 495 31.3 544 47.6
398 15.6 447 0.0 496 33.0 545 48.8
399 14.8 448 0.0 497 34.7 546 49.7
400 14.3 449 0.0 498 36.3 547 50.6
401 13.8 450 0.0 499 38.1 548 51.4
402 13.4 451 0.0 500 39.4 549 51.4
403 13.1 452 0.0 501 40.4 550 50.2
404 12.8 453 0.0 502 41.2 551 47.1
405 12.3 454 0.0 503 42.1 552 44.5
406 11.6 455 0.0 504 43.2 553 41.5
407 10.5 456 0.0 505 44.3 554 38.5
408 9.0 457 0.0 506 45.7 555 35.5
409 7.2 458 0.0 507 45.4 556 32.5
410 5.2 459 0.0 508 44.5 557 29.5
411 2.9 460 0.0 509 42.5 558 26.5
412 1.2 461 0.0 510 39.5 559 23.5
413 0.0 462 0.0 511 36.5 560 20.4
414 0.0 463 0.0 512 33.5 561 17.5
415 0.0 464 0.0 513 30.4 562 14.5
416 0.0 465 0.0 514 27.0 563 11.5
417 0.0 466 0.0 515 23.6 564 8.5
418 0.0 467 0.0 516 21.0 565 5.6
Page 113 of 761
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MARCH 2025

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
228 32.5 277 42.0 326 33.9 375 23.8
229 32.3 278 40.4 327 31.9 376 25.4
230 31.8 279 39.0 328 30.0 377 27.0
231 31.4 280 37.7 329 29.0 378 28.6
232 30.9 281 36.4 330 27.9 379 30.2
233 30.6 282 35.2 331 27.1 380 31.2
234 30.6 283 34.3 332 26.4 381 31.2
235 30.7 284 33.8 333 25.9 382 30.7
236 32.0 285 33.3 334 25.5 383 29.5
384 28.6 433 0.0 482 2.5 531 26.0
385 27.7 434 0.0 483 5.2 532 26.5
386 26.9 435 0.0 484 7.9 533 26.9
387 26.1 436 0.0 485 10.3 534 27.3
388 25.4 437 0.0 486 12.7 535 27.9
389 24.6 438 0.0 487 15.0 536 30.3
390 23.6 439 0.0 488 17.4 537 33.2
391 22.6 440 0.0 489 19.7 538 35.4
392 21.7 441 0.0 490 21.9 539 38.0
393 20.7 442 0.0 491 24.1 540 40.1
394 19.8 443 0.0 492 26.2 541 42.7
395 18.8 444 0.0 493 28.1 542 44.5
396 17.7 445 0.0 494 29.7 543 46.3
397 16.6 446 0.0 495 31.3 544 47.6
398 15.6 447 0.0 496 33.0 545 48.8
399 14.8 448 0.0 497 34.7 546 49.7
400 14.3 449 0.0 498 36.3 547 50.6
401 13.8 450 0.0 499 38.1 548 51.4
402 13.4 451 0.0 500 39.4 549 51.4
403 13.1 452 0.0 501 40.4 550 50.2
404 12.8 453 0.0 502 41.2 551 47.1
405 12.3 454 0.0 503 42.1 552 44.5
406 11.6 455 0.0 504 43.2 553 41.5
407 10.5 456 0.0 505 44.3 554 38.5
408 9.0 457 0.0 506 45.7 555 35.5
409 7.2 458 0.0 507 45.4 556 32.5
410 5.2 459 0.0 508 44.5 557 29.5
411 2.9 460 0.0 509 42.5 558 26.5
412 1.2 461 0.0 510 39.5 559 23.5
413 0.0 462 0.0 511 36.5 560 20.4
414 0.0 463 0.0 512 33.5 561 17.5
415 0.0 464 0.0 513 30.4 562 14.5
416 0.0 465 0.0 514 27.0 563 11.5
417 0.0 466 0.0 515 23.6 564 8.5
418 0.0 467 0.0 516 21.0 565 5.6
Page 113 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
419 0.0 468 0.0 517 19.5 566 2.6
420 0.0 469 0.0 518 17.6 567 0.0
421 0.0 470 0.0 519 16.1 568 0.0
422 0.0 471 0.0 520 14.5 569 0.0
423 0.0 472 0.0 521 13.5 570 0.0
424 0.0 473 0.0 522 13.7 571 0.0
425 0.0 474 0.0 523 16.0 572 0.0
426 0.0 475 0.0 524 18.1 573 0.0
427 0.0 476 0.0 525 20.8 574 0.0
428 0.0 477 0.0 526 21.5 575 0.0
429 0.0 478 0.0 527 22.5 576 0.0
430 0.0 479 0.0 528 23.4 577 0.0
431 0.0 480 0.0 529 24.5 578 0.0
432 0.0 481 1.4 530 25.6 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

Page 114 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of
phase Medium1)
Time Speed Time in Speed Time in s Speed Time in s Speed
in s in km/h s in km/h in km/h in km/h
419 0.0 468 0.0 517 19.5 566 2.6
420 0.0 469 0.0 518 17.6 567 0.0
421 0.0 470 0.0 519 16.1 568 0.0
422 0.0 471 0.0 520 14.5 569 0.0
423 0.0 472 0.0 521 13.5 570 0.0
424 0.0 473 0.0 522 13.7 571 0.0
425 0.0 474 0.0 523 16.0 572 0.0
426 0.0 475 0.0 524 18.1 573 0.0
427 0.0 476 0.0 525 20.8 574 0.0
428 0.0 477 0.0 526 21.5 575 0.0
429 0.0 478 0.0 527 22.5 576 0.0
430 0.0 479 0.0 528 23.4 577 0.0
431 0.0 480 0.0 529 24.5 578 0.0
432 0.0 481 1.4 530 25.6 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

Page 114 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
590 0.0 637 38.6 684 59.3 731 55.3
591 0.0 638 39.8 685 60.2 732 55.1
592 0.0 639 40.6 686 61.3 733 54.8
593 0.0 640 41.1 687 62.4 734 54.6
594 0.0 641 41.9 688 63.4 735 54.5
595 0.0 642 42.8 689 64.4 736 54.3
596 0.0 643 44.3 690 65.4 737 53.9
597 0.0 644 45.7 691 66.3 738 53.4
598 0.0 645 47.4 692 67.2 739 52.6
599 0.0 646 48.9 693 68.0 740 51.5
600 0.0 647 50.6 694 68.8 741 50.2
601 1.6 648 52.0 695 69.5 742 48.7
602 3.6 649 53.7 696 70.1 743 47.0
603 6.3 650 55.0 697 70.6 744 45.1
604 9.0 651 56.8 698 71.0 745 43.0
605 11.8 652 58.0 699 71.6 746 40.6
606 14.2 653 59.8 700 72.2 747 38.1
607 16.6 654 61.1 701 72.8 748 35.4
608 18.5 655 62.4 702 73.5 749 32.7
609 20.8 656 63.0 703 74.1 750 30.0
610 23.4 657 63.5 704 74.3 751 27.5
611 26.9 658 63.0 705 74.3 752 25.3
612 30.3 659 62.0 706 73.7 753 23.4
613 32.8 660 60.4 707 71.9 754 22.0
614 34.1 661 58.6 708 70.5 755 20.8
615 34.2 662 56.7 709 68.9 756 19.8
616 33.6 663 55.0 710 67.4 757 18.9
617 32.1 664 53.7 711 66.0 758 18.0
618 30.0 665 52.7 712 64.7 759 17.0
619 27.5 666 51.9 713 63.7 760 16.1
620 25.1 667 51.4 714 62.9 761 15.5
621 22.8 668 51.0 715 62.2 762 14.4
622 20.5 669 50.7 716 61.7 763 14.9
623 17.9 670 50.6 717 61.2 764 15.9
624 15.1 671 50.8 718 60.7 765 17.1
625 13.4 672 51.2 719 60.3 766 18.3
626 12.8 673 51.7 720 59.9 767 19.4
627 13.7 674 52.3 721 59.6 768 20.4
628 16.0 675 53.1 722 59.3 769 21.2
629 18.1 676 53.8 723 59.0 770 21.9
630 20.8 677 54.5 724 58.6 771 22.7
631 23.7 678 55.1 725 58.0 772 23.4
632 26.5 679 55.9 726 57.5 773 24.2
633 29.3 680 56.5 727 56.9 774 24.3
634 32.0 681 57.1 728 56.3 775 24.2
Page 115 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
590 0.0 637 38.6 684 59.3 731 55.3
591 0.0 638 39.8 685 60.2 732 55.1
592 0.0 639 40.6 686 61.3 733 54.8
593 0.0 640 41.1 687 62.4 734 54.6
594 0.0 641 41.9 688 63.4 735 54.5
595 0.0 642 42.8 689 64.4 736 54.3
596 0.0 643 44.3 690 65.4 737 53.9
597 0.0 644 45.7 691 66.3 738 53.4
598 0.0 645 47.4 692 67.2 739 52.6
599 0.0 646 48.9 693 68.0 740 51.5
600 0.0 647 50.6 694 68.8 741 50.2
601 1.6 648 52.0 695 69.5 742 48.7
602 3.6 649 53.7 696 70.1 743 47.0
603 6.3 650 55.0 697 70.6 744 45.1
604 9.0 651 56.8 698 71.0 745 43.0
605 11.8 652 58.0 699 71.6 746 40.6
606 14.2 653 59.8 700 72.2 747 38.1
607 16.6 654 61.1 701 72.8 748 35.4
608 18.5 655 62.4 702 73.5 749 32.7
609 20.8 656 63.0 703 74.1 750 30.0
610 23.4 657 63.5 704 74.3 751 27.5
611 26.9 658 63.0 705 74.3 752 25.3
612 30.3 659 62.0 706 73.7 753 23.4
613 32.8 660 60.4 707 71.9 754 22.0
614 34.1 661 58.6 708 70.5 755 20.8
615 34.2 662 56.7 709 68.9 756 19.8
616 33.6 663 55.0 710 67.4 757 18.9
617 32.1 664 53.7 711 66.0 758 18.0
618 30.0 665 52.7 712 64.7 759 17.0
619 27.5 666 51.9 713 63.7 760 16.1
620 25.1 667 51.4 714 62.9 761 15.5
621 22.8 668 51.0 715 62.2 762 14.4
622 20.5 669 50.7 716 61.7 763 14.9
623 17.9 670 50.6 717 61.2 764 15.9
624 15.1 671 50.8 718 60.7 765 17.1
625 13.4 672 51.2 719 60.3 766 18.3
626 12.8 673 51.7 720 59.9 767 19.4
627 13.7 674 52.3 721 59.6 768 20.4
628 16.0 675 53.1 722 59.3 769 21.2
629 18.1 676 53.8 723 59.0 770 21.9
630 20.8 677 54.5 724 58.6 771 22.7
631 23.7 678 55.1 725 58.0 772 23.4
632 26.5 679 55.9 726 57.5 773 24.2
633 29.3 680 56.5 727 56.9 774 24.3
634 32.0 681 57.1 728 56.3 775 24.2
Page 115 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
635 34.5 682 57.8 729 55.9 776 24.1
636 36.8 683 58.5 730 55.6 777 23.8
778 23.0 827 59.9 876 46.9 925 49.0
779 22.6 828 60.7 877 47.1 926 48.5
780 21.7 829 61.4 878 47.5 927 48.0
781 21.3 830 62.0 879 47.8 928 47.5
782 20.3 831 62.5 880 48.3 929 47.0
783 19.1 832 62.9 881 48.8 930 46.9
784 18.1 833 63.2 882 49.5 931 46.8
785 16.9 834 63.4 883 50.2 932 46.8
786 16.0 835 63.7 884 50.8 933 46.8
787 14.8 836 64.0 885 51.4 934 46.9
788 14.5 837 64.4 886 51.8 935 46.9
789 13.7 838 64.9 887 51.9 936 46.9
790 13.5 839 65.5 888 51.7 937 46.9
791 12.9 840 66.2 889 51.2 938 46.9
792 12.7 841 67.0 890 50.4 939 46.8
793 12.5 842 67.8 891 49.2 940 46.6
794 12.5 843 68.6 892 47.7 941 46.4
795 12.6 844 69.4 893 46.3 942 46.0
796 13.0 845 70.1 894 45.1 943 45.5
797 13.6 846 70.9 895 44.2 944 45.0
798 14.6 847 71.7 896 43.7 945 44.5
799 15.7 848 72.5 897 43.4 946 44.2
800 17.1 849 73.2 898 43.1 947 43.9
801 18.7 850 73.8 899 42.5 948 43.7
802 20.2 851 74.4 900 41.8 949 43.6
803 21.9 852 74.7 901 41.1 950 43.6
804 23.6 853 74.7 902 40.3 951 43.5
805 25.4 854 74.6 903 39.7 952 43.5
806 27.1 855 74.2 904 39.3 953 43.4
807 28.9 856 73.5 905 39.2 954 43.3
808 30.4 857 72.6 906 39.3 955 43.1
809 32.0 858 71.8 907 39.6 956 42.9
810 33.4 859 71.0 908 40.0 957 42.7
811 35.0 860 70.1 909 40.7 958 42.5
812 36.4 861 69.4 910 41.4 959 42.4
813 38.1 862 68.9 911 42.2 960 42.2
814 39.7 863 68.4 912 43.1 961 42.1
815 41.6 864 67.9 913 44.1 962 42.0
816 43.3 865 67.1 914 44.9 963 41.8
817 45.1 866 65.8 915 45.6 964 41.7
818 46.9 867 63.9 916 46.4 965 41.5
819 48.7 868 61.4 917 47.0 966 41.3
820 50.5 869 58.4 918 47.8 967 41.1
Page 116 of 761
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Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
635 34.5 682 57.8 729 55.9 776 24.1
636 36.8 683 58.5 730 55.6 777 23.8
778 23.0 827 59.9 876 46.9 925 49.0
779 22.6 828 60.7 877 47.1 926 48.5
780 21.7 829 61.4 878 47.5 927 48.0
781 21.3 830 62.0 879 47.8 928 47.5
782 20.3 831 62.5 880 48.3 929 47.0
783 19.1 832 62.9 881 48.8 930 46.9
784 18.1 833 63.2 882 49.5 931 46.8
785 16.9 834 63.4 883 50.2 932 46.8
786 16.0 835 63.7 884 50.8 933 46.8
787 14.8 836 64.0 885 51.4 934 46.9
788 14.5 837 64.4 886 51.8 935 46.9
789 13.7 838 64.9 887 51.9 936 46.9
790 13.5 839 65.5 888 51.7 937 46.9
791 12.9 840 66.2 889 51.2 938 46.9
792 12.7 841 67.0 890 50.4 939 46.8
793 12.5 842 67.8 891 49.2 940 46.6
794 12.5 843 68.6 892 47.7 941 46.4
795 12.6 844 69.4 893 46.3 942 46.0
796 13.0 845 70.1 894 45.1 943 45.5
797 13.6 846 70.9 895 44.2 944 45.0
798 14.6 847 71.7 896 43.7 945 44.5
799 15.7 848 72.5 897 43.4 946 44.2
800 17.1 849 73.2 898 43.1 947 43.9
801 18.7 850 73.8 899 42.5 948 43.7
802 20.2 851 74.4 900 41.8 949 43.6
803 21.9 852 74.7 901 41.1 950 43.6
804 23.6 853 74.7 902 40.3 951 43.5
805 25.4 854 74.6 903 39.7 952 43.5
806 27.1 855 74.2 904 39.3 953 43.4
807 28.9 856 73.5 905 39.2 954 43.3
808 30.4 857 72.6 906 39.3 955 43.1
809 32.0 858 71.8 907 39.6 956 42.9
810 33.4 859 71.0 908 40.0 957 42.7
811 35.0 860 70.1 909 40.7 958 42.5
812 36.4 861 69.4 910 41.4 959 42.4
813 38.1 862 68.9 911 42.2 960 42.2
814 39.7 863 68.4 912 43.1 961 42.1
815 41.6 864 67.9 913 44.1 962 42.0
816 43.3 865 67.1 914 44.9 963 41.8
817 45.1 866 65.8 915 45.6 964 41.7
818 46.9 867 63.9 916 46.4 965 41.5
819 48.7 868 61.4 917 47.0 966 41.3
820 50.5 869 58.4 918 47.8 967 41.1
Page 116 of 762
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Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
821 52.4 870 55.4 919 48.3 968 40.8
822 54.1 871 52.4 920 48.9 969 40.3
823 55.7 872 50.0 921 49.4 970 39.6
824 56.8 873 48.3 922 49.8 971 38.5
825 57.9 874 47.3 923 49.6 972 37.0
826 59.0 875 46.8 924 49.3 973 35.1
974 33.0
975 30.6
976 27.9
977 25.1
978 22.0
979 18.8
980 15.5
981 12.3
982 8.8
983 6.0
984 3.6
985 1.6
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
Page 117 of 761
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Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
821 52.4 870 55.4 919 48.3 968 40.8
822 54.1 871 52.4 920 48.9 969 40.3
823 55.7 872 50.0 921 49.4 970 39.6
824 56.8 873 48.3 922 49.8 971 38.5
825 57.9 874 47.3 923 49.6 972 37.0
826 59.0 875 46.8 924 49.3 973 35.1
974 33.0
975 30.6
976 27.9
977 25.1
978 22.0
979 18.8
980 15.5
981 12.3
982 8.8
983 6.0
984 3.6
985 1.6
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
Page 117 of 762
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Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1023 0.0 1070 46.0 1117 73.9 1164 71.7
1024 0.0 1071 46.4 1118 74.9 1165 69.9
1025 0.0 1072 47.0 1119 75.7 1166 67.9
1026 0.0 1073 47.4 1120 76.4 1167 65.7
1027 1.1 1074 48.0 1121 77.1 1168 63.5
1028 3.0 1075 48.4 1122 77.6 1169 61.2
1029 5.7 1076 49.0 1123 78.0 1170 59.0
1030 8.4 1077 49.4 1124 78.2 1171 56.8
1031 11.1 1078 50.0 1125 78.4 1172 54.7
1032 14.0 1079 50.4 1126 78.5 1173 52.7
1033 17.0 1080 50.8 1127 78.5 1174 50.9
1034 20.1 1081 51.1 1128 78.6 1175 49.4
1035 22.7 1082 51.3 1129 78.7 1176 48.1
1036 23.6 1083 51.3 1130 78.9 1177 47.1
1037 24.5 1084 51.3 1131 79.1 1178 46.5
1038 24.8 1085 51.3 1132 79.4 1179 46.3
1039 25.1 1086 51.3 1133 79.8 1180 46.5
1040 25.3 1087 51.3 1134 80.1 1181 47.2
1041 25.5 1088 51.3 1135 80.5 1182 48.3
1042 25.7 1089 51.4 1136 80.8 1183 49.7
1043 25.8 1090 51.6 1137 81.0 1184 51.3
1044 25.9 1091 51.8 1138 81.2 1185 53.0
1045 26.0 1092 52.1 1139 81.3 1186 54.9
1046 26.1 1093 52.3 1140 81.2 1187 56.7
1047 26.3 1094 52.6 1141 81.0 1188 58.6
1048 26.5 1095 52.8 1142 80.6 1189 60.2
1049 26.8 1096 52.9 1143 80.0 1190 61.6
1050 27.1 1097 53.0 1144 79.1 1191 62.2
Page 118 of 761
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Table A1/4
WLTC, Class 2 cycle, phase Medium2 (The start of this phase is at second 589)
Time Speed Time in Speed Time in s Speed Time in s Speed in km/h
in s in km/h s in km/h in km/h
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1023 0.0 1070 46.0 1117 73.9 1164 71.7
1024 0.0 1071 46.4 1118 74.9 1165 69.9
1025 0.0 1072 47.0 1119 75.7 1166 67.9
1026 0.0 1073 47.4 1120 76.4 1167 65.7
1027 1.1 1074 48.0 1121 77.1 1168 63.5
1028 3.0 1075 48.4 1122 77.6 1169 61.2
1029 5.7 1076 49.0 1123 78.0 1170 59.0
1030 8.4 1077 49.4 1124 78.2 1171 56.8
1031 11.1 1078 50.0 1125 78.4 1172 54.7
1032 14.0 1079 50.4 1126 78.5 1173 52.7
1033 17.0 1080 50.8 1127 78.5 1174 50.9
1034 20.1 1081 51.1 1128 78.6 1175 49.4
1035 22.7 1082 51.3 1129 78.7 1176 48.1
1036 23.6 1083 51.3 1130 78.9 1177 47.1
1037 24.5 1084 51.3 1131 79.1 1178 46.5
1038 24.8 1085 51.3 1132 79.4 1179 46.3
1039 25.1 1086 51.3 1133 79.8 1180 46.5
1040 25.3 1087 51.3 1134 80.1 1181 47.2
1041 25.5 1088 51.3 1135 80.5 1182 48.3
1042 25.7 1089 51.4 1136 80.8 1183 49.7
1043 25.8 1090 51.6 1137 81.0 1184 51.3
1044 25.9 1091 51.8 1138 81.2 1185 53.0
1045 26.0 1092 52.1 1139 81.3 1186 54.9
1046 26.1 1093 52.3 1140 81.2 1187 56.7
1047 26.3 1094 52.6 1141 81.0 1188 58.6
1048 26.5 1095 52.8 1142 80.6 1189 60.2
1049 26.8 1096 52.9 1143 80.0 1190 61.6
1050 27.1 1097 53.0 1144 79.1 1191 62.2
Page 118 of 762
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Septemebr 2023

Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1051 27.5 1098 53.0 1145 78.0 1192 62.5
1052 28.0 1099 53.0 1146 76.8 1193 62.8
1053 28.6 1100 53.1 1147 75.5 1194 62.9
1054 29.3 1101 53.2 1148 74.1 1195 63.0
1055 30.4 1102 53.3 1149 72.9 1196 63.0
1056 31.8 1103 53.4 1150 71.9 1197 63.1
1057 33.7 1104 53.5 1151 71.2 1198 63.2
1058 35.8 1105 53.7 1152 70.9 1199 63.3
1059 37.8 1106 55.0 1153 71.0 1200 63.5
1060 39.5 1107 56.8 1154 71.5 1201 63.7
1061 40.8 1108 58.8 1155 72.3 1202 63.9
1062 41.8 1109 60.9 1156 73.2 1203 64.1
1063 42.4 1110 63.0 1157 74.1 1204 64.3
1064 43.0 1111 65.0 1158 74.9 1205 66.1
1065 43.4 1112 66.9 1159 75.4 1206 67.9
1066 44.0 1113 68.6 1160 75.5 1207 69.7
1067 44.4 1114 70.1 1161 75.2 1208 71.4
1068 45.0 1115 71.5 1162 74.5 1209 73.1
1069 45.4 1116 72.8 1163 73.3 1210 74.7
1211 76.2 1260 35.4 1309 72.3 1358 70.8
1212 77.5 1261 32.7 1310 71.9 1359 70.8
1213 78.6 1262 30.0 1311 71.3 1360 70.9
1214 79.7 1263 29.9 1312 70.9 1361 70.9
1215 80.6 1264 30.0 1313 70.5 1362 70.9
1216 81.5 1265 30.2 1314 70.0 1363 70.9
1217 82.2 1266 30.4 1315 69.6 1364 71.0
1218 83.0 1267 30.6 1316 69.2 1365 71.0
1219 83.7 1268 31.6 1317 68.8 1366 71.1
1220 84.4 1269 33.0 1318 68.4 1367 71.2
1221 84.9 1270 33.9 1319 67.9 1368 71.3
1222 85.1 1271 34.8 1320 67.5 1369 71.4
1223 85.2 1272 35.7 1321 67.2 1370 71.5
1224 84.9 1273 36.6 1322 66.8 1371 71.7
1225 84.4 1274 37.5 1323 65.6 1372 71.8
1226 83.6 1275 38.4 1324 63.3 1373 71.9
1227 82.7 1276 39.3 1325 60.2 1374 71.9
1228 81.5 1277 40.2 1326 56.2 1375 71.9
1229 80.1 1278 40.8 1327 52.2 1376 71.9
1230 78.7 1279 41.7 1328 48.4 1377 71.9
1231 77.4 1280 42.4 1329 45.0 1378 71.9
1232 76.2 1281 43.1 1330 41.6 1379 71.9
1233 75.4 1282 43.6 1331 38.6 1380 72.0
1234 74.8 1283 44.2 1332 36.4 1381 72.1
1235 74.3 1284 44.8 1333 34.8 1382 72.4
Page 119 of 761
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Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1051 27.5 1098 53.0 1145 78.0 1192 62.5
1052 28.0 1099 53.0 1146 76.8 1193 62.8
1053 28.6 1100 53.1 1147 75.5 1194 62.9
1054 29.3 1101 53.2 1148 74.1 1195 63.0
1055 30.4 1102 53.3 1149 72.9 1196 63.0
1056 31.8 1103 53.4 1150 71.9 1197 63.1
1057 33.7 1104 53.5 1151 71.2 1198 63.2
1058 35.8 1105 53.7 1152 70.9 1199 63.3
1059 37.8 1106 55.0 1153 71.0 1200 63.5
1060 39.5 1107 56.8 1154 71.5 1201 63.7
1061 40.8 1108 58.8 1155 72.3 1202 63.9
1062 41.8 1109 60.9 1156 73.2 1203 64.1
1063 42.4 1110 63.0 1157 74.1 1204 64.3
1064 43.0 1111 65.0 1158 74.9 1205 66.1
1065 43.4 1112 66.9 1159 75.4 1206 67.9
1066 44.0 1113 68.6 1160 75.5 1207 69.7
1067 44.4 1114 70.1 1161 75.2 1208 71.4
1068 45.0 1115 71.5 1162 74.5 1209 73.1
1069 45.4 1116 72.8 1163 73.3 1210 74.7
1211 76.2 1260 35.4 1309 72.3 1358 70.8
1212 77.5 1261 32.7 1310 71.9 1359 70.8
1213 78.6 1262 30.0 1311 71.3 1360 70.9
1214 79.7 1263 29.9 1312 70.9 1361 70.9
1215 80.6 1264 30.0 1313 70.5 1362 70.9
1216 81.5 1265 30.2 1314 70.0 1363 70.9
1217 82.2 1266 30.4 1315 69.6 1364 71.0
1218 83.0 1267 30.6 1316 69.2 1365 71.0
1219 83.7 1268 31.6 1317 68.8 1366 71.1
1220 84.4 1269 33.0 1318 68.4 1367 71.2
1221 84.9 1270 33.9 1319 67.9 1368 71.3
1222 85.1 1271 34.8 1320 67.5 1369 71.4
1223 85.2 1272 35.7 1321 67.2 1370 71.5
1224 84.9 1273 36.6 1322 66.8 1371 71.7
1225 84.4 1274 37.5 1323 65.6 1372 71.8
1226 83.6 1275 38.4 1324 63.3 1373 71.9
1227 82.7 1276 39.3 1325 60.2 1374 71.9
1228 81.5 1277 40.2 1326 56.2 1375 71.9
1229 80.1 1278 40.8 1327 52.2 1376 71.9
1230 78.7 1279 41.7 1328 48.4 1377 71.9
1231 77.4 1280 42.4 1329 45.0 1378 71.9
1232 76.2 1281 43.1 1330 41.6 1379 71.9
1233 75.4 1282 43.6 1331 38.6 1380 72.0
1234 74.8 1283 44.2 1332 36.4 1381 72.1
1235 74.3 1284 44.8 1333 34.8 1382 72.4
Page 119 of 762
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Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1236 73.8 1285 45.5 1334 34.2 1383 72.7
1237 73.2 1286 46.3 1335 34.7 1384 73.1
1238 72.4 1287 47.2 1336 36.3 1385 73.4
1239 71.6 1288 48.1 1337 38.5 1386 73.8
1240 70.8 1289 49.1 1338 41.0 1387 74.0
1241 69.9 1290 50.0 1339 43.7 1388 74.1
1242 67.9 1291 51.0 1340 46.5 1389 74.0
1243 65.7 1292 51.9 1341 49.1 1390 73.0
1244 63.5 1293 52.7 1342 51.6 1391 72.0
1245 61.2 1294 53.7 1343 53.9 1392 71.0
1246 59.0 1295 55.0 1344 56.0 1393 70.0
1247 56.8 1296 56.8 1345 57.9 1394 69.0
1248 54.7 1297 58.8 1346 59.7 1395 68.0
1249 52.7 1298 60.9 1347 61.2 1396 67.7
1250 50.9 1299 63.0 1348 62.5 1397 66.7
1251 49.4 1300 65.0 1349 63.5 1398 66.6
1252 48.1 1301 66.9 1350 64.3 1399 66.7
1253 47.1 1302 68.6 1351 65.3 1400 66.8
1254 46.5 1303 70.1 1352 66.3 1401 66.9
1255 46.3 1304 71.0 1353 67.3 1402 66.9
1256 45.1 1305 71.8 1354 68.3 1403 66.9
1257 43.0 1306 72.8 1355 69.3 1404 66.9
1258 40.6 1307 72.9 1356 70.3 1405 66.9
1259 38.1 1308 73.0 1357 70.8 1406 66.9
1407 66.9 1456 0.0
1408 67.0 1457 0.0
1409 67.1 1458 0.0
1410 67.3 1459 0.0
1411 67.5 1460 0.0
1412 67.8 1461 0.0
1413 68.2 1462 0.0
1414 68.6 1463 0.0
1415 69.0 1464 0.0
1416 69.3 1465 0.0
1417 69.3 1466 0.0
1418 69.2 1467 0.0
1419 68.8 1468 0.0
1420 68.2 1469 0.0
1421 67.6 1470 0.0
1422 67.4 1471 0.0
1423 67.2 1472 0.0
1424 66.9 1473 0.0
1425 66.3 1474 0.0
1426 65.4 1475 0.0
Page 120 of 761
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Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1236 73.8 1285 45.5 1334 34.2 1383 72.7
1237 73.2 1286 46.3 1335 34.7 1384 73.1
1238 72.4 1287 47.2 1336 36.3 1385 73.4
1239 71.6 1288 48.1 1337 38.5 1386 73.8
1240 70.8 1289 49.1 1338 41.0 1387 74.0
1241 69.9 1290 50.0 1339 43.7 1388 74.1
1242 67.9 1291 51.0 1340 46.5 1389 74.0
1243 65.7 1292 51.9 1341 49.1 1390 73.0
1244 63.5 1293 52.7 1342 51.6 1391 72.0
1245 61.2 1294 53.7 1343 53.9 1392 71.0
1246 59.0 1295 55.0 1344 56.0 1393 70.0
1247 56.8 1296 56.8 1345 57.9 1394 69.0
1248 54.7 1297 58.8 1346 59.7 1395 68.0
1249 52.7 1298 60.9 1347 61.2 1396 67.7
1250 50.9 1299 63.0 1348 62.5 1397 66.7
1251 49.4 1300 65.0 1349 63.5 1398 66.6
1252 48.1 1301 66.9 1350 64.3 1399 66.7
1253 47.1 1302 68.6 1351 65.3 1400 66.8
1254 46.5 1303 70.1 1352 66.3 1401 66.9
1255 46.3 1304 71.0 1353 67.3 1402 66.9
1256 45.1 1305 71.8 1354 68.3 1403 66.9
1257 43.0 1306 72.8 1355 69.3 1404 66.9
1258 40.6 1307 72.9 1356 70.3 1405 66.9
1259 38.1 1308 73.0 1357 70.8 1406 66.9
1407 66.9 1456 0.0
1408 67.0 1457 0.0
1409 67.1 1458 0.0
1410 67.3 1459 0.0
1411 67.5 1460 0.0
1412 67.8 1461 0.0
1413 68.2 1462 0.0
1414 68.6 1463 0.0
1415 69.0 1464 0.0
1416 69.3 1465 0.0
1417 69.3 1466 0.0
1418 69.2 1467 0.0
1419 68.8 1468 0.0
1420 68.2 1469 0.0
1421 67.6 1470 0.0
1422 67.4 1471 0.0
1423 67.2 1472 0.0
1424 66.9 1473 0.0
1425 66.3 1474 0.0
1426 65.4 1475 0.0
Page 120 of 762
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Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1427 64.0 1476 0.0
1428 62.4 1477 0.0
1429 60.6
1430 58.6
1431 56.7
1432 54.8
1433 53.0
1434 51.3
1435 49.6
1436 47.8
1437 45.5
1438 42.8
1439 39.8
1440 36.5
1441 33.0
1442 29.5
1443 25.8
1444 22.1
1445 18.6
1446 15.3
1447 12.4
1448 9.6
1449 6.6
1450 3.8
1451 1.6
1452 0.0
1453 0.0
1454 0.0
1455 0.0

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 Draft AIS 175 / Final Draft
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Table A1/5
WLTC, Class 2 cycle, phase High2 (Second 1022 is the end of phase Medium2 and the
start of phase High2)
Time Speed Time in s Speed Time in s Speed Time in Speed in km/h
in s in km/h in km/h in km/h s
1427 64.0 1476 0.0
1428 62.4 1477 0.0
1429 60.6
1430 58.6
1431 56.7
1432 54.8
1433 53.0
1434 51.3
1435 49.6
1436 47.8
1437 45.5
1438 42.8
1439 39.8
1440 36.5
1441 33.0
1442 29.5
1443 25.8
1444 22.1
1445 18.6
1446 15.3
1447 12.4
1448 9.6
1449 6.6
1450 3.8
1451 1.6
1452 0.0
1453 0.0
1454 0.0
1455 0.0

Page 121 of 762

 Draft AIS 175 / Final Draft
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6.0 WTLC Class 3 Cycle

Figure A1/7

WLTC, Class 3 cycle, phase Low3

Figure A1/8

WLTC, Class 3a cycle, phase Medium3a

Figure A1/9

WLTC, Class 3b cycle, phase Medium3b

Page 122 of 761

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6.0 WTLC Class 3 Cycle

Figure A1/7

WLTC, Class 3 cycle, phase Low3

Figure A1/8

WLTC, Class 3a cycle, phase Medium3a

Figure A1/9

WLTC, Class 3b cycle, phase Medium3b

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Septemebr 2023

Figure A1/10
WLTC, Class 3a cycle, phase High3a

Figure A1/11
WLTC, Class 3b cycle, phase High3b

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Figure A1/10
WLTC, Class 3a cycle, phase High3a

Figure A1/11
WLTC, Class 3b cycle, phase High3b

Page 123 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
0 0.0 47 19.5 94 12.0 141 11.7
1 0.0 48 18.4 95 9.1 142 16.4
2 0.0 49 17.8 96 5.8 143 18.9
3 0.0 50 17.8 97 3.6 144 19.9
4 0.0 51 17.4 98 2.2 145 20.8
5 0.0 52 15.7 99 0.0 146 22.8
6 0.0 53 13.1 100 0.0 147 25.4
7 0.0 54 12.1 101 0.0 148 27.7
8 0.0 55 12.0 102 0.0 149 29.2
9 0.0 56 12.0 103 0.0 150 29.8
10 0.0 57 12.0 104 0.0 151 29.4
11 0.0 58 12.3 105 0.0 152 27.2
12 0.2 59 12.6 106 0.0 153 22.6
13 1.7 60 14.7 107 0.0 154 17.3
14 5.4 61 15.3 108 0.0 155 13.3
15 9.9 62 15.9 109 0.0 156 12.0
16 13.1 63 16.2 110 0.0 157 12.6
17 16.9 64 17.1 111 0.0 158 14.1
18 21.7 65 17.8 112 0.0 159 17.2
19 26.0 66 18.1 113 0.0 160 20.1
20 27.5 67 18.4 114 0.0 161 23.4
21 28.1 68 20.3 115 0.0 162 25.5
22 28.3 69 23.2 116 0.0 163 27.6
23 28.8 70 26.5 117 0.0 164 29.5
24 29.1 71 29.8 118 0.0 165 31.1
25 30.8 72 32.6 119 0.0 166 32.1
26 31.9 73 34.4 120 0.0 167 33.2
27 34.1 74 35.5 121 0.0 168 35.2
28 36.6 75 36.4 122 0.0 169 37.2
29 39.1 76 37.4 123 0.0 170 38.0
30 41.3 77 38.5 124 0.0 171 37.4
31 42.5 78 39.3 125 0.0 172 35.1
32 43.3 79 39.5 126 0.0 173 31.0
33 43.9 80 39.0 127 0.0 174 27.1
34 44.4 81 38.5 128 0.0 175 25.3
35 44.5 82 37.3 129 0.0 176 25.1
36 44.2 83 37.0 130 0.0 177 25.9
37 42.7 84 36.7 131 0.0 178 27.8
38 39.9 85 35.9 132 0.0 179 29.2
39 37.0 86 35.3 133 0.0 180 29.6
40 34.6 87 34.6 134 0.0 181 29.5
41 32.3 88 34.2 135 0.0 182 29.2
42 29.0 89 31.9 136 0.0 183 28.3
43 25.1 90 27.3 137 0.0 184 26.1
Page 124 of 761
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
0 0.0 47 19.5 94 12.0 141 11.7
1 0.0 48 18.4 95 9.1 142 16.4
2 0.0 49 17.8 96 5.8 143 18.9
3 0.0 50 17.8 97 3.6 144 19.9
4 0.0 51 17.4 98 2.2 145 20.8
5 0.0 52 15.7 99 0.0 146 22.8
6 0.0 53 13.1 100 0.0 147 25.4
7 0.0 54 12.1 101 0.0 148 27.7
8 0.0 55 12.0 102 0.0 149 29.2
9 0.0 56 12.0 103 0.0 150 29.8
10 0.0 57 12.0 104 0.0 151 29.4
11 0.0 58 12.3 105 0.0 152 27.2
12 0.2 59 12.6 106 0.0 153 22.6
13 1.7 60 14.7 107 0.0 154 17.3
14 5.4 61 15.3 108 0.0 155 13.3
15 9.9 62 15.9 109 0.0 156 12.0
16 13.1 63 16.2 110 0.0 157 12.6
17 16.9 64 17.1 111 0.0 158 14.1
18 21.7 65 17.8 112 0.0 159 17.2
19 26.0 66 18.1 113 0.0 160 20.1
20 27.5 67 18.4 114 0.0 161 23.4
21 28.1 68 20.3 115 0.0 162 25.5
22 28.3 69 23.2 116 0.0 163 27.6
23 28.8 70 26.5 117 0.0 164 29.5
24 29.1 71 29.8 118 0.0 165 31.1
25 30.8 72 32.6 119 0.0 166 32.1
26 31.9 73 34.4 120 0.0 167 33.2
27 34.1 74 35.5 121 0.0 168 35.2
28 36.6 75 36.4 122 0.0 169 37.2
29 39.1 76 37.4 123 0.0 170 38.0
30 41.3 77 38.5 124 0.0 171 37.4
31 42.5 78 39.3 125 0.0 172 35.1
32 43.3 79 39.5 126 0.0 173 31.0
33 43.9 80 39.0 127 0.0 174 27.1
34 44.4 81 38.5 128 0.0 175 25.3
35 44.5 82 37.3 129 0.0 176 25.1
36 44.2 83 37.0 130 0.0 177 25.9
37 42.7 84 36.7 131 0.0 178 27.8
38 39.9 85 35.9 132 0.0 179 29.2
39 37.0 86 35.3 133 0.0 180 29.6
40 34.6 87 34.6 134 0.0 181 29.5
41 32.3 88 34.2 135 0.0 182 29.2
42 29.0 89 31.9 136 0.0 183 28.3
43 25.1 90 27.3 137 0.0 184 26.1
Page 124 of 762
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
44 22.2 91 22.0 138 0.2 185 23.6
45 20.9 92 17.0 139 1.9 186 21.0
46 20.4 93 14.2 140 6.1 187 18.9
188 17.1 237 49.2 286 37.4 335 15.0
189 15.7 238 48.4 287 40.7 336 14.5
190 14.5 239 46.9 288 44.0 337 14.3
191 13.7 240 44.3 289 47.3 338 14.5
192 12.9 241 41.5 290 49.2 339 15.4
193 12.5 242 39.5 291 49.8 340 17.8
194 12.2 243 37.0 292 49.2 341 21.1
195 12.0 244 34.6 293 48.1 342 24.1
196 12.0 245 32.3 294 47.3 343 25.0
197 12.0 246 29.0 295 46.8 344 25.3
198 12.0 247 25.1 296 46.7 345 25.5
199 12.5 248 22.2 297 46.8 346 26.4
200 13.0 249 20.9 298 47.1 347 26.6
201 14.0 250 20.4 299 47.3 348 27.1
202 15.0 251 19.5 300 47.3 349 27.7
203 16.5 252 18.4 301 47.1 350 28.1
204 19.0 253 17.8 302 46.6 351 28.2
205 21.2 254 17.8 303 45.8 352 28.1
206 23.8 255 17.4 304 44.8 353 28.0
207 26.9 256 15.7 305 43.3 354 27.9
208 29.6 257 14.5 306 41.8 355 27.9
209 32.0 258 15.4 307 40.8 356 28.1
210 35.2 259 17.9 308 40.3 357 28.2
211 37.5 260 20.6 309 40.1 358 28.0
212 39.2 261 23.2 310 39.7 359 26.9
213 40.5 262 25.7 311 39.2 360 25.0
214 41.6 263 28.7 312 38.5 361 23.2
215 43.1 264 32.5 313 37.4 362 21.9
216 45.0 265 36.1 314 36.0 363 21.1
217 47.1 266 39.0 315 34.4 364 20.7
218 49.0 267 40.8 316 33.0 365 20.7
219 50.6 268 42.9 317 31.7 366 20.8
220 51.8 269 44.4 318 30.0 367 21.2
221 52.7 270 45.9 319 28.0 368 22.1
222 53.1 271 46.0 320 26.1 369 23.5
223 53.5 272 45.6 321 25.6 370 24.3
224 53.8 273 45.3 322 24.9 371 24.5
225 54.2 274 43.7 323 24.9 372 23.8
226 54.8 275 40.8 324 24.3 373 21.3
227 55.3 276 38.0 325 23.9 374 17.7
228 55.8 277 34.4 326 23.9 375 14.4
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
44 22.2 91 22.0 138 0.2 185 23.6
45 20.9 92 17.0 139 1.9 186 21.0
46 20.4 93 14.2 140 6.1 187 18.9
188 17.1 237 49.2 286 37.4 335 15.0
189 15.7 238 48.4 287 40.7 336 14.5
190 14.5 239 46.9 288 44.0 337 14.3
191 13.7 240 44.3 289 47.3 338 14.5
192 12.9 241 41.5 290 49.2 339 15.4
193 12.5 242 39.5 291 49.8 340 17.8
194 12.2 243 37.0 292 49.2 341 21.1
195 12.0 244 34.6 293 48.1 342 24.1
196 12.0 245 32.3 294 47.3 343 25.0
197 12.0 246 29.0 295 46.8 344 25.3
198 12.0 247 25.1 296 46.7 345 25.5
199 12.5 248 22.2 297 46.8 346 26.4
200 13.0 249 20.9 298 47.1 347 26.6
201 14.0 250 20.4 299 47.3 348 27.1
202 15.0 251 19.5 300 47.3 349 27.7
203 16.5 252 18.4 301 47.1 350 28.1
204 19.0 253 17.8 302 46.6 351 28.2
205 21.2 254 17.8 303 45.8 352 28.1
206 23.8 255 17.4 304 44.8 353 28.0
207 26.9 256 15.7 305 43.3 354 27.9
208 29.6 257 14.5 306 41.8 355 27.9
209 32.0 258 15.4 307 40.8 356 28.1
210 35.2 259 17.9 308 40.3 357 28.2
211 37.5 260 20.6 309 40.1 358 28.0
212 39.2 261 23.2 310 39.7 359 26.9
213 40.5 262 25.7 311 39.2 360 25.0
214 41.6 263 28.7 312 38.5 361 23.2
215 43.1 264 32.5 313 37.4 362 21.9
216 45.0 265 36.1 314 36.0 363 21.1
217 47.1 266 39.0 315 34.4 364 20.7
218 49.0 267 40.8 316 33.0 365 20.7
219 50.6 268 42.9 317 31.7 366 20.8
220 51.8 269 44.4 318 30.0 367 21.2
221 52.7 270 45.9 319 28.0 368 22.1
222 53.1 271 46.0 320 26.1 369 23.5
223 53.5 272 45.6 321 25.6 370 24.3
224 53.8 273 45.3 322 24.9 371 24.5
225 54.2 274 43.7 323 24.9 372 23.8
226 54.8 275 40.8 324 24.3 373 21.3
227 55.3 276 38.0 325 23.9 374 17.7
228 55.8 277 34.4 326 23.9 375 14.4
Page 125 of 762
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
229 56.2 278 30.9 327 23.6 376 11.9
230 56.5 279 25.5 328 23.3 377 10.2
231 56.5 280 21.4 329 20.5 378 8.9
232 56.2 281 20.2 330 17.5 379 8.0
233 54.9 282 22.9 331 16.9 380 7.2
234 52.9 283 26.6 332 16.7 381 6.1
235 51.0 284 30.2 333 15.9 382 4.9
236 49.8 285 34.1 334 15.6 383 3.7
384 2.3 433 31.3 482 0.0 531 0.0
385 0.9 434 31.1 483 0.0 532 0.0
386 0.0 435 30.6 484 0.0 533 0.2
387 0.0 436 29.2 485 0.0 534 1.2
388 0.0 437 26.7 486 0.0 535 3.2
389 0.0 438 23.0 487 0.0 536 5.2
390 0.0 439 18.2 488 0.0 537 8.2
391 0.0 440 12.9 489 0.0 538 13
392 0.5 441 7.7 490 0.0 539 18.8
393 2.1 442 3.8 491 0.0 540 23.1
394 4.8 443 1.3 492 0.0 541 24.5
395 8.3 444 0.2 493 0.0 542 24.5
396 12.3 445 0.0 494 0.0 543 24.3
397 16.6 446 0.0 495 0.0 544 23.6
398 20.9 447 0.0 496 0.0 545 22.3
399 24.2 448 0.0 497 0.0 546 20.1
400 25.6 449 0.0 498 0.0 547 18.5
401 25.6 450 0.0 499 0.0 548 17.2
402 24.9 451 0.0 500 0.0 549 16.3
403 23.3 452 0.0 501 0.0 550 15.4
404 21.6 453 0.0 502 0.0 551 14.7
405 20.2 454 0.0 503 0.0 552 14.3
406 18.7 455 0.0 504 0.0 553 13.7
407 17.0 456 0.0 505 0.0 554 13.3
408 15.3 457 0.0 506 0.0 555 13.1
409 14.2 458 0.0 507 0.0 556 13.1
410 13.9 459 0.0 508 0.0 557 13.3
411 14.0 460 0.0 509 0.0 558 13.8
412 14.2 461 0.0 510 0.0 559 14.5
413 14.5 462 0.0 511 0.0 560 16.5
414 14.9 463 0.0 512 0.5 561 17.0
415 15.9 464 0.0 513 2.5 562 17.0
416 17.4 465 0.0 514 6.6 563 17.0
417 18.7 466 0.0 515 11.8 564 15.4
418 19.1 467 0.0 516 16.8 565 10.1
419 18.8 468 0.0 517 20.5 566 4.8
Page 126 of 761
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
229 56.2 278 30.9 327 23.6 376 11.9
230 56.5 279 25.5 328 23.3 377 10.2
231 56.5 280 21.4 329 20.5 378 8.9
232 56.2 281 20.2 330 17.5 379 8.0
233 54.9 282 22.9 331 16.9 380 7.2
234 52.9 283 26.6 332 16.7 381 6.1
235 51.0 284 30.2 333 15.9 382 4.9
236 49.8 285 34.1 334 15.6 383 3.7
384 2.3 433 31.3 482 0.0 531 0.0
385 0.9 434 31.1 483 0.0 532 0.0
386 0.0 435 30.6 484 0.0 533 0.2
387 0.0 436 29.2 485 0.0 534 1.2
388 0.0 437 26.7 486 0.0 535 3.2
389 0.0 438 23.0 487 0.0 536 5.2
390 0.0 439 18.2 488 0.0 537 8.2
391 0.0 440 12.9 489 0.0 538 13
392 0.5 441 7.7 490 0.0 539 18.8
393 2.1 442 3.8 491 0.0 540 23.1
394 4.8 443 1.3 492 0.0 541 24.5
395 8.3 444 0.2 493 0.0 542 24.5
396 12.3 445 0.0 494 0.0 543 24.3
397 16.6 446 0.0 495 0.0 544 23.6
398 20.9 447 0.0 496 0.0 545 22.3
399 24.2 448 0.0 497 0.0 546 20.1
400 25.6 449 0.0 498 0.0 547 18.5
401 25.6 450 0.0 499 0.0 548 17.2
402 24.9 451 0.0 500 0.0 549 16.3
403 23.3 452 0.0 501 0.0 550 15.4
404 21.6 453 0.0 502 0.0 551 14.7
405 20.2 454 0.0 503 0.0 552 14.3
406 18.7 455 0.0 504 0.0 553 13.7
407 17.0 456 0.0 505 0.0 554 13.3
408 15.3 457 0.0 506 0.0 555 13.1
409 14.2 458 0.0 507 0.0 556 13.1
410 13.9 459 0.0 508 0.0 557 13.3
411 14.0 460 0.0 509 0.0 558 13.8
412 14.2 461 0.0 510 0.0 559 14.5
413 14.5 462 0.0 511 0.0 560 16.5
414 14.9 463 0.0 512 0.5 561 17.0
415 15.9 464 0.0 513 2.5 562 17.0
416 17.4 465 0.0 514 6.6 563 17.0
417 18.7 466 0.0 515 11.8 564 15.4
418 19.1 467 0.0 516 16.8 565 10.1
419 18.8 468 0.0 517 20.5 566 4.8
Page 126 of 762
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
420 17.6 469 0.0 518 21.9 567 0.0
421 16.6 470 0.0 519 21.9 568 0.0
422 16.2 471 0.0 520 21.3 569 0.0
423 16.4 472 0.0 521 20.3 570 0.0
424 17.2 473 0.0 522 19.2 571 0.0
425 19.1 474 0.0 523 17.8 572 0.0
426 22.6 475 0.0 524 15.5 573 0.0
427 27.4 476 0.0 525 11.9 574 0.0
428 31.6 477 0.0 526 7.6 575 0.0
429 33.4 478 0.0 527 4.0 576 0.0
430 33.5 479 0.0 528 2.0 577 0.0
431 32.8 480 0.0 529 1.0 578 0.0
432 31.9 481 0.0 530 0.0 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

Page 127 of 761

 Draft AIS 175 / Final Draft
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Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start
of phase Medium3)
Time Speed Time in s Speed Time in s Speed Time in s Speed in km/h
in s in km/h in km/h in km/h
420 17.6 469 0.0 518 21.9 567 0.0
421 16.6 470 0.0 519 21.9 568 0.0
422 16.2 471 0.0 520 21.3 569 0.0
423 16.4 472 0.0 521 20.3 570 0.0
424 17.2 473 0.0 522 19.2 571 0.0
425 19.1 474 0.0 523 17.8 572 0.0
426 22.6 475 0.0 524 15.5 573 0.0
427 27.4 476 0.0 525 11.9 574 0.0
428 31.6 477 0.0 526 7.6 575 0.0
429 33.4 478 0.0 527 4.0 576 0.0
430 33.5 479 0.0 528 2.0 577 0.0
431 32.8 480 0.0 529 1.0 578 0.0
432 31.9 481 0.0 530 0.0 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

Page 127 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
590 0.0 637 53.0 684 18.9 731 41.9
591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 5.2 650 56.8 697 28.3 744 47.4
604 9.2 651 56.0 698 25.8 745 47.4
605 13.5 652 54.2 699 23.1 746 47.5
606 18.1 653 52.1 700 21.8 747 47.9
607 22.3 654 50.1 701 21.2 748 48.6
608 26.0 655 47.2 702 21.0 749 49.4
609 29.3 656 43.2 703 21.0 750 49.8
610 32.8 657 39.2 704 20.9 751 49.8
611 36.0 658 36.5 705 19.9 752 49.7
612 39.2 659 34.3 706 17.9 753 49.3
613 42.5 660 31.0 707 15.1 754 48.5
614 45.7 661 26.0 708 12.8 755 47.6
615 48.2 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4
622 44.4 669 23.2 716 13.9 763 14.3
623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.3 767 20.4
627 46.0 674 38.0 721 20.5 768 24.0
628 46.0 675 40.0 722 23.9 769 29.0
629 46.0 676 40.3 723 26.0 770 32.2
630 46.1 677 40.5 724 28.0 771 36.8
631 46.7 678 39.0 725 31.5 772 39.4
632 47.7 679 35.7 726 33.4 773 43.2
633 48.9 680 31.8 727 36.0 774 45.8
Page 128 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
590 0.0 637 53.0 684 18.9 731 41.9
591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 5.2 650 56.8 697 28.3 744 47.4
604 9.2 651 56.0 698 25.8 745 47.4
605 13.5 652 54.2 699 23.1 746 47.5
606 18.1 653 52.1 700 21.8 747 47.9
607 22.3 654 50.1 701 21.2 748 48.6
608 26.0 655 47.2 702 21.0 749 49.4
609 29.3 656 43.2 703 21.0 750 49.8
610 32.8 657 39.2 704 20.9 751 49.8
611 36.0 658 36.5 705 19.9 752 49.7
612 39.2 659 34.3 706 17.9 753 49.3
613 42.5 660 31.0 707 15.1 754 48.5
614 45.7 661 26.0 708 12.8 755 47.6
615 48.2 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4
622 44.4 669 23.2 716 13.9 763 14.3
623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.3 767 20.4
627 46.0 674 38.0 721 20.5 768 24.0
628 46.0 675 40.0 722 23.9 769 29.0
629 46.0 676 40.3 723 26.0 770 32.2
630 46.1 677 40.5 724 28.0 771 36.8
631 46.7 678 39.0 725 31.5 772 39.4
632 47.7 679 35.7 726 33.4 773 43.2
633 48.9 680 31.8 727 36.0 774 45.8
Page 128 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
634 50.3 681 27.1 728 37.8 775 49.2
635 51.6 682 22.8 729 40.2 776 51.4
636 52.6 683 21.1 730 41.6 777 54.2
778 56.0 827 37.1 876 75.8 925 62.3
779 58.3 828 38.9 877 76.6 926 62.7
780 59.8 829 41.4 878 76.5 927 62.0
781 61.7 830 44.0 879 76.2 928 61.3
782 62.7 831 46.3 880 75.8 929 60.9
783 63.3 832 47.7 881 75.4 930 60.5
784 63.6 833 48.2 882 74.8 931 60.2
785 64.0 834 48.7 883 73.9 932 59.8
786 64.7 835 49.3 884 72.7 933 59.4
787 65.2 836 49.8 885 71.3 934 58.6
788 65.3 837 50.2 886 70.4 935 57.5
789 65.3 838 50.9 887 70.0 936 56.6
790 65.4 839 51.8 888 70.0 937 56.0
791 65.7 840 52.5 889 69.0 938 55.5
792 66.0 841 53.3 890 68.0 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 43.0 851 61.1 900 61.5 949 56.2
803 45.0 852 61.7 901 60.9 950 56.1
804 46.5 853 62.3 902 59.7 951 55.1
805 48.3 854 62.9 903 54.6 952 52.7
806 49.5 855 63.3 904 49.3 953 48.4
807 51.2 856 63.4 905 44.9 954 43.1
808 52.2 857 63.5 906 42.3 955 37.8
809 51.6 858 63.9 907 41.4 956 32.5
810 49.7 859 64.4 908 41.3 957 27.2
811 47.4 860 65.0 909 42.1 958 25.1
812 43.7 861 65.6 910 44.7 959 27.0
813 39.7 862 66.6 911 46.0 960 29.8
814 35.5 863 67.4 912 48.8 961 33.8
815 31.1 864 68.2 913 50.1 962 37.0
816 26.3 865 69.1 914 51.3 963 40.7
817 21.9 866 70.0 915 54.1 964 43.0
818 18.0 867 70.8 916 55.2 965 45.6
Page 129 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
634 50.3 681 27.1 728 37.8 775 49.2
635 51.6 682 22.8 729 40.2 776 51.4
636 52.6 683 21.1 730 41.6 777 54.2
778 56.0 827 37.1 876 75.8 925 62.3
779 58.3 828 38.9 877 76.6 926 62.7
780 59.8 829 41.4 878 76.5 927 62.0
781 61.7 830 44.0 879 76.2 928 61.3
782 62.7 831 46.3 880 75.8 929 60.9
783 63.3 832 47.7 881 75.4 930 60.5
784 63.6 833 48.2 882 74.8 931 60.2
785 64.0 834 48.7 883 73.9 932 59.8
786 64.7 835 49.3 884 72.7 933 59.4
787 65.2 836 49.8 885 71.3 934 58.6
788 65.3 837 50.2 886 70.4 935 57.5
789 65.3 838 50.9 887 70.0 936 56.6
790 65.4 839 51.8 888 70.0 937 56.0
791 65.7 840 52.5 889 69.0 938 55.5
792 66.0 841 53.3 890 68.0 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 43.0 851 61.1 900 61.5 949 56.2
803 45.0 852 61.7 901 60.9 950 56.1
804 46.5 853 62.3 902 59.7 951 55.1
805 48.3 854 62.9 903 54.6 952 52.7
806 49.5 855 63.3 904 49.3 953 48.4
807 51.2 856 63.4 905 44.9 954 43.1
808 52.2 857 63.5 906 42.3 955 37.8
809 51.6 858 63.9 907 41.4 956 32.5
810 49.7 859 64.4 908 41.3 957 27.2
811 47.4 860 65.0 909 42.1 958 25.1
812 43.7 861 65.6 910 44.7 959 27.0
813 39.7 862 66.6 911 46.0 960 29.8
814 35.5 863 67.4 912 48.8 961 33.8
815 31.1 864 68.2 913 50.1 962 37.0
816 26.3 865 69.1 914 51.3 963 40.7
817 21.9 866 70.0 915 54.1 964 43.0
818 18.0 867 70.8 916 55.2 965 45.6
Page 129 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
819 17.0 868 71.5 917 56.2 966 46.9
820 18.0 869 72.4 918 56.1 967 47.0
821 21.4 870 73.0 919 56.1 968 46.9
822 24.8 871 73.7 920 56.5 969 46.5
823 27.9 872 74.4 921 57.5 970 45.8
824 30.8 873 74.9 922 59.2 971 44.3
825 33.0 874 75.3 923 60.7 972 41.3
826 35.1 875 75.6 924 61.8 973 36.5
974 31.7
975 27.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
Page 130 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
819 17.0 868 71.5 917 56.2 966 46.9
820 18.0 869 72.4 918 56.1 967 47.0
821 21.4 870 73.0 919 56.1 968 46.9
822 24.8 871 73.7 920 56.5 969 46.5
823 27.9 872 74.4 921 57.5 970 45.8
824 30.8 873 74.9 922 59.2 971 44.3
825 33.0 874 75.3 923 60.7 972 41.3
826 35.1 875 75.6 924 61.8 973 36.5
974 31.7
975 27.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
Page 130 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Page 131 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/8
WLTC, Class 3a cycle, phase Medium3a (Second 589 is the end of phase Low3 and the
start of phase Medium3a)
Time Speed Time in s inSpeed Time in s Speed Time Speed in km/h
in s in km/h km/h in km/h in s
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Page 131 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
590 0.0 637 53.0 684 18.9 731 41.9
591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 4.8 650 56.8 697 28.3 744 47.4
604 9.1 651 56.0 698 25.8 745 47.4
605 14.2 652 54.2 699 23.1 746 47.5
606 19.8 653 52.1 700 21.8 747 47.9
607 25.5 654 50.1 701 21.2 748 48.6
608 30.5 655 47.2 702 21.0 749 49.4
609 34.8 656 43.2 703 21.0 750 49.8
610 38.8 657 39.2 704 20.9 751 49.8
611 42.9 658 36.5 705 19.9 752 49.7
612 46.4 659 34.3 706 17.9 753 49.3
613 48.3 660 31.0 707 15.1 754 48.5
614 48.7 661 26.0 708 12.8 755 47.6
615 48.5 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4
622 44.4 669 23.2 716 13.9 763 14.3
623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.0 767 19.1
627 46.0 674 38.0 721 18.5 768 22.4
628 46.0 675 40.0 722 20.6 769 25.6
629 46.0 676 40.3 723 22.5 770 30.1
630 46.1 677 40.5 724 24.0 771 35.3
631 46.7 678 39.0 725 26.6 772 39.9
632 47.7 679 35.7 726 29.9 773 44.5
633 48.9 680 31.8 727 34.8 774 47.5
Page 132 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
590 0.0 637 53.0 684 18.9 731 41.9
591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 4.8 650 56.8 697 28.3 744 47.4
604 9.1 651 56.0 698 25.8 745 47.4
605 14.2 652 54.2 699 23.1 746 47.5
606 19.8 653 52.1 700 21.8 747 47.9
607 25.5 654 50.1 701 21.2 748 48.6
608 30.5 655 47.2 702 21.0 749 49.4
609 34.8 656 43.2 703 21.0 750 49.8
610 38.8 657 39.2 704 20.9 751 49.8
611 42.9 658 36.5 705 19.9 752 49.7
612 46.4 659 34.3 706 17.9 753 49.3
613 48.3 660 31.0 707 15.1 754 48.5
614 48.7 661 26.0 708 12.8 755 47.6
615 48.5 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4
622 44.4 669 23.2 716 13.9 763 14.3
623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.0 767 19.1
627 46.0 674 38.0 721 18.5 768 22.4
628 46.0 675 40.0 722 20.6 769 25.6
629 46.0 676 40.3 723 22.5 770 30.1
630 46.1 677 40.5 724 24.0 771 35.3
631 46.7 678 39.0 725 26.6 772 39.9
632 47.7 679 35.7 726 29.9 773 44.5
633 48.9 680 31.8 727 34.8 774 47.5
Page 132 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
634 50.3 681 27.1 728 37.8 775 50.9
635 51.6 682 22.8 729 40.2 776 54.1
636 52.6 683 21.1 730 41.6 777 56.3
778 58.1 827 37.1 876 72.7 925 64.1
779 59.8 828 38.9 877 71.3 926 62.7
780 61.1 829 41.4 878 70.4 927 62.0
781 62.1 830 44.0 879 70.0 928 61.3
782 62.8 831 46.3 880 70.0 929 60.9
783 63.3 832 47.7 881 69.0 930 60.5
784 63.6 833 48.2 882 68.0 931 60.2
785 64.0 834 48.7 883 68.0 932 59.8
786 64.7 835 49.3 884 68.0 933 59.4
787 65.2 836 49.8 885 68.1 934 58.6
788 65.3 837 50.2 886 68.4 935 57.5
789 65.3 838 50.9 887 68.6 936 56.6
790 65.4 839 51.8 888 68.7 937 56.0
791 65.7 840 52.5 889 68.5 938 55.5
792 66.0 841 53.3 890 68.1 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 42.1 851 61.1 900 61.5 949 56.2
803 44.7 852 61.7 901 60.9 950 56.1
804 48.4 853 62.3 902 59.7 951 55.1
805 51.4 854 62.9 903 54.6 952 52.7
806 52.7 855 63.3 904 49.3 953 48.4
807 53.0 856 63.4 905 44.9 954 43.1
808 52.5 857 63.5 906 42.3 955 37.8
809 51.3 858 64.5 907 41.4 956 32.5
810 49.7 859 65.8 908 41.3 957 27.2
811 47.4 860 66.8 909 42.1 958 25.1
812 43.7 861 67.4 910 44.7 959 26.0
813 39.7 862 68.8 911 48.4 960 29.3
814 35.5 863 71.1 912 51.4 961 34.6
815 31.1 864 72.3 913 52.7 962 40.4
816 26.3 865 72.8 914 54.0 963 45.3
817 21.9 866 73.4 915 57.0 964 49.0
818 18.0 867 74.6 916 58.1 965 51.1
Page 133 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
634 50.3 681 27.1 728 37.8 775 50.9
635 51.6 682 22.8 729 40.2 776 54.1
636 52.6 683 21.1 730 41.6 777 56.3
778 58.1 827 37.1 876 72.7 925 64.1
779 59.8 828 38.9 877 71.3 926 62.7
780 61.1 829 41.4 878 70.4 927 62.0
781 62.1 830 44.0 879 70.0 928 61.3
782 62.8 831 46.3 880 70.0 929 60.9
783 63.3 832 47.7 881 69.0 930 60.5
784 63.6 833 48.2 882 68.0 931 60.2
785 64.0 834 48.7 883 68.0 932 59.8
786 64.7 835 49.3 884 68.0 933 59.4
787 65.2 836 49.8 885 68.1 934 58.6
788 65.3 837 50.2 886 68.4 935 57.5
789 65.3 838 50.9 887 68.6 936 56.6
790 65.4 839 51.8 888 68.7 937 56.0
791 65.7 840 52.5 889 68.5 938 55.5
792 66.0 841 53.3 890 68.1 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 42.1 851 61.1 900 61.5 949 56.2
803 44.7 852 61.7 901 60.9 950 56.1
804 48.4 853 62.3 902 59.7 951 55.1
805 51.4 854 62.9 903 54.6 952 52.7
806 52.7 855 63.3 904 49.3 953 48.4
807 53.0 856 63.4 905 44.9 954 43.1
808 52.5 857 63.5 906 42.3 955 37.8
809 51.3 858 64.5 907 41.4 956 32.5
810 49.7 859 65.8 908 41.3 957 27.2
811 47.4 860 66.8 909 42.1 958 25.1
812 43.7 861 67.4 910 44.7 959 26.0
813 39.7 862 68.8 911 48.4 960 29.3
814 35.5 863 71.1 912 51.4 961 34.6
815 31.1 864 72.3 913 52.7 962 40.4
816 26.3 865 72.8 914 54.0 963 45.3
817 21.9 866 73.4 915 57.0 964 49.0
818 18.0 867 74.6 916 58.1 965 51.1
Page 133 of 762
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Septemebr 2023

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
819 17.0 868 76.0 917 59.2 966 52.1
820 18.0 869 76.6 918 59.0 967 52.2
821 21.4 870 76.5 919 59.1 968 52.1
822 24.8 871 76.2 920 59.5 969 51.7
823 27.9 872 75.8 921 60.5 970 50.9
824 30.8 873 75.4 922 62.3 971 49.2
825 33.0 874 74.8 923 63.9 972 45.9
826 35.1 875 73.9 924 65.1 973 40.6
974 35.3
975 30.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
Page 134 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
819 17.0 868 76.0 917 59.2 966 52.1
820 18.0 869 76.6 918 59.0 967 52.2
821 21.4 870 76.5 919 59.1 968 52.1
822 24.8 871 76.2 920 59.5 969 51.7
823 27.9 872 75.8 921 60.5 970 50.9
824 30.8 873 75.4 922 62.3 971 49.2
825 33.0 874 74.8 923 63.9 972 45.9
826 35.1 875 73.9 924 65.1 973 40.6
974 35.3
975 30.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0
992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
Page 134 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Page 135 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/9
WLTC, Class 3b cycle, phase Medium3b (Second 589 is the end of phase Low3 and the
start of phase Medium3b)

Time in s Speed Time in Speed Time in s Speed Time in Speed in km/h

in km/h s in km/h in km/h s
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

Page 135 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1023 0.0 1070 29.0 1117 66.2 1164 52.6
1024 0.0 1071 32.0 1118 65.8 1165 54.5
1025 0.0 1072 34.8 1119 64.7 1166 56.6
1026 0.0 1073 37.7 1120 63.6 1167 58.3
1027 0.8 1074 40.8 1121 62.9 1168 60.0
1028 3.6 1075 43.2 1122 62.4 1169 61.5
1029 8.6 1076 46.0 1123 61.7 1170 63.1
1030 14.6 1077 48.0 1124 60.1 1171 64.3
1031 20.0 1078 50.7 1125 57.3 1172 65.7
1032 24.4 1079 52.0 1126 55.8 1173 67.1
1033 28.2 1080 54.5 1127 50.5 1174 68.3
1034 31.7 1081 55.9 1128 45.2 1175 69.7
1035 35.0 1082 57.4 1129 40.1 1176 70.6
1036 37.6 1083 58.1 1130 36.2 1177 71.6
1037 39.7 1084 58.4 1131 32.9 1178 72.6
1038 41.5 1085 58.8 1132 29.8 1179 73.5
1039 43.6 1086 58.8 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8
1055 40.3 1102 58.4 1149 13.8 1196 84.2
1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 61.7 1160 42.5 1207 89.3
1067 23.4 1114 62.0 1161 45.4 1208 89.8
Page 136 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1023 0.0 1070 29.0 1117 66.2 1164 52.6
1024 0.0 1071 32.0 1118 65.8 1165 54.5
1025 0.0 1072 34.8 1119 64.7 1166 56.6
1026 0.0 1073 37.7 1120 63.6 1167 58.3
1027 0.8 1074 40.8 1121 62.9 1168 60.0
1028 3.6 1075 43.2 1122 62.4 1169 61.5
1029 8.6 1076 46.0 1123 61.7 1170 63.1
1030 14.6 1077 48.0 1124 60.1 1171 64.3
1031 20.0 1078 50.7 1125 57.3 1172 65.7
1032 24.4 1079 52.0 1126 55.8 1173 67.1
1033 28.2 1080 54.5 1127 50.5 1174 68.3
1034 31.7 1081 55.9 1128 45.2 1175 69.7
1035 35.0 1082 57.4 1129 40.1 1176 70.6
1036 37.6 1083 58.1 1130 36.2 1177 71.6
1037 39.7 1084 58.4 1131 32.9 1178 72.6
1038 41.5 1085 58.8 1132 29.8 1179 73.5
1039 43.6 1086 58.8 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8
1055 40.3 1102 58.4 1149 13.8 1196 84.2
1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 61.7 1160 42.5 1207 89.3
1067 23.4 1114 62.0 1161 45.4 1208 89.8
Page 136 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1068 24.6 1115 64.6 1162 48.2 1209 90.2
1069 27.0 1116 66.0 1163 50.3 1210 90.6
1211 91.0 1260 95.7 1309 75.9 1358 68.2
1212 91.3 1261 95.5 1310 76.0 1359 66.1
1213 91.6 1262 95.3 1311 76.0 1360 63.8
1214 91.9 1263 95.2 1312 76.1 1361 61.6
1215 92.2 1264 95.0 1313 76.3 1362 60.2
1216 92.8 1265 94.9 1314 76.5 1363 59.8
1217 93.1 1266 94.7 1315 76.6 1364 60.4
1218 93.3 1267 94.5 1316 76.8 1365 61.8
1219 93.5 1268 94.4 1317 77.1 1366 62.6
1220 93.7 1269 94.4 1318 77.1 1367 62.7
1221 93.9 1270 94.3 1319 77.2 1368 61.9
1222 94.0 1271 94.3 1320 77.2 1369 60.0
1223 94.1 1272 94.1 1321 77.6 1370 58.4
1224 94.3 1273 93.9 1322 78.0 1371 57.8
1225 94.4 1274 93.4 1323 78.4 1372 57.8
1226 94.6 1275 92.8 1324 78.8 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 28.7
1236 96.0 1285 86.0 1334 80.6 1383 29.3
1237 96.1 1286 85.3 1335 80.3 1384 30.5
1238 96.3 1287 84.7 1336 80.0 1385 31.7
1239 96.4 1288 84.1 1337 79.9 1386 32.9
1240 96.6 1289 83.5 1338 79.8 1387 35.0
1241 96.8 1290 82.9 1339 79.8 1388 38.0
1242 97.0 1291 82.3 1340 79.8 1389 40.5
1243 97.2 1292 81.7 1341 79.9 1390 42.7
1244 97.3 1293 81.1 1342 80.0 1391 45.8
1245 97.4 1294 80.5 1343 80.4 1392 47.5
1246 97.4 1295 79.9 1344 80.8 1393 48.9
1247 97.4 1296 79.4 1345 81.2 1394 49.4
1248 97.4 1297 79.1 1346 81.5 1395 49.4
1249 97.3 1298 78.8 1347 81.6 1396 49.2
1250 97.3 1299 78.5 1348 81.6 1397 48.7
1251 97.3 1300 78.2 1349 81.4 1398 47.9
1252 97.3 1301 77.9 1350 80.7 1399 46.9
1253 97.2 1302 77.6 1351 79.6 1400 45.6
Page 137 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1068 24.6 1115 64.6 1162 48.2 1209 90.2
1069 27.0 1116 66.0 1163 50.3 1210 90.6
1211 91.0 1260 95.7 1309 75.9 1358 68.2
1212 91.3 1261 95.5 1310 76.0 1359 66.1
1213 91.6 1262 95.3 1311 76.0 1360 63.8
1214 91.9 1263 95.2 1312 76.1 1361 61.6
1215 92.2 1264 95.0 1313 76.3 1362 60.2
1216 92.8 1265 94.9 1314 76.5 1363 59.8
1217 93.1 1266 94.7 1315 76.6 1364 60.4
1218 93.3 1267 94.5 1316 76.8 1365 61.8
1219 93.5 1268 94.4 1317 77.1 1366 62.6
1220 93.7 1269 94.4 1318 77.1 1367 62.7
1221 93.9 1270 94.3 1319 77.2 1368 61.9
1222 94.0 1271 94.3 1320 77.2 1369 60.0
1223 94.1 1272 94.1 1321 77.6 1370 58.4
1224 94.3 1273 93.9 1322 78.0 1371 57.8
1225 94.4 1274 93.4 1323 78.4 1372 57.8
1226 94.6 1275 92.8 1324 78.8 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 28.7
1236 96.0 1285 86.0 1334 80.6 1383 29.3
1237 96.1 1286 85.3 1335 80.3 1384 30.5
1238 96.3 1287 84.7 1336 80.0 1385 31.7
1239 96.4 1288 84.1 1337 79.9 1386 32.9
1240 96.6 1289 83.5 1338 79.8 1387 35.0
1241 96.8 1290 82.9 1339 79.8 1388 38.0
1242 97.0 1291 82.3 1340 79.8 1389 40.5
1243 97.2 1292 81.7 1341 79.9 1390 42.7
1244 97.3 1293 81.1 1342 80.0 1391 45.8
1245 97.4 1294 80.5 1343 80.4 1392 47.5
1246 97.4 1295 79.9 1344 80.8 1393 48.9
1247 97.4 1296 79.4 1345 81.2 1394 49.4
1248 97.4 1297 79.1 1346 81.5 1395 49.4
1249 97.3 1298 78.8 1347 81.6 1396 49.2
1250 97.3 1299 78.5 1348 81.6 1397 48.7
1251 97.3 1300 78.2 1349 81.4 1398 47.9
1252 97.3 1301 77.9 1350 80.7 1399 46.9
1253 97.2 1302 77.6 1351 79.6 1400 45.6
Page 137 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1254 97.1 1303 77.3 1352 78.2 1401 44.2
1255 97.0 1304 77.0 1353 76.8 1402 42.7
1256 96.9 1305 76.7 1354 75.3 1403 40.7
1257 96.7 1306 76.0 1355 73.8 1404 37.1
1258 96.4 1307 76.0 1356 72.1 1405 33.9
1259 96.1 1308 76.0 1357 70.2 1406 30.6
1407 28.6 1456 0.0
1408 27.3 1457 0.0
1409 27.2 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0
1425 34.6 1474 0.0
1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
Page 138 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1254 97.1 1303 77.3 1352 78.2 1401 44.2
1255 97.0 1304 77.0 1353 76.8 1402 42.7
1256 96.9 1305 76.7 1354 75.3 1403 40.7
1257 96.7 1306 76.0 1355 73.8 1404 37.1
1258 96.4 1307 76.0 1356 72.1 1405 33.9
1259 96.1 1308 76.0 1357 70.2 1406 30.6
1407 28.6 1456 0.0
1408 27.3 1457 0.0
1409 27.2 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0
1425 34.6 1474 0.0
1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
Page 138 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0

Page 139 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/10
WLTC, Class 3a cycle, phase High3a (Second 1022 is the start of this phase)
Time in s inSpeed
km/h Time in s
Speed
in km/h Time in s Speed
in km/h
Time Speed in km/h
in s
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0

Page 139 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1023 0.0 1070 26.4 1117 69.7 1164 52.6
1024 0.0 1071 28.8 1118 69.3 1165 54.5
1025 0.0 1072 31.8 1119 68.1 1166 56.6
1026 0.0 1073 35.3 1120 66.9 1167 58.3
1027 0.8 1074 39.5 1121 66.2 1168 60.0
1028 3.6 1075 44.5 1122 65.7 1169 61.5
1029 8.6 1076 49.3 1123 64.9 1170 63.1
1030 14.6 1077 53.3 1124 63.2 1171 64.3
1031 20.0 1078 56.4 1125 60.3 1172 65.7
1032 24.4 1079 58.9 1126 55.8 1173 67.1
1033 28.2 1080 61.2 1127 50.5 1174 68.3
1034 31.7 1081 62.6 1128 45.2 1175 69.7
1035 35.0 1082 63.0 1129 40.1 1176 70.6
1036 37.6 1083 62.5 1130 36.2 1177 71.6
1037 39.7 1084 60.9 1131 32.9 1178 72.6
1038 41.5 1085 59.3 1132 29.8 1179 73.5
1039 43.6 1086 58.6 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8
1055 40.3 1102 58.4 1149 13.8 1196 84.2
1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 62.6 1160 42.5 1207 89.3
1067 23.4 1114 65.3 1161 45.4 1208 89.8
Page 140 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1023 0.0 1070 26.4 1117 69.7 1164 52.6
1024 0.0 1071 28.8 1118 69.3 1165 54.5
1025 0.0 1072 31.8 1119 68.1 1166 56.6
1026 0.0 1073 35.3 1120 66.9 1167 58.3
1027 0.8 1074 39.5 1121 66.2 1168 60.0
1028 3.6 1075 44.5 1122 65.7 1169 61.5
1029 8.6 1076 49.3 1123 64.9 1170 63.1
1030 14.6 1077 53.3 1124 63.2 1171 64.3
1031 20.0 1078 56.4 1125 60.3 1172 65.7
1032 24.4 1079 58.9 1126 55.8 1173 67.1
1033 28.2 1080 61.2 1127 50.5 1174 68.3
1034 31.7 1081 62.6 1128 45.2 1175 69.7
1035 35.0 1082 63.0 1129 40.1 1176 70.6
1036 37.6 1083 62.5 1130 36.2 1177 71.6
1037 39.7 1084 60.9 1131 32.9 1178 72.6
1038 41.5 1085 59.3 1132 29.8 1179 73.5
1039 43.6 1086 58.6 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8
1055 40.3 1102 58.4 1149 13.8 1196 84.2
1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 62.6 1160 42.5 1207 89.3
1067 23.4 1114 65.3 1161 45.4 1208 89.8
Page 140 of 762
 Draft AIS 175 / Final Draft
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Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1068 24.6 1115 68.0 1162 48.2 1209 90.2
1069 25.2 1116 69.4 1163 50.3 1210 90.6
1211 91.0 1260 95.7 1309 75.9 1358 68.2
1212 91.3 1261 95.5 1310 75.9 1359 66.1
1213 91.6 1262 95.3 1311 75.8 1360 63.8
1214 91.9 1263 95.2 1312 75.7 1361 61.6
1215 92.2 1264 95.0 1313 75.5 1362 60.2
1216 92.8 1265 94.9 1314 75.2 1363 59.8
1217 93.1 1266 94.7 1315 75.0 1364 60.4
1218 93.3 1267 94.5 1316 74.7 1365 61.8
1219 93.5 1268 94.4 1317 74.1 1366 62.6
1220 93.7 1269 94.4 1318 73.7 1367 62.7
1221 93.9 1270 94.3 1319 73.3 1368 61.9
1222 94.0 1271 94.3 1320 73.5 1369 60.0
1223 94.1 1272 94.1 1321 74.0 1370 58.4
1224 94.3 1273 93.9 1322 74.9 1371 57.8
1225 94.4 1274 93.4 1323 76.1 1372 57.8
1226 94.6 1275 92.8 1324 77.7 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 27.3
1236 96.0 1285 86.0 1334 80.6 1383 29.3
1237 96.1 1286 85.3 1335 80.3 1384 32.9
1238 96.3 1287 84.7 1336 80.0 1385 35.6
1239 96.4 1288 84.1 1337 79.9 1386 36.7
1240 96.6 1289 83.5 1338 79.8 1387 37.6
1241 96.8 1290 82.9 1339 79.8 1388 39.4
1242 97.0 1291 82.3 1340 79.8 1389 42.5
1243 97.2 1292 81.7 1341 79.9 1390 46.5
1244 97.3 1293 81.1 1342 80.0 1391 50.2
1245 97.4 1294 80.5 1343 80.4 1392 52.8
1246 97.4 1295 79.9 1344 80.8 1393 54.3
1247 97.4 1296 79.4 1345 81.2 1394 54.9
1248 97.4 1297 79.1 1346 81.5 1395 54.9
1249 97.3 1298 78.8 1347 81.6 1396 54.7
1250 97.3 1299 78.5 1348 81.6 1397 54.1
1251 97.3 1300 78.2 1349 81.4 1398 53.2
1252 97.3 1301 77.9 1350 80.7 1399 52.1
1253 97.2 1302 77.6 1351 79.6 1400 50.7
Page 141 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1068 24.6 1115 68.0 1162 48.2 1209 90.2
1069 25.2 1116 69.4 1163 50.3 1210 90.6
1211 91.0 1260 95.7 1309 75.9 1358 68.2
1212 91.3 1261 95.5 1310 75.9 1359 66.1
1213 91.6 1262 95.3 1311 75.8 1360 63.8
1214 91.9 1263 95.2 1312 75.7 1361 61.6
1215 92.2 1264 95.0 1313 75.5 1362 60.2
1216 92.8 1265 94.9 1314 75.2 1363 59.8
1217 93.1 1266 94.7 1315 75.0 1364 60.4
1218 93.3 1267 94.5 1316 74.7 1365 61.8
1219 93.5 1268 94.4 1317 74.1 1366 62.6
1220 93.7 1269 94.4 1318 73.7 1367 62.7
1221 93.9 1270 94.3 1319 73.3 1368 61.9
1222 94.0 1271 94.3 1320 73.5 1369 60.0
1223 94.1 1272 94.1 1321 74.0 1370 58.4
1224 94.3 1273 93.9 1322 74.9 1371 57.8
1225 94.4 1274 93.4 1323 76.1 1372 57.8
1226 94.6 1275 92.8 1324 77.7 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 27.3
1236 96.0 1285 86.0 1334 80.6 1383 29.3
1237 96.1 1286 85.3 1335 80.3 1384 32.9
1238 96.3 1287 84.7 1336 80.0 1385 35.6
1239 96.4 1288 84.1 1337 79.9 1386 36.7
1240 96.6 1289 83.5 1338 79.8 1387 37.6
1241 96.8 1290 82.9 1339 79.8 1388 39.4
1242 97.0 1291 82.3 1340 79.8 1389 42.5
1243 97.2 1292 81.7 1341 79.9 1390 46.5
1244 97.3 1293 81.1 1342 80.0 1391 50.2
1245 97.4 1294 80.5 1343 80.4 1392 52.8
1246 97.4 1295 79.9 1344 80.8 1393 54.3
1247 97.4 1296 79.4 1345 81.2 1394 54.9
1248 97.4 1297 79.1 1346 81.5 1395 54.9
1249 97.3 1298 78.8 1347 81.6 1396 54.7
1250 97.3 1299 78.5 1348 81.6 1397 54.1
1251 97.3 1300 78.2 1349 81.4 1398 53.2
1252 97.3 1301 77.9 1350 80.7 1399 52.1
1253 97.2 1302 77.6 1351 79.6 1400 50.7
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 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1254 97.1 1303 77.3 1352 78.2 1401 49.1
1255 97.0 1304 77.0 1353 76.8 1402 47.4
1256 96.9 1305 76.7 1354 75.3 1403 45.2
1257 96.7 1306 76.0 1355 73.8 1404 41.8
1258 96.4 1307 76.0 1356 72.1 1405 36.5
1259 96.1 1308 76.0 1357 70.2 1406 31.2
1407 27.6 1456 0.0
1408 26.9 1457 0.0
1409 27.3 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0
1425 34.6 1474 0.0
1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
Page 142 of 761
 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1254 97.1 1303 77.3 1352 78.2 1401 49.1
1255 97.0 1304 77.0 1353 76.8 1402 47.4
1256 96.9 1305 76.7 1354 75.3 1403 45.2
1257 96.7 1306 76.0 1355 73.8 1404 41.8
1258 96.4 1307 76.0 1356 72.1 1405 36.5
1259 96.1 1308 76.0 1357 70.2 1406 31.2
1407 27.6 1456 0.0
1408 26.9 1457 0.0
1409 27.3 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0
1425 34.6 1474 0.0
1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
Page 142 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0

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 Draft AIS 175 / Final Draft
MARCH 2025

Table A1/11
WLTC, Class 3b cycle, phase High3b (Second 1022 is the start of this phase)

Time in s Speed Time in s inSpeed Time in s Speed Time Speed in km/h

in km/h km/h in km/h in s
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0

Page 143 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

7.0 CYCLE IDENTIFICATION

In order to confirm if the correct cycle version was chosen or if the correct cycle
was implemented into the test bench operation system, checksums of the vehicle
speed values for cycle phases and the whole cycle are listed in Table A1/13.

Table A1/13

1Hz checksums (as applicable)

Checksum of 1 Hz target vehicle

Cycle class Cycle phase
speeds

Low 11988.4

Medium 17162.8
Class 1
Low 11988.4

Total 41139.6

Low 11162.2

Medium 17054.3
Class 2
High 24450.6

Total 52667.1

Low 11140.3

Medium 16995.7
Class 3a
High 25646.0

Total 53782.0

Low 11140.3

Medium 17121.2
Class 3b
High 25782.2

Total 54043.7

8.0 CYCLE MODIFICATION

This paragraph shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs.

However, at the request of the manufacturer and with approval of the test agency,
the downscaling procedure described in paragraph 8.2. of this annex may be
applied for a NOVC-HEV using the maximum rated engine power as the

Page 144 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

7.0 CYCLE IDENTIFICATION

In order to confirm if the correct cycle version was chosen or if the correct cycle
was implemented into the test bench operation system, checksums of the vehicle
speed values for cycle phases and the whole cycle are listed in Table A1/13.

Table A1/13

1Hz checksums (as applicable)

Checksum of 1 Hz target vehicle

Cycle class Cycle phase
speeds

Low 11988.4

Medium 17162.8
Class 1
Low 11988.4

Total 41139.6

Low 11162.2

Medium 17054.3
Class 2
High 24450.6

Total 52667.1

Low 11140.3

Medium 16995.7
Class 3a
High 25646.0

Total 53782.0

Low 11140.3

Medium 17121.2
Class 3b
High 25782.2

Total 54043.7

8.0 CYCLE MODIFICATION

This paragraph shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs.

However, at the request of the manufacturer and with approval of the test agency,
the downscaling procedure described in paragraph 8.2. of this annex may be
applied for a NOVC-HEV using the maximum rated engine power as the

Page 144 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

maximum vehicle power rating on the applicable WLTP test cycle where the
electric machine does not impact the maximum vehicle power.

In the case that the voltage of the traction REESS of a NOVC-HEV is less than
60V, the manufacturer shall supply technical evidence to the test agency that the
electric machine does not impact the maximum vehicle power on the applicable
WLTP test cycle.

In the case that the voltage of the traction REESS of a NOVC-HEV is equal to or
greater than 60V, the manufacturer shall demonstrate to the test agency that the
electric machine does not impact the maximum vehicle power on the applicable
WLTP test cycle. Examples of such demonstration could include: torque/power
profiles delivered from the engine and electric machine; electric machine
operating envelopes; power curves; or other appropriate information to
demonstrate the power delivery.

8.1 General remarks

Driveability problems may occur for vehicles with power to mass ratios close to
the borderlines between Class 1 and Class 2, Class 2 and Class 3 vehicles, or very
low powered vehicles in Class 1

Since these problems are related mainly to cycle phases with a combination of
high vehicle speed and high accelerations rather than to the maximum speed of
the cycle, the downscaling procedure shall be applied to improve driveability.

8.2 This paragraph describes the method to modify the cycle profile using the
downscaling procedure. The modified vehicle speed values calculated according
to paragraphs 8.2.1 to 8.2.3. shall be rounded according to paragraph 6.1.8. of this
Regulation to 1 place of decimal in a final step.

8.2.1 Downscaling procedure for Class 1 cycles

Figure A1/14 shows an example of a downscaled medium speed phase of the

Class 1 WLTC.

Figure A1/14

Downscaled medium speed phase of the Class 1 WLTC

Page 145 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

maximum vehicle power rating on the applicable WLTP test cycle where the
electric machine does not impact the maximum vehicle power.

In the case that the voltage of the traction REESS of a NOVC-HEV is less than
60V, the manufacturer shall supply technical evidence to the test agency that the
electric machine does not impact the maximum vehicle power on the applicable
WLTP test cycle.

In the case that the voltage of the traction REESS of a NOVC-HEV is equal to or
greater than 60V, the manufacturer shall demonstrate to the test agency that the
electric machine does not impact the maximum vehicle power on the applicable
WLTP test cycle. Examples of such demonstration could include: torque/power
profiles delivered from the engine and electric machine; electric machine
operating envelopes; power curves; or other appropriate information to
demonstrate the power delivery.

8.1 General remarks

Driveability problems may occur for vehicles with power to mass ratios close to
the borderlines between Class 1 and Class 2, Class 2 and Class 3 vehicles, or very
low powered vehicles in Class 1

Since these problems are related mainly to cycle phases with a combination of
high vehicle speed and high accelerations rather than to the maximum speed of
the cycle, the downscaling procedure shall be applied to improve driveability.

8.2 This paragraph describes the method to modify the cycle profile using the
downscaling procedure. The modified vehicle speed values calculated according
to paragraphs 8.2.1 to 8.2.3. shall be rounded according to paragraph 6.1.8. of this
Regulation to 1 place of decimal in a final step.

8.2.1 Downscaling procedure for Class 1 cycles

Figure A1/14 shows an example of a downscaled medium speed phase of the

Class 1 WLTC.

Figure A1/14

Downscaled medium speed phase of the Class 1 WLTC

Page 145 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023
70

60

50

vehicle speed in km/h

40

30

Downscaling example, DSC_factor = 0.25

20

WLTC class 1, phase Medium1

10 v_downscaled

0
590 650 710 770 830 890 950 1010
time in s

For the Class 1 cycle, the downscaling period is the time period between second
651 and second 906. Within this time period, the acceleration for the original cycle
shall be calculated using the following equation:
𝑣𝑖+1 −𝑣𝑖
𝑎𝑜𝑟𝑖𝑔𝑖 = 3.6

where:

𝑣𝑖 is the vehicle speed, km/h;

i is the time between second 651 and second 906.

The downscaling shall be applied first in the time period between second 651 and
second 848. The downscaled speed trace shall be subsequently calculated using
the following equation:

𝑣𝑑𝑠𝑐𝑖+1 = 𝑣𝑑𝑠𝑐𝑖 + 𝑎𝑜𝑟𝑖𝑔𝑖 × (1 − 𝑓𝑑𝑠𝑐 ) × 3.6

with 𝑖 = 651 𝑡𝑜 847.

For 𝑖 = 651, 𝑣𝑑𝑠𝑐𝑖 = 𝑣𝑜𝑟𝑖𝑔𝑖

In order to meet the original vehicle speed at second 907, a correction factor for
the deceleration shall be calculated using the following equation:
𝑣𝑑𝑠𝑐_848 − 36.7
𝑓𝑐𝑜𝑟𝑟_𝑑𝑒𝑐 =
𝑣𝑜𝑟𝑖𝑔_848− − 36.7

where 36.7 km/h is the original vehicle speed at second 907.

The downscaled vehicle speed between second 849 and second 906 shall be
subsequently calculated using the following equation:

𝑣𝑑𝑠𝑐𝑖 = 𝑣𝑑𝑠𝑐𝑖−1 + 𝑎𝑜𝑟𝑖𝑔𝑖−1 × 𝑓𝑐𝑜𝑟𝑟_𝑑𝑒𝑐 × 3.6

For 𝑖 = 849 𝑡𝑜 906.

Page 146 of 761

 Draft AIS 175 / Final Draft
MARCH 2025
70

60

50

vehicle speed in km/h

40

30

Downscaling example, DSC_factor = 0.25

20

WLTC class 1, phase Medium1

10 v_downscaled

0
590 650 710 770 830 890 950 1010
time in s

For the Class 1 cycle, the downscaling period is the time period between second
651 and second 906. Within this time period, the acceleration for the original cycle
shall be calculated using the following equation:
𝑣𝑖+1 −𝑣𝑖
𝑎𝑜𝑟𝑖𝑔𝑖 = 3.6

where:

𝑣𝑖 is the vehicle speed, km/h;

i is the time between second 651 and second 906.

The downscaling shall be applied first in the time period between second 651 and
second 848. The downscaled speed trace shall be subsequently calculated using
the following equation:

𝑣𝑑𝑠𝑐𝑖+1 = 𝑣𝑑𝑠𝑐𝑖 + 𝑎𝑜𝑟𝑖𝑔𝑖 × (1 − 𝑓𝑑𝑠𝑐 ) × 3.6

with 𝑖 = 651 𝑡𝑜 847.

For 𝑖 = 651, 𝑣𝑑𝑠𝑐𝑖 = 𝑣𝑜𝑟𝑖𝑔𝑖

In order to meet the original vehicle speed at second 907, a correction factor for
the deceleration shall be calculated using the following equation:
𝑣𝑑𝑠𝑐_848 − 36.7
𝑓𝑐𝑜𝑟𝑟_𝑑𝑒𝑐 =
𝑣𝑜𝑟𝑖𝑔_848− − 36.7

where 36.7 km/h is the original vehicle speed at second 907.

The downscaled vehicle speed between second 849 and second 906 shall be
subsequently calculated using the following equation:

𝑣𝑑𝑠𝑐𝑖 = 𝑣𝑑𝑠𝑐𝑖−1 + 𝑎𝑜𝑟𝑖𝑔𝑖−1 × 𝑓𝑐𝑜𝑟𝑟_𝑑𝑒𝑐 × 3.6

For 𝑖 = 849 𝑡𝑜 906.

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8.3 Determination of the downscaling factor (as applicable)

The downscaling factor 𝑓𝑑𝑠𝑐 is a function of the ratio 𝑟𝑚𝑎𝑥 between the maximum
required power of the cycle phases where the downscaling is to be applied and the
rated power of the vehicle, 𝑃𝑟𝑎𝑡𝑒𝑑 .

The maximum required power 𝑃𝑟𝑒𝑞,𝑚𝑎𝑥,𝑖 (in kW) is related to a specific time i and
the corresponding vehicle speed vi in the cycle trace and is calculated using the
following equation:

((𝑓0 × 𝑣𝑖 ) + (𝑓1 × 𝑣𝑖2 ) + (𝑓2 × 𝑣𝑖3 ) + (1.03 × 𝑇𝑀 × 𝑣𝑖 × 𝑎𝑖 ))

𝑃𝑟𝑒𝑞,𝑚𝑎𝑥,𝑖 =
3600

where:

𝑓0 , 𝑓1 , 𝑓2 are the applicable road load coefficients, N, N/(km/h), and N/(km/h)²

respectively;

𝑇𝑀 is the applicable test mass, kg;

vi is the speed at time i, km/h;

ai is the acceleration at time i, m/s².

The cycle time i at which maximum power or power values close to maximum
power is required is second 764 for the Class 1 cycle, second 1574 for the Class
2 cycle and second 1566 for the Class 3 cycle.

The corresponding vehicle speed values, 𝑣𝑖 , and acceleration values, 𝑎𝑖 , are as

follows:

𝑣𝑖 = 61.4 km/h, 𝑎𝑖 = 0.22 m/s² for Class 1,

𝑣𝑖 = 109.9 km/h, 𝑎𝑖 = 0.36 m/s² for Class 2,

𝑣𝑖 = 111.9 km/h, 𝑎𝑖 = 0.50 m/s² for Class 3.

𝑟𝑚𝑎𝑥 shall be calculated using the following equation:

𝑃𝑟𝑒𝑞,𝑚𝑎𝑥,𝑖
𝑟𝑚𝑎𝑥 = 𝑃𝑟𝑎𝑡𝑒𝑑

The downscaling factor, 𝑓𝑑𝑠𝑐 , shall be calculated using the following equations:

if 𝑟𝑚𝑎𝑥 < 𝑟0 , then 𝑓𝑑𝑠𝑐 = 0

and no downscaling shall be applied.

If 𝑟𝑚𝑎𝑥 ≥ 𝑟0 , then 𝑓𝑑𝑠𝑐 = 𝑎1 × 𝑟𝑚𝑎𝑥 + 𝑏1.

The calculation parameter/coefficients, 𝑟0 , 𝑎1 and 𝑏1 , are as follows

Class 1 𝑟0 = 0.978, 𝑎1 = 0.680, 𝑏1 = −0.665

Class 2 𝑟0 = 0.866, 𝑎1 = 0.606, 𝑏1 = −0.525.

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8.3 Determination of the downscaling factor (as applicable)

The downscaling factor 𝑓𝑑𝑠𝑐 is a function of the ratio 𝑟𝑚𝑎𝑥 between the maximum
required power of the cycle phases where the downscaling is to be applied and the
rated power of the vehicle, 𝑃𝑟𝑎𝑡𝑒𝑑 .

The maximum required power 𝑃𝑟𝑒𝑞,𝑚𝑎𝑥,𝑖 (in kW) is related to a specific time i and
the corresponding vehicle speed vi in the cycle trace and is calculated using the
following equation:

((𝑓0 × 𝑣𝑖 ) + (𝑓1 × 𝑣𝑖2 ) + (𝑓2 × 𝑣𝑖3 ) + (1.03 × 𝑇𝑀 × 𝑣𝑖 × 𝑎𝑖 ))

𝑃𝑟𝑒𝑞,𝑚𝑎𝑥,𝑖 =
3600

where:

𝑓0 , 𝑓1 , 𝑓2 are the applicable road load coefficients, N, N/(km/h), and N/(km/h)²

respectively;

𝑇𝑀 is the applicable test mass, kg;

vi is the speed at time i, km/h;

ai is the acceleration at time i, m/s².

The cycle time i at which maximum power or power values close to maximum
power is required is second 764 for the Class 1 cycle, second 1574 for the Class
2 cycle and second 1566 for the Class 3 cycle.

The corresponding vehicle speed values, 𝑣𝑖 , and acceleration values, 𝑎𝑖 , are as

follows:

𝑣𝑖 = 61.4 km/h, 𝑎𝑖 = 0.22 m/s² for Class 1,

𝑣𝑖 = 109.9 km/h, 𝑎𝑖 = 0.36 m/s² for Class 2,

𝑣𝑖 = 111.9 km/h, 𝑎𝑖 = 0.50 m/s² for Class 3.

𝑟𝑚𝑎𝑥 shall be calculated using the following equation:

𝑃𝑟𝑒𝑞,𝑚𝑎𝑥,𝑖
𝑟𝑚𝑎𝑥 = 𝑃𝑟𝑎𝑡𝑒𝑑

The downscaling factor, 𝑓𝑑𝑠𝑐 , shall be calculated using the following equations:

if 𝑟𝑚𝑎𝑥 < 𝑟0 , then 𝑓𝑑𝑠𝑐 = 0

and no downscaling shall be applied.

If 𝑟𝑚𝑎𝑥 ≥ 𝑟0 , then 𝑓𝑑𝑠𝑐 = 𝑎1 × 𝑟𝑚𝑎𝑥 + 𝑏1.

The calculation parameter/coefficients, 𝑟0 , 𝑎1 and 𝑏1 , are as follows

Class 1 𝑟0 = 0.978, 𝑎1 = 0.680, 𝑏1 = −0.665

Class 2 𝑟0 = 0.866, 𝑎1 = 0.606, 𝑏1 = −0.525.

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Class 3 𝑟0 = 0.867, 𝑎1 = 0.588 𝑏1 = −0.510.

The resulting 𝑓𝑑𝑠𝑐 shall be rounded according to paragraph 6.1.8. of this

Regulation to 3 places of decimal and shall be applied only if it exceeds 0.010.

The following data shall be recorded:

(a) fdsc;

(b) vmax;

(c) dcycle (distance driven), m.

The distance shall be calculated using the following equation

(𝑣𝑖 +𝑣𝑖−1 )
dcycle = ∑( × (𝑡𝑖 − 𝑡𝑖−1 )), for
2×3.6

i = tstart + 1 to tend

tstart is the time at which the applicable test cycle starts (see paragraph 3 of this
annex), s;

tend is the time at which the applicable test cycle ends (see paragraph 3 of this
annex), s.

8.4 Additional requirements

For different vehicle configurations in terms of test mass and driving resistance
coefficients, downscaling shall be applied individually.

If, after application of downscaling, the vehicle’s maximum speed is lower than
the maximum speed of the cycle, the process described in paragraph 9. of this
annex shall be applied with the applicable cycle.

If the vehicle cannot follow the speed trace of the applicable cycle within the
tolerance at speeds lower than its maximum speed, it shall be driven with the
accelerator control fully activated during these periods. During such periods of
operation, speed trace violations shall be permitted.

9.0 Cycle modifications for vehicles with a maximum speed lower than the maximum
speed of the cycle specified in the previous paragraphs of this annex

9.1 General remarks

This paragraph applies to vehicles that are technically able to follow the speed
trace of the applicable cycle specified in paragraph 1. of this annex (base cycle)
at speeds lower than its maximum speed, but whose maximum speed is limited to
a value lower than the maximum speed of the base cycle for other reasons. For
the purposes of this paragraph, the applicable cycle specified in paragraph 1. shall
be referred to as the "base cycle" and is used to determine the capped speed cycle.

In the cases where downscaling according to paragraph 8.2. of this annex is

applied, the downscaled cycle shall be used as the base cycle.

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Class 3 𝑟0 = 0.867, 𝑎1 = 0.588 𝑏1 = −0.510.

The resulting 𝑓𝑑𝑠𝑐 shall be rounded according to paragraph 6.1.8. of this

Regulation to 3 places of decimal and shall be applied only if it exceeds 0.010.

The following data shall be recorded:

(a) fdsc;

(b) vmax;

(c) dcycle (distance driven), m.

The distance shall be calculated using the following equation

(𝑣𝑖 +𝑣𝑖−1 )
dcycle = ∑( × (𝑡𝑖 − 𝑡𝑖−1 )), for
2×3.6

i = tstart + 1 to tend

tstart is the time at which the applicable test cycle starts (see paragraph 3 of this
annex), s;

tend is the time at which the applicable test cycle ends (see paragraph 3 of this
annex), s.

8.4 Additional requirements

For different vehicle configurations in terms of test mass and driving resistance
coefficients, downscaling shall be applied individually.

If, after application of downscaling, the vehicle’s maximum speed is lower than
the maximum speed of the cycle, the process described in paragraph 9. of this
annex shall be applied with the applicable cycle.

If the vehicle cannot follow the speed trace of the applicable cycle within the
tolerance at speeds lower than its maximum speed, it shall be driven with the
accelerator control fully activated during these periods. During such periods of
operation, speed trace violations shall be permitted.

9.0 Cycle modifications for vehicles with a maximum speed lower than the maximum
speed of the cycle specified in the previous paragraphs of this annex

9.1 General remarks

This paragraph applies to vehicles that are technically able to follow the speed
trace of the applicable cycle specified in paragraph 1. of this annex (base cycle)
at speeds lower than its maximum speed, but whose maximum speed is limited to
a value lower than the maximum speed of the base cycle for other reasons. For
the purposes of this paragraph, the applicable cycle specified in paragraph 1. shall
be referred to as the "base cycle" and is used to determine the capped speed cycle.

In the cases where downscaling according to paragraph 8.2. of this annex is

applied, the downscaled cycle shall be used as the base cycle.

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The maximum speed of the base cycle shall be referred to as vmax,cycle.

The maximum speed of the vehicle shall be referred to as its capped speed vcap.

If vcap is applied to a Class 3b vehicle, the Class 3b cycle as defined in paragraph

3.3.2. of this annex shall be used as the base cycle. This shall apply even if vcap is
lower than 120 km/h.

In the cases where vcap is applied, the base cycle shall be modified as described in
paragraph 9.2. of this annex in order to achieve the same cycle distance for the
capped speed cycle as for the base cycle.

9.2 Calculation steps

9.2.1 Determination of the distance difference per cycle phase

An interim capped speed cycle shall be derived by replacing all vehicle speed
samples vi where vi > vcap by vcap.

9.2.1.1 If vcap < vmax,medium, the distance of the medium speed phases of the base cycle
dbase,medium and the interim capped speed cycle dcap,medium shall be calculated using
the following equation for both cycles:
(𝑣𝑖 +𝑣𝑖−1 )
dmedium = ∑( × (𝑡𝑖 − 𝑡𝑖−1 )), for i = 590 to 1022
2×3.6

where:

vmax,medium is the maximum vehicle speed of the medium speed phase as listed in
Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 cycle, in Table
A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle.

9.2.1.2 If vcap < vmax,high, the distances of the high speed phases of the base cycle dbase,high
and the interim capped speed cycle dcap,high shall be calculated using the following
equation for both cycles:
(𝑣𝑖 +𝑣𝑖−1 )
dhigh = ∑( × (𝑡𝑖 − 𝑡𝑖−1 )), for i = 1023 to 1477
2×3.6

vmax,high is the maximum vehicle speed of the high speed phase as listed in Table
A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle and in Table
A1/11 for the Class 3b cycle.

9.2.2 Determination of the time periods to be added to the interim capped speed cycle
in order to compensate for distance differences

In order to compensate for a difference in distance between the base cycle and the
interim capped speed cycle, corresponding time periods with vi = vcap shall be
added to the interim capped speed cycle as described in paragraphs 9.2.2.1. to
9.2.2.3. inclusive of this annex.

9.2.2.1 Additional time period for the medium speed phase

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The maximum speed of the base cycle shall be referred to as vmax,cycle.

The maximum speed of the vehicle shall be referred to as its capped speed vcap.

If vcap is applied to a Class 3b vehicle, the Class 3b cycle as defined in paragraph

3.3.2. of this annex shall be used as the base cycle. This shall apply even if vcap is
lower than 120 km/h.

In the cases where vcap is applied, the base cycle shall be modified as described in
paragraph 9.2. of this annex in order to achieve the same cycle distance for the
capped speed cycle as for the base cycle.

9.2 Calculation steps

9.2.1 Determination of the distance difference per cycle phase

An interim capped speed cycle shall be derived by replacing all vehicle speed
samples vi where vi > vcap by vcap.

9.2.1.1 If vcap < vmax,medium, the distance of the medium speed phases of the base cycle
dbase,medium and the interim capped speed cycle dcap,medium shall be calculated using
the following equation for both cycles:
(𝑣𝑖 +𝑣𝑖−1 )
dmedium = ∑( × (𝑡𝑖 − 𝑡𝑖−1 )), for i = 590 to 1022
2×3.6

where:

vmax,medium is the maximum vehicle speed of the medium speed phase as listed in
Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 cycle, in Table
A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle.

9.2.1.2 If vcap < vmax,high, the distances of the high speed phases of the base cycle dbase,high
and the interim capped speed cycle dcap,high shall be calculated using the following
equation for both cycles:
(𝑣𝑖 +𝑣𝑖−1 )
dhigh = ∑( × (𝑡𝑖 − 𝑡𝑖−1 )), for i = 1023 to 1477
2×3.6

vmax,high is the maximum vehicle speed of the high speed phase as listed in Table
A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle and in Table
A1/11 for the Class 3b cycle.

9.2.2 Determination of the time periods to be added to the interim capped speed cycle
in order to compensate for distance differences

In order to compensate for a difference in distance between the base cycle and the
interim capped speed cycle, corresponding time periods with vi = vcap shall be
added to the interim capped speed cycle as described in paragraphs 9.2.2.1. to
9.2.2.3. inclusive of this annex.

9.2.2.1 Additional time period for the medium speed phase

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If vcap < vmax,medium, the additional time period to be added to the medium speed
phase of the interim capped speed cycle shall be calculated using the following
equation:
(𝑑𝑏𝑎𝑠𝑒,𝑚𝑒𝑑𝑖𝑢𝑚 −𝑑𝑐𝑎𝑝,𝑚𝑒𝑑𝑖𝑢𝑚 )
Δtmedium = × 3.6
𝑉𝑐𝑎𝑝

The number of time samples nadd,medium with vi = vcap to be added to the medium
speed phase of the interim capped speed cycle equals Δtmedium, rounded according
to paragraph 6.1.8. of this Regulation to the nearest integer.

9.2.2.2 Additional time period for the high speed phase

If vcap < vmax,high, the additional time period to be added to the high speed phases
of the interim capped speed cycle shall be calculated using the following equation:
(𝑑𝑏𝑎𝑠𝑒,ℎ𝑖𝑔ℎ −𝑑𝑐𝑎𝑝,ℎ𝑖𝑔ℎ )
Δthigh = × 3.6
𝑉𝑐𝑎𝑝

The number of time samples nadd,high with vi = vcap to be added to the high speed
phase of the interim capped speed cycle equals Δthigh, rounded according to
paragraph 6.1.8. of this Regulation to the nearest integer.

The number of time samples nadd,high with vi = vcap to be added to the high speed
phase of the interim capped speed cycle equals Δthigh, rounded according to
paragraph 6.1.8. of this Regulation to the nearest integer.

9.2.3 Construction of the final capped speed cycle

9.2.3.1 Class 1 cycle

The first part of the final capped speed cycle consists of the vehicle speed trace of
the interim capped speed cycle up to the last sample in the medium speed phase
where v = vcap. The time of this sample is referred to as tmedium.

Then nadd,medium samples with vi = vcap shall be added, so that the time of the last
sample is (tmedium + nadd,medium).

The remaining part of the medium speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1022 + nadd,medium).

9.2.3.2 Class 2 and Class 3 cycles

9.2.3.2.1 vcap < vmax,medium

The first part of the final capped speed cycle consists of the vehicle speed trace of
the interim capped speed cycle up to the last sample in the medium speed phase
where v = vcap. The time of this sample is referred to as tmedium.

Then nadd,medium samples with vi = vcap shall be added, so that the time of the last
sample is (tmedium + nadd,medium).

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If vcap < vmax,medium, the additional time period to be added to the medium speed
phase of the interim capped speed cycle shall be calculated using the following
equation:
(𝑑𝑏𝑎𝑠𝑒,𝑚𝑒𝑑𝑖𝑢𝑚 −𝑑𝑐𝑎𝑝,𝑚𝑒𝑑𝑖𝑢𝑚 )
Δtmedium = × 3.6
𝑉𝑐𝑎𝑝

The number of time samples nadd,medium with vi = vcap to be added to the medium
speed phase of the interim capped speed cycle equals Δtmedium, rounded according
to paragraph 6.1.8. of this Regulation to the nearest integer.

9.2.2.2 Additional time period for the high speed phase

If vcap < vmax,high, the additional time period to be added to the high speed phases
of the interim capped speed cycle shall be calculated using the following equation:
(𝑑𝑏𝑎𝑠𝑒,ℎ𝑖𝑔ℎ −𝑑𝑐𝑎𝑝,ℎ𝑖𝑔ℎ )
Δthigh = × 3.6
𝑉𝑐𝑎𝑝

The number of time samples nadd,high with vi = vcap to be added to the high speed
phase of the interim capped speed cycle equals Δthigh, rounded according to
paragraph 6.1.8. of this Regulation to the nearest integer.

The number of time samples nadd,high with vi = vcap to be added to the high speed
phase of the interim capped speed cycle equals Δthigh, rounded according to
paragraph 6.1.8. of this Regulation to the nearest integer.

9.2.3 Construction of the final capped speed cycle

9.2.3.1 Class 1 cycle

The first part of the final capped speed cycle consists of the vehicle speed trace of
the interim capped speed cycle up to the last sample in the medium speed phase
where v = vcap. The time of this sample is referred to as tmedium.

Then nadd,medium samples with vi = vcap shall be added, so that the time of the last
sample is (tmedium + nadd,medium).

The remaining part of the medium speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1022 + nadd,medium).

9.2.3.2 Class 2 and Class 3 cycles

9.2.3.2.1 vcap < vmax,medium

The first part of the final capped speed cycle consists of the vehicle speed trace of
the interim capped speed cycle up to the last sample in the medium speed phase
where v = vcap. The time of this sample is referred to as tmedium.

Then nadd,medium samples with vi = vcap shall be added, so that the time of the last
sample is (tmedium + nadd,medium).

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The remaining part of the medium speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1022 + nadd,medium).

In a next step, the first part of the high speed phase of the interim capped speed
cycle up to the last sample in the high speed phase where v = vcap shall be added.
The time of this sample in the interim capped speed is referred to as thigh, so that
the time of this sample in the final capped speed cycle is (thigh + nadd,medium).

Then, nadd,high samples with vi = vcap shall be added, so that the time of the last
sample becomes (thigh + nadd,medium + nadd,high).

The remaining part of the high speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1477 + nadd,medium + nadd,high).

The length of the final capped speed cycle is equivalent to the length of the base
cycle except for differences caused by the rounding process according to
paragraph 6.1.8. of this Regulation for nadd,medium and nadd,high

9.2.3.2.2 vmax, medium ≤ vcap < vmax, high

The first part of the final capped speed cycle consists of the vehicle speed trace of
the interim capped speed cycle up to the last sample in the high speed phase where
v = vcap. The time of this sample is referred to as thigh.

Then, nadd,high samples with vi = vcap shall be added, so that the time of the last
sample is (thigh + nadd,high).

The remaining part of the high speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1477 + nadd,high).

The length of the final capped speed cycle is equivalent to the length of the base
cycle except for differences caused by the rounding process according to
paragraph 6.1.8. of this Regulation for nadd,high.

10.0 Allocation of cycles to vehicles

10.1 A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class
1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle, Class 3a
vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b cycle.
However, at the request of the manufacturer and with approval of the Test
Agency, a vehicle may be tested on a numerically higher cycle class, e.g. a Class
2 vehicle may be tested on a Class 3 cycle. In this case the differences between
Classes 3a and 3b shall be respected and the cycle may be downscaled according
to paragraphs 8. to 8.4. inclusive of this annex.

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The remaining part of the medium speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1022 + nadd,medium).

In a next step, the first part of the high speed phase of the interim capped speed
cycle up to the last sample in the high speed phase where v = vcap shall be added.
The time of this sample in the interim capped speed is referred to as thigh, so that
the time of this sample in the final capped speed cycle is (thigh + nadd,medium).

Then, nadd,high samples with vi = vcap shall be added, so that the time of the last
sample becomes (thigh + nadd,medium + nadd,high).

The remaining part of the high speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1477 + nadd,medium + nadd,high).

The length of the final capped speed cycle is equivalent to the length of the base
cycle except for differences caused by the rounding process according to
paragraph 6.1.8. of this Regulation for nadd,medium and nadd,high

9.2.3.2.2 vmax, medium ≤ vcap < vmax, high

The first part of the final capped speed cycle consists of the vehicle speed trace of
the interim capped speed cycle up to the last sample in the high speed phase where
v = vcap. The time of this sample is referred to as thigh.

Then, nadd,high samples with vi = vcap shall be added, so that the time of the last
sample is (thigh + nadd,high).

The remaining part of the high speed phase of the interim capped speed cycle,
which is identical with the same part of the base cycle, shall then be added, so that
the time of the last sample is (1477 + nadd,high).

The length of the final capped speed cycle is equivalent to the length of the base
cycle except for differences caused by the rounding process according to
paragraph 6.1.8. of this Regulation for nadd,high.

10.0 Allocation of cycles to vehicles

10.1 A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class
1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 cycle, Class 3a
vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 3b cycle.
However, at the request of the manufacturer and with approval of the Test
Agency, a vehicle may be tested on a numerically higher cycle class, e.g. a Class
2 vehicle may be tested on a Class 3 cycle. In this case the differences between
Classes 3a and 3b shall be respected and the cycle may be downscaled according
to paragraphs 8. to 8.4. inclusive of this annex.

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Annex B2

Gear selection and shift point determination for vehicles equipped with
manual transmissions

1.0 GENERAL APPROACH

1.1 The shifting procedures described in this annex shall apply to vehicles equipped
with manual shift transmissions.

1.2 The prescribed gears and shifting points are based on the balance between the
power required to overcome driving resistance and acceleration, and the power
provided by the engine in all possible gears at a specific cycle phase.

1.3 The calculation to determine the gears to use shall be based on engine speeds and
full load power curves versus engine speed.

1.4 For vehicles equipped with a dual-range transmission (low and high), only the
range designed for normal on-road operation shall be considered for gear use
determination.

1.5 The prescriptions for clutch operation shall not be applied if the clutch is operated
automatically without the need of an engagement or disengagement of the driver.

1.6 This annex shall not apply to vehicles tested according to Annex B8.

2.0 Required data and precalculations

The following data are required and calculations shall be performed in order to
determine the gears to be used when driving the cycle on a chassis dynamometer:

(a) 𝑷𝒓𝒂𝒕𝒆𝒅 , the maximum rated engine power as declared by the manufacturer,
kW;

(b) nrated, the rated engine speed declared by the manufacturer as the engine
speed at which the engine develops its maximum power, min-1;

(c) 𝑛𝑖𝑑𝑙𝑒 , idling speed, min-1.

nidle shall be measured over a period of at least 1 minute at a sampling rate

of at least 1 Hz with the engine running in warm condition, the gear lever
placed in neutral, and the clutch engaged. The conditions for temperature,
peripheral and auxiliary devices, etc. shall be the same as described in
Annex B6 for the Type I test.

The value to be used in this annex shall be the arithmetic average over the
measuring period and rounded according to paragraph 6.1.8. of this
Regulation to the nearest 10 min-1;

(d) ng, the number of forward gears.

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Annex B2

Gear selection and shift point determination for vehicles equipped with
manual transmissions

1.0 GENERAL APPROACH

1.1 The shifting procedures described in this annex shall apply to vehicles equipped
with manual shift transmissions.

1.2 The prescribed gears and shifting points are based on the balance between the
power required to overcome driving resistance and acceleration, and the power
provided by the engine in all possible gears at a specific cycle phase.

1.3 The calculation to determine the gears to use shall be based on engine speeds and
full load power curves versus engine speed.

1.4 For vehicles equipped with a dual-range transmission (low and high), only the
range designed for normal on-road operation shall be considered for gear use
determination.

1.5 The prescriptions for clutch operation shall not be applied if the clutch is operated
automatically without the need of an engagement or disengagement of the driver.

1.6 This annex shall not apply to vehicles tested according to Annex B8.

2.0 Required data and precalculations

The following data are required and calculations shall be performed in order to
determine the gears to be used when driving the cycle on a chassis dynamometer:

(a) 𝑷𝒓𝒂𝒕𝒆𝒅 , the maximum rated engine power as declared by the manufacturer,
kW;

(b) nrated, the rated engine speed declared by the manufacturer as the engine
speed at which the engine develops its maximum power, min-1;

(c) 𝑛𝑖𝑑𝑙𝑒 , idling speed, min-1.

nidle shall be measured over a period of at least 1 minute at a sampling rate

of at least 1 Hz with the engine running in warm condition, the gear lever
placed in neutral, and the clutch engaged. The conditions for temperature,
peripheral and auxiliary devices, etc. shall be the same as described in
Annex B6 for the Type I test.

The value to be used in this annex shall be the arithmetic average over the
measuring period and rounded according to paragraph 6.1.8. of this
Regulation to the nearest 10 min-1;

(d) ng, the number of forward gears.

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The forward gears in the transmission range designed for normal on-road
operation shall be numbered in descending order of the ratio between
engine speed in min-1 and vehicle speed in km/h. Gear 1 is the gear with
the highest ratio, gear ng is the gear with the lowest ratio. ng determines
the number of forward gears;

(e) (n/v)i, the ratio obtained by dividing the engine speed n by the vehicle
speed v for each gear i, for i = 1 to ng, min-1/(km/h). (n/v)i shall be
calculated according to the equations in paragraph 8. of Annex B7;

(f) 𝒇𝟎 , 𝒇𝟏 , 𝒇𝟐 , road load coefficients selected for testing, N, N/(km/h), and

N/(km/h)² respectively;

(g) nmaxnmax1 = n95_high, the maximum engine speed where 95 per cent of rated
power is reached, min – 1;

If n95_high cannot be determined because the engine speed is limited to a

lower value nlim for all gears and the corresponding full load power is
higher than 95 per cent of rated power, n95_high shall be set to nlim.

nmax2 = (n/v)( ngvmax) × vmax,cycle

nmax3 = (n/v)( ngvmax) × vmax,vehicle

where:

vmax,cycle is the maximum speed of the vehicle speed trace according to

Annex B1, km/h;

vmax,vehicle is the maximum speed of the vehicle according to paragraph 2.(i)

of this annex, km/h;

(n/v)(ngvmax) is the ratio obtained by dividing engine speed n by the vehicle

speed v for the gear ngvmax, min-1/(km/h );

ngvmax is defined in paragraph 2.(i) of this annex;

nmax is the maximum of nmax1, nmax2 and nmax3, min-1.

(h) Pwot(n), the full load power curve over the engine speed range

The power curve shall consist of a sufficient number of data sets (n, P wot)
so that the calculation of interim points between consecutive data sets can
be performed by linear interpolation. Deviation of the linear interpolation
from the full load power curve according to CMVR shall not exceed
2 per cent. The first data set shall be at nmin_drive_set (see (k)(3) below) or
lower. The last data set shall be at nmax or higher engine speed. Data sets
need not be spaced equally but all data sets shall be reported.

The data sets and the values Prated and nrated shall be taken from the power
curve as declared by the manufacturer.

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The forward gears in the transmission range designed for normal on-road
operation shall be numbered in descending order of the ratio between
engine speed in min-1 and vehicle speed in km/h. Gear 1 is the gear with
the highest ratio, gear ng is the gear with the lowest ratio. ng determines
the number of forward gears;

(e) (n/v)i, the ratio obtained by dividing the engine speed n by the vehicle
speed v for each gear i, for i = 1 to ng, min-1/(km/h). (n/v)i shall be
calculated according to the equations in paragraph 8. of Annex B7;

(f) 𝒇𝟎 , 𝒇𝟏 , 𝒇𝟐 , road load coefficients selected for testing, N, N/(km/h), and

N/(km/h)² respectively;

(g) nmaxnmax1 = n95_high, the maximum engine speed where 95 per cent of rated
power is reached, min – 1;

If n95_high cannot be determined because the engine speed is limited to a

lower value nlim for all gears and the corresponding full load power is
higher than 95 per cent of rated power, n95_high shall be set to nlim.

nmax2 = (n/v)( ngvmax) × vmax,cycle

nmax3 = (n/v)( ngvmax) × vmax,vehicle

where:

vmax,cycle is the maximum speed of the vehicle speed trace according to

Annex B1, km/h;

vmax,vehicle is the maximum speed of the vehicle according to paragraph 2.(i)

of this annex, km/h;

(n/v)(ngvmax) is the ratio obtained by dividing engine speed n by the vehicle

speed v for the gear ngvmax, min-1/(km/h );

ngvmax is defined in paragraph 2.(i) of this annex;

nmax is the maximum of nmax1, nmax2 and nmax3, min-1.

(h) Pwot(n), the full load power curve over the engine speed range

The power curve shall consist of a sufficient number of data sets (n, P wot)
so that the calculation of interim points between consecutive data sets can
be performed by linear interpolation. Deviation of the linear interpolation
from the full load power curve according to CMVR shall not exceed
2 per cent. The first data set shall be at nmin_drive_set (see (k)(3) below) or
lower. The last data set shall be at nmax or higher engine speed. Data sets
need not be spaced equally but all data sets shall be reported.

The data sets and the values Prated and nrated shall be taken from the power
curve as declared by the manufacturer.

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(i) Determination of ngvmax and vmax

ngvmax, the gear in which the maximum vehicle speed is reached and shall
be determined as follows:

If vmax(ng) ≥ vmax(ng-1) and vmax(ng-1) ≥ vmax(ng-2), then:

ngvmax = ng and vmax = vmax(ng).

If vmax(ng) < vmax(ng-1) and vmax(ng-1) ≥ vmax(ng-2), then:

ngvmax = ng-1 and vmax = vmax(ng-1),

otherwise, ngvmax = ng -2 and vmax = vmax(ng-2)

where:

vmax(ng) is the vehicle speed at which the required road load power
equals the available power Pwot in gear ng (see Figure A2/1a).

vmax(ng-1) is the vehicle speed at which the required road load power
equals the available power Pwot in the next lower gear (gear ng-1). See
Figure A2/1b.

vmax(ng-2) is the vehicle speed at which the required road load power
equals the available power Pwot in the gear ng-2.

Vehicle speed values rounded according to paragraph 6.1.8. of this

Regulation to one place of decimal shall be used for the determination of
vmax and ngvmax.

The required road load power, kW, shall be calculated using the following
equation:

(𝑓0 × 𝑣) + (𝑓1 × 𝑣 2 ) + (𝑓2 × 𝑣³)

𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 =
3600
where:

v is the vehicle speed specified above, km/h.

The available power at vehicle speed vmax in gear ng, gear ng - 1 or gear
ng-2 shall be determined from the full load power curve, Pwot(n), by using
the following equations:

nng = (n/v)ng × vmax(ng);

nng-1 = (n/v)ng-1 × vmax(ng-1);

nng-2 = (n/v)ng-2 × vmax(ng-2),

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(i) Determination of ngvmax and vmax

ngvmax, the gear in which the maximum vehicle speed is reached and shall
be determined as follows:

If vmax(ng) ≥ vmax(ng-1) and vmax(ng-1) ≥ vmax(ng-2), then:

ngvmax = ng and vmax = vmax(ng).

If vmax(ng) < vmax(ng-1) and vmax(ng-1) ≥ vmax(ng-2), then:

ngvmax = ng-1 and vmax = vmax(ng-1),

otherwise, ngvmax = ng -2 and vmax = vmax(ng-2)

where:

vmax(ng) is the vehicle speed at which the required road load power
equals the available power Pwot in gear ng (see Figure A2/1a).

vmax(ng-1) is the vehicle speed at which the required road load power
equals the available power Pwot in the next lower gear (gear ng-1). See
Figure A2/1b.

vmax(ng-2) is the vehicle speed at which the required road load power
equals the available power Pwot in the gear ng-2.

Vehicle speed values rounded according to paragraph 6.1.8. of this

Regulation to one place of decimal shall be used for the determination of
vmax and ngvmax.

The required road load power, kW, shall be calculated using the following
equation:

(𝑓0 × 𝑣) + (𝑓1 × 𝑣 2 ) + (𝑓2 × 𝑣³)

𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 =
3600
where:

v is the vehicle speed specified above, km/h.

The available power at vehicle speed vmax in gear ng, gear ng - 1 or gear
ng-2 shall be determined from the full load power curve, Pwot(n), by using
the following equations:

nng = (n/v)ng × vmax(ng);

nng-1 = (n/v)ng-1 × vmax(ng-1);

nng-2 = (n/v)ng-2 × vmax(ng-2),

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and by reducing the power values of the full load power curve by
10 per cent.

The method described above shall be extended to even lower gears, i.e.
ng- 3, ng-4, etc. if necessary.

If, for the purpose of limiting maximum vehicle speed, the maximum
engine speed is limited to nlim which is lower than the engine speed
corresponding to the intersection of the road load power curve and the
available power curve, then:

ngvmax = ng and vmax = nlim / (n/v)(ng).

Figure A2/1a

An example where ngvmax is the highest gear

100
ngvmax = 6
90

80

70

60
P in kW

50

40

30
Pres vmax(gear 6)
0.9*Pwot, gear 1
20 0.9*Pwot, gear 2
0.9*Pwot, gear 3 vmax(gear 5)
0.9*Pwot, gear 4
10
0.9*Pwot, gear 5
0.9*Pwot, gear 6
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
vehicle speed in km/h

Figure A2/1b

An example where ngvmax is the 2nd highest gear

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and by reducing the power values of the full load power curve by
10 per cent.

The method described above shall be extended to even lower gears, i.e.
ng- 3, ng-4, etc. if necessary.

If, for the purpose of limiting maximum vehicle speed, the maximum
engine speed is limited to nlim which is lower than the engine speed
corresponding to the intersection of the road load power curve and the
available power curve, then:

ngvmax = ng and vmax = nlim / (n/v)(ng).

Figure A2/1a

An example where ngvmax is the highest gear

100
ngvmax = 6
90

80

70

60
P in kW

50

40

30
Pres vmax(gear 6)
0.9*Pwot, gear 1
20 0.9*Pwot, gear 2
0.9*Pwot, gear 3 vmax(gear 5)
0.9*Pwot, gear 4
10
0.9*Pwot, gear 5
0.9*Pwot, gear 6
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
vehicle speed in km/h

Figure A2/1b

An example where ngvmax is the 2nd highest gear

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100
ngvmax = 5
90

80

70

60
Pwot in kW

50
vmax(gear 5)

40

vmax(gear 6)
30
Pres
0.9*Pwot, gear 1
20 0.9*Pwot, gear 2
0.9*Pwot, gear 3
0.9*Pwot, gear 4
10
0.9*Pwot, gear 5
0.9*Pwot, gear 6
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
vehicle speed in km/h

(j) Exclusion of a crawler gear

Gear 1 may be excluded at the request of the manufacturer if all of the

following conditions are fulfilled:

(1) The vehicle family is homologated to tow a trailer;

(2) (n/v)1 × (vmax / n95_high) > 6.74;

(3) (n/v)2 × (vmax / n95_high) > 3.85;

(4) The vehicle, having a mass mt as defined in the equation below, is able
to pull away from standstill within 4 seconds, on an uphill gradient of at least
12 per cent, on five separate occasions within a period of 5 minutes.

mt = mr0 + 25 kg + (MC – mr0 – 25 kg) × 0.28

(factor 0.28 in the above equation shall be used for category 2 vehicles with
a gross vehicle mass up to 3.5 tons and shall be replaced by factor 0.15 in the
case of category 1 vehicles),

where:

vmax is the maximum vehicle speed as specified in paragraph 2. (i) of this

annex. Only the vmax value resulting from the intersection of the required road
load power curve and the available power curve of the relevant gear shall be
used for the conditions in (2) and (3) above. A vmax value resulting from a
limitation of the engine speed which prevents this intersection of curves shall
not be used;

(n/v)(ngvmax) is the ratio obtained by dividing the engine speed n by the

vehicle speed v for gear ngvmax, min-1/(km/h);

mr0 is the mass in running order, kg;

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100
ngvmax = 5
90

80

70

60
Pwot in kW

50
vmax(gear 5)

40

vmax(gear 6)
30
Pres
0.9*Pwot, gear 1
20 0.9*Pwot, gear 2
0.9*Pwot, gear 3
0.9*Pwot, gear 4
10
0.9*Pwot, gear 5
0.9*Pwot, gear 6
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
vehicle speed in km/h

(j) Exclusion of a crawler gear

Gear 1 may be excluded at the request of the manufacturer if all of the

following conditions are fulfilled:

(1) The vehicle family is homologated to tow a trailer;

(2) (n/v)1 × (vmax / n95_high) > 6.74;

(3) (n/v)2 × (vmax / n95_high) > 3.85;

(4) The vehicle, having a mass mt as defined in the equation below, is able
to pull away from standstill within 4 seconds, on an uphill gradient of at least
12 per cent, on five separate occasions within a period of 5 minutes.

mt = mr0 + 25 kg + (MC – mr0 – 25 kg) × 0.28

(factor 0.28 in the above equation shall be used for category 2 vehicles with
a gross vehicle mass up to 3.5 tons and shall be replaced by factor 0.15 in the
case of category 1 vehicles),

where:

vmax is the maximum vehicle speed as specified in paragraph 2. (i) of this

annex. Only the vmax value resulting from the intersection of the required road
load power curve and the available power curve of the relevant gear shall be
used for the conditions in (2) and (3) above. A vmax value resulting from a
limitation of the engine speed which prevents this intersection of curves shall
not be used;

(n/v)(ngvmax) is the ratio obtained by dividing the engine speed n by the

vehicle speed v for gear ngvmax, min-1/(km/h);

mr0 is the mass in running order, kg;

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MC is the technically permissible maximum laden mass of the combination

(see paragraph 3.2.27. of this Regulation), kg.

In this case, gear 1 shall not be used when driving the cycle on a chassis
dynamometer and the gears shall be renumbered starting with the second gear
as gear 1.

(k) Definition of nmin_drive

nmin_drive is the minimum engine speed when the vehicle is in motion, min-1;

(1) For ngear = 1, nmin_drive = nidle,

(2) For ngear = 2,

(i) for transitions from first to second gear:

nmin_drive = 1.15 ×nidle,

(ii) for decelerations to standstill:

nmin_drive = nidle,

(iii) for all other driving conditions:

nmin_drive = 0.9 × nidle.

(3) For ngear > 2, nmin_drive shall be determined by:

nmin_drive = nidle + 0.125 × (nrated -nidle).

This value shall be referred to as nmin_drive_set.

nmin_drive_set shall be rounded according to paragraph 6.1.8. of this Regulation

to the nearest integer.

Values higher than nmin_drive_set may be used for ngear > 2 if requested by the
manufacturer. In this case, the manufacturer may specify one value for
acceleration/constant speed phases (nmin_drive_up) and a different value for
deceleration phases (nmin_drive_down).

Samples which have acceleration values ≥ -0.1389 m/s² shall belong to the
acceleration/constant speed phases. This phase specification shall only be
used for the determination of the initial gear according to paragraph 3.5. of
this annex and shall not be applied to the requirements specified in
paragraph 4. of this annex.

In addition, for an initial period of time (tstart_phase), the manufacturer may

specify higher values (nmin_drive_start or nmin_drive_up_start and nmin_drive_down_start) for
the values nmin_drive or nmin_drive_up and nmin_drive_down for ngear > 2 than specified
above.

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MC is the technically permissible maximum laden mass of the combination

(see paragraph 3.2.27. of this Regulation), kg.

In this case, gear 1 shall not be used when driving the cycle on a chassis
dynamometer and the gears shall be renumbered starting with the second gear
as gear 1.

(k) Definition of nmin_drive

nmin_drive is the minimum engine speed when the vehicle is in motion, min-1;

(1) For ngear = 1, nmin_drive = nidle,

(2) For ngear = 2,

(i) for transitions from first to second gear:

nmin_drive = 1.15 ×nidle,

(ii) for decelerations to standstill:

nmin_drive = nidle,

(iii) for all other driving conditions:

nmin_drive = 0.9 × nidle.

(3) For ngear > 2, nmin_drive shall be determined by:

nmin_drive = nidle + 0.125 × (nrated -nidle).

This value shall be referred to as nmin_drive_set.

nmin_drive_set shall be rounded according to paragraph 6.1.8. of this Regulation

to the nearest integer.

Values higher than nmin_drive_set may be used for ngear > 2 if requested by the
manufacturer. In this case, the manufacturer may specify one value for
acceleration/constant speed phases (nmin_drive_up) and a different value for
deceleration phases (nmin_drive_down).

Samples which have acceleration values ≥ -0.1389 m/s² shall belong to the
acceleration/constant speed phases. This phase specification shall only be
used for the determination of the initial gear according to paragraph 3.5. of
this annex and shall not be applied to the requirements specified in
paragraph 4. of this annex.

In addition, for an initial period of time (tstart_phase), the manufacturer may

specify higher values (nmin_drive_start or nmin_drive_up_start and nmin_drive_down_start) for
the values nmin_drive or nmin_drive_up and nmin_drive_down for ngear > 2 than specified
above.

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The initial time period shall be specified by the manufacturer but shall not
exceed the low speed phase of the cycle and shall end in a stop phase so that
there is no change of nmin_drive within a short trip.

All individually chosen nmin_drive values shall be equal to or higher than

nmin_drive_set but shall not exceed (2 × nmin_drive_set).

All individually chosen nmin_drive values and tstart_phase shall be recorded.

Only nmin_drive_set shall be used as the lower limit for the full load power curve
according to paragraph 2(h) above.

(l) 𝑇𝑀, test mass of the vehicle, kg.

3.0 Calculations of required power, engine speeds, available power, and possible
gear to be used

3.1 Calculation of required power

For each second j of the cycle trace, the power required to overcome driving
resistance and to accelerate shall be calculated using the following equation:

(𝑓0 × 𝑣𝑗 ) + (𝑓1 × 𝑣𝑗2 ) + (𝑓2 × 𝑣𝑗3 ) (𝑘𝑟 × 𝑎𝑗 × 𝑣𝑗 × 𝑇𝑀)

𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑,𝑗 = ( )+
3600 3600

where:

𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑,𝑗 is the required power at second j, kW;

𝑎𝑗 is the vehicle acceleration at second j, m/s², and is calculated as follows:

(𝑣
𝑗+1 −𝑣𝑗 )
𝑎𝑗 = 3.6×(𝑡 ;
𝑗+1 −𝑡𝑗 )

j = tstart to tend – 1,

tstart is the time at which the applicable test cycle starts (see paragraph 3 of Annex
B1 of this Regulation), s;

tend is the time at which the applicable test cycle ends (see paragraph 3 of Annex
B1 of this Regulation), s;

The acceleration value at second tend (second 1611 for class 1 cycle and
second 1800 for class 2 and 3 cycles) may be set to 0 in order to avoid empty cells.

𝑘𝑟 is a factor taking the inertial resistances of the drivetrain during acceleration

into account and is set to 1.03.

3.2 Determination of engine speeds

For any 𝑣𝑗 < 1.0 km/h, it shall be assumed that the vehicle is standing still and
the engine speed shall be set to 𝑛𝑖𝑑𝑙𝑒 .The gear lever shall be placed in neutral with

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The initial time period shall be specified by the manufacturer but shall not
exceed the low speed phase of the cycle and shall end in a stop phase so that
there is no change of nmin_drive within a short trip.

All individually chosen nmin_drive values shall be equal to or higher than

nmin_drive_set but shall not exceed (2 × nmin_drive_set).

All individually chosen nmin_drive values and tstart_phase shall be recorded.

Only nmin_drive_set shall be used as the lower limit for the full load power curve
according to paragraph 2(h) above.

(l) 𝑇𝑀, test mass of the vehicle, kg.

3.0 Calculations of required power, engine speeds, available power, and possible
gear to be used

3.1 Calculation of required power

For each second j of the cycle trace, the power required to overcome driving
resistance and to accelerate shall be calculated using the following equation:

(𝑓0 × 𝑣𝑗 ) + (𝑓1 × 𝑣𝑗2 ) + (𝑓2 × 𝑣𝑗3 ) (𝑘𝑟 × 𝑎𝑗 × 𝑣𝑗 × 𝑇𝑀)

𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑,𝑗 = ( )+
3600 3600

where:

𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑,𝑗 is the required power at second j, kW;

𝑎𝑗 is the vehicle acceleration at second j, m/s², and is calculated as follows:

(𝑣
𝑗+1 −𝑣𝑗 )
𝑎𝑗 = 3.6×(𝑡 ;
𝑗+1 −𝑡𝑗 )

j = tstart to tend – 1,

tstart is the time at which the applicable test cycle starts (see paragraph 3 of Annex
B1 of this Regulation), s;

tend is the time at which the applicable test cycle ends (see paragraph 3 of Annex
B1 of this Regulation), s;

The acceleration value at second tend (second 1611 for class 1 cycle and
second 1800 for class 2 and 3 cycles) may be set to 0 in order to avoid empty cells.

𝑘𝑟 is a factor taking the inertial resistances of the drivetrain during acceleration

into account and is set to 1.03.

3.2 Determination of engine speeds

For any 𝑣𝑗 < 1.0 km/h, it shall be assumed that the vehicle is standing still and
the engine speed shall be set to 𝑛𝑖𝑑𝑙𝑒 .The gear lever shall be placed in neutral with

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the clutch engaged except 1 second before beginning an acceleration from

standstill where first gear shall be selected with the clutch disengaged.

For each 𝑣𝑗 ≥ 1.0 km/h of the cycle trace and each gear i, 𝑖 = 1 to ng the engine
speed, 𝑛𝑖,𝑗 , shall be calculated using the following equation:

𝑛𝑖,𝑗 = (𝑛/𝑣)𝑖 × 𝑣𝑗

The calculation shall be performed with floating point numbers; the results shall
not be rounded.

3.3 Selection of possible gears with respect to engine speed

The following gears may be selected for driving the speed trace at vj:

(a) All gears i < ngvmax where nmin_drive ≤ ni,j ≤ nmax1;

(b) All gears i ≥ ngvmax where nmin_drive ≤ ni,j ≤ nmax2;

(c) Gear 1, if n1,j < nmin_drive.

If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutch shall be disengaged.

If aj ≥ 0 and ni,j < max(1.15 × nidle ; min. engine speed of the Pwot(n) curve), ni,j shall
be set to the maximum of (1.15 × nidle) or the min. engine speed of the Pwot(n) curve,
and the clutch shall be set to “undefined”.

“Undefined” covers any status of the clutch between disengaged and engaged,
depending on the individual engine and transmission design. In such a case, the
real engine speed may deviate from the calculated engine speed.

With regard to the definition of nmin_drive in paragraph 2 (k) the requirements (a) to
(c) specified above can be expressed as follows for deceleration phases:

During a deceleration phase, gears with ngear > 2 shall be used as long as the engine
speed does not drop below nmin_drive.

Gear 2 shall be used during a deceleration phase within a short trip of the cycle
(not at the end of a short trip) as long as the engine speed does not drop below (0.9
× nidle).

If the engine speed drops below nidle, the clutch shall be disengaged.

If the deceleration phase is the last part of a short trip shortly before a stop phase,
the second gear shall be used as long as the engine speed does not drop below nidle.
This requirement shall be applied to the whole deceleration phase ending at
standstill.

A deceleration phase is a time period of more than 2 seconds with a vehicle speed
≥ 1.0 km/h and with strictly monotonic decrease of vehicle speed (see paragraph 4.
of this annex).

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the clutch engaged except 1 second before beginning an acceleration from

standstill where first gear shall be selected with the clutch disengaged.

For each 𝑣𝑗 ≥ 1.0 km/h of the cycle trace and each gear i, 𝑖 = 1 to ng the engine
speed, 𝑛𝑖,𝑗 , shall be calculated using the following equation:

𝑛𝑖,𝑗 = (𝑛/𝑣)𝑖 × 𝑣𝑗

The calculation shall be performed with floating point numbers; the results shall
not be rounded.

3.3 Selection of possible gears with respect to engine speed

The following gears may be selected for driving the speed trace at vj:

(a) All gears i < ngvmax where nmin_drive ≤ ni,j ≤ nmax1;

(b) All gears i ≥ ngvmax where nmin_drive ≤ ni,j ≤ nmax2;

(c) Gear 1, if n1,j < nmin_drive.

If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutch shall be disengaged.

If aj ≥ 0 and ni,j < max(1.15 × nidle ; min. engine speed of the Pwot(n) curve), ni,j shall
be set to the maximum of (1.15 × nidle) or the min. engine speed of the Pwot(n) curve,
and the clutch shall be set to “undefined”.

“Undefined” covers any status of the clutch between disengaged and engaged,
depending on the individual engine and transmission design. In such a case, the
real engine speed may deviate from the calculated engine speed.

With regard to the definition of nmin_drive in paragraph 2 (k) the requirements (a) to
(c) specified above can be expressed as follows for deceleration phases:

During a deceleration phase, gears with ngear > 2 shall be used as long as the engine
speed does not drop below nmin_drive.

Gear 2 shall be used during a deceleration phase within a short trip of the cycle
(not at the end of a short trip) as long as the engine speed does not drop below (0.9
× nidle).

If the engine speed drops below nidle, the clutch shall be disengaged.

If the deceleration phase is the last part of a short trip shortly before a stop phase,
the second gear shall be used as long as the engine speed does not drop below nidle.
This requirement shall be applied to the whole deceleration phase ending at
standstill.

A deceleration phase is a time period of more than 2 seconds with a vehicle speed
≥ 1.0 km/h and with strictly monotonic decrease of vehicle speed (see paragraph 4.
of this annex).

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3.4 Calculation of available power

For each engine speed value nk of the full load power curve as specified in
paragraph 2 (h) of this annex the available power, Pavailable_k, shall be calculated
using the following equation:

𝑃𝑎𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒_𝑘 = 𝑃𝑤𝑜𝑡 (𝑛𝑘 ) × (1 − (𝑆𝑀 + 𝐴𝑆𝑀))

where:

𝑃𝑤𝑜𝑡 is the power available at nk at full load condition from the full load power
curve;

𝑆𝑀 is a safety margin accounting for the difference between the stationary full
load condition power curve and the power available during transition conditions.
SM shall be set to 10 per cent;

ASM is an additional power safety margin which may be applied at the request of
the manufacturer.

When requested, the manufacturer shall provide the ASM values (in per cent
reduction of the wot power) together with data sets for Pwot(n) as shown by the
example in Table A2/1. Linear interpolation shall be used between consecutive
data points. ASM is limited to 50 per cent.

The application of an ASM requires the approval of the Test Agency.

Table A2/1

n Pwot SM ASM Pavailable

min-1 kW per cent per cent kW

700 6.3 10.0 20.0 4.4

1000 15.7 10.0 20.0 11.0

1500 32.3 10.0 15.0 24.2

1800 56.6 10.0 10.0 45.3

1900 59.7 10.0 5.0 50.8

2000 62.9 10.0 0.0 56.6

3000 94.3 10.0 0.0 84.9

4000 125.7 10.0 0.0 113.2

5000 157.2 10.0 0.0 141.5

5700 179.2 10.0 0.0 161.3

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3.4 Calculation of available power

For each engine speed value nk of the full load power curve as specified in
paragraph 2 (h) of this annex the available power, Pavailable_k, shall be calculated
using the following equation:

𝑃𝑎𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒_𝑘 = 𝑃𝑤𝑜𝑡 (𝑛𝑘 ) × (1 − (𝑆𝑀 + 𝐴𝑆𝑀))

where:

𝑃𝑤𝑜𝑡 is the power available at nk at full load condition from the full load power
curve;

𝑆𝑀 is a safety margin accounting for the difference between the stationary full
load condition power curve and the power available during transition conditions.
SM shall be set to 10 per cent;

ASM is an additional power safety margin which may be applied at the request of
the manufacturer.

When requested, the manufacturer shall provide the ASM values (in per cent
reduction of the wot power) together with data sets for Pwot(n) as shown by the
example in Table A2/1. Linear interpolation shall be used between consecutive
data points. ASM is limited to 50 per cent.

The application of an ASM requires the approval of the Test Agency.

Table A2/1

n Pwot SM ASM Pavailable

min-1 kW per cent per cent kW

700 6.3 10.0 20.0 4.4

1000 15.7 10.0 20.0 11.0

1500 32.3 10.0 15.0 24.2

1800 56.6 10.0 10.0 45.3

1900 59.7 10.0 5.0 50.8

2000 62.9 10.0 0.0 56.6

3000 94.3 10.0 0.0 84.9

4000 125.7 10.0 0.0 113.2

5000 157.2 10.0 0.0 141.5

5700 179.2 10.0 0.0 161.3

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5800 180.1 10.0 0.0 162.1

6000 174.7 10.0 0.0 157.3

6200 169.0 10.0 0.0 152.1

6400 164.3 10.0 0.0 147.8

6600 156.4 10.0 0.0 140.8

For each possible gear i and each vehicle speed value of the cycle trace 𝑣𝑗 (j as
specified in paragraph 3.1 of this annex) and each engine speed value ni,j ≥ nmin of
the full load power curve the available power shall be calculated from adjacent nk,
Pavailable_k values of the full load power curve by linear interpolation.

3.5 Determination of possible gears to be used

The possible gears to be used shall be determined by the following conditions:

(a) The conditions of paragraph 3.3. of this annex are fulfilled, and

(b) For ngear > 2, if 𝑃𝑎𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒_𝑖,𝑗 ≥ 𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑,𝑗 .

The initial gear to be used for each second 𝑗 of the cycle trace is the highest
final possible gear, imax. When starting from standstill, only the first gear shall
be used.

The lowest final possible gear is imin.

4.0 Additional requirements for corrections and/or modifications of gear use

The initial gear selection shall be checked and modified in order to avoid too
frequent gearshifts and to ensure driveability and practicality.

An acceleration phase is a time period of more than 2 seconds with a vehicle speed
≥ 1.0 km/h and with strictly monotonic increase of vehicle speed. A deceleration
phase is a time period of more than 2 seconds with a vehicle speed ≥ 1.0 km/h and
with strictly monotonic decrease of vehicle speed. A constant speed phase is a time
period of more than 2 seconds with a constant vehicle speed ≥ 1.0 km/h.

The end of an acceleration/deceleration phase is determined by the last time sample

in which the vehicle speed is higher/lower than the vehicle speed of the previous
time sample. In this context the end of a deceleration phase could be the beginning
of an acceleration phase. In this case the requirements for acceleration phases
overrule the requirements for deceleration phases.

Corrections and/or modifications shall be made according to the following

requirements:

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5800 180.1 10.0 0.0 162.1

6000 174.7 10.0 0.0 157.3

6200 169.0 10.0 0.0 152.1

6400 164.3 10.0 0.0 147.8

6600 156.4 10.0 0.0 140.8

For each possible gear i and each vehicle speed value of the cycle trace 𝑣𝑗 (j as
specified in paragraph 3.1 of this annex) and each engine speed value ni,j ≥ nmin of
the full load power curve the available power shall be calculated from adjacent nk,
Pavailable_k values of the full load power curve by linear interpolation.

3.5 Determination of possible gears to be used

The possible gears to be used shall be determined by the following conditions:

(a) The conditions of paragraph 3.3. of this annex are fulfilled, and

(b) For ngear > 2, if 𝑃𝑎𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒_𝑖,𝑗 ≥ 𝑃𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑,𝑗 .

The initial gear to be used for each second 𝑗 of the cycle trace is the highest
final possible gear, imax. When starting from standstill, only the first gear shall
be used.

The lowest final possible gear is imin.

4.0 Additional requirements for corrections and/or modifications of gear use

The initial gear selection shall be checked and modified in order to avoid too
frequent gearshifts and to ensure driveability and practicality.

An acceleration phase is a time period of more than 2 seconds with a vehicle speed
≥ 1.0 km/h and with strictly monotonic increase of vehicle speed. A deceleration
phase is a time period of more than 2 seconds with a vehicle speed ≥ 1.0 km/h and
with strictly monotonic decrease of vehicle speed. A constant speed phase is a time
period of more than 2 seconds with a constant vehicle speed ≥ 1.0 km/h.

The end of an acceleration/deceleration phase is determined by the last time sample

in which the vehicle speed is higher/lower than the vehicle speed of the previous
time sample. In this context the end of a deceleration phase could be the beginning
of an acceleration phase. In this case the requirements for acceleration phases
overrule the requirements for deceleration phases.

Corrections and/or modifications shall be made according to the following

requirements:

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The modification check described in paragraph 4.(a) of this annex shall be applied
to the complete cycle trace twice prior to the application of paragraphs 4.(b) to 4.(f)
of this annex.

(a) If a one step higher gear (n+1) is required for only 1 second and the gears
before and after are the same (n) or one of them is one step lower (n – 1), gear
(n + 1) shall be corrected to gear n.

Examples:

Gear sequence i - 1, i, i - 1 shall be replaced by:

i - 1, i - 1, i - 1;

Gear sequence i - 1, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1.

If, during acceleration or constant speed phases or transitions from constant

speed to acceleration or acceleration to constant speed phases where these
phases only contain upshifts, a gear is used for only one second, the gear in
the following second shall be corrected to the gear before, so that a gear is
used for at least 2 seconds.

Examples:

Gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by:

1, 1, 2, 2, 3, 3, 3.

Gear sequence 1, 2, 3, 4, 5, 5, 6, 6, 6, 6, 6 shall be replaced by:

1, 1, 2, 2, 3, 3, 4, 4, 5, 5, 6.

This requirement shall not be applied to downshifts during an acceleration

phase or if the use of a gear for just one second follows immediately after
such a downshift or if the downshift occurs right at the beginning of an
acceleration phase. In these cases, the downshifts shall be first corrected
according to paragraph 4.(b) of this annex.

Example:

Gear sequence 4, 4, 3, 4, 5, 5, 5, where the first second or the third second

determines the start of an acceleration phase and where paragraph 4.(b) does
not apply in the further course of the acceleration phase, shall be replaced by:

4, 4, 4, 4, 5, 5, 5.

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The modification check described in paragraph 4.(a) of this annex shall be applied
to the complete cycle trace twice prior to the application of paragraphs 4.(b) to 4.(f)
of this annex.

(a) If a one step higher gear (n+1) is required for only 1 second and the gears
before and after are the same (n) or one of them is one step lower (n – 1), gear
(n + 1) shall be corrected to gear n.

Examples:

Gear sequence i - 1, i, i - 1 shall be replaced by:

i - 1, i - 1, i - 1;

Gear sequence i - 1, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1.

If, during acceleration or constant speed phases or transitions from constant

speed to acceleration or acceleration to constant speed phases where these
phases only contain upshifts, a gear is used for only one second, the gear in
the following second shall be corrected to the gear before, so that a gear is
used for at least 2 seconds.

Examples:

Gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by:

1, 1, 2, 2, 3, 3, 3.

Gear sequence 1, 2, 3, 4, 5, 5, 6, 6, 6, 6, 6 shall be replaced by:

1, 1, 2, 2, 3, 3, 4, 4, 5, 5, 6.

This requirement shall not be applied to downshifts during an acceleration

phase or if the use of a gear for just one second follows immediately after
such a downshift or if the downshift occurs right at the beginning of an
acceleration phase. In these cases, the downshifts shall be first corrected
according to paragraph 4.(b) of this annex.

Example:

Gear sequence 4, 4, 3, 4, 5, 5, 5, where the first second or the third second

determines the start of an acceleration phase and where paragraph 4.(b) does
not apply in the further course of the acceleration phase, shall be replaced by:

4, 4, 4, 4, 5, 5, 5.

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However, if the gear at the beginning of an acceleration phase is one step

lower than the gear in the previous second and the gears in the following (up
to five) seconds are the same as the gear in the previous second but followed
by a downshift, so that the application of paragraph 4.(c) would correct them
to the same gear as at the beginning of the acceleration phase, the application
of paragraph 4.(c) should be performed instead.

Example:

For a speed trace sequence

19.6 18.3 18.0 18.3 18.5 17.9 15.0 km/h

with an initial gear use of

3 3 2 3 3 2 2,

the gears in the fourth and fifth second shall be corrected to a one step lower
gear (which would be done by an application of paragraph 4.(c)) instead of a
correction of the gear at the beginning of the acceleration phase (second
three), so that the correction results in the following gear sequence

3 3 2 2 2 2 2

Furthermore, if the gear in the first second of an acceleration phase is the

same as the gear in the previous second and the gear in the following seconds
is one step higher, the gear in the 2nd second of the acceleration phase shall
be replaced by the gear used in the first second of the acceleration phase.

Example:

For a speed trace sequence

30.9 25.5 21.4 20.2 22.9 26.6 30.2 km/h

with an initial gear use of

3 3 2 2 3 3 3,

the gear in the fifth second (the 2nd second of the acceleration phase) shall be
corrected to a one step lower gear in order to ensure the use of a gear within
the acceleration phase for at least two seconds, so that the correction results
in the following gear sequence

3 3 2 2 2 3 3

Gears shall not be skipped during upshifts within acceleration phases.

However, an upshift by two gears is permitted at the transition from an

acceleration phase to a constant speed phase if the duration of the constant
speed phase exceeds 5 seconds.

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However, if the gear at the beginning of an acceleration phase is one step

lower than the gear in the previous second and the gears in the following (up
to five) seconds are the same as the gear in the previous second but followed
by a downshift, so that the application of paragraph 4.(c) would correct them
to the same gear as at the beginning of the acceleration phase, the application
of paragraph 4.(c) should be performed instead.

Example:

For a speed trace sequence

19.6 18.3 18.0 18.3 18.5 17.9 15.0 km/h

with an initial gear use of

3 3 2 3 3 2 2,

the gears in the fourth and fifth second shall be corrected to a one step lower
gear (which would be done by an application of paragraph 4.(c)) instead of a
correction of the gear at the beginning of the acceleration phase (second
three), so that the correction results in the following gear sequence

3 3 2 2 2 2 2

Furthermore, if the gear in the first second of an acceleration phase is the

same as the gear in the previous second and the gear in the following seconds
is one step higher, the gear in the 2nd second of the acceleration phase shall
be replaced by the gear used in the first second of the acceleration phase.

Example:

For a speed trace sequence

30.9 25.5 21.4 20.2 22.9 26.6 30.2 km/h

with an initial gear use of

3 3 2 2 3 3 3,

the gear in the fifth second (the 2nd second of the acceleration phase) shall be
corrected to a one step lower gear in order to ensure the use of a gear within
the acceleration phase for at least two seconds, so that the correction results
in the following gear sequence

3 3 2 2 2 3 3

Gears shall not be skipped during upshifts within acceleration phases.

However, an upshift by two gears is permitted at the transition from an

acceleration phase to a constant speed phase if the duration of the constant
speed phase exceeds 5 seconds.

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(b) If a downshift is required during an acceleration phase or at the beginning of

the acceleration phase, the gear required during this downshift shall be noted
(iDS). The starting point of a correction procedure is defined by either the last
previous second when iDS was identified or by the starting point of the
acceleration phase if all time samples before have gears > iDS. The highest
gear of the time samples before the downshift determines the reference gear
iref for the downshift. A downshift where iDS = iref – 1 is referred to as a one
step downshift, a downshift where iDS = iref – 2 is referred to as a two step
downshift, a downshift where iDS = iref – 3 is referred to as a three step
downshift. The following check shall then be applied.

(i) One step downshift

Working forward from the starting point of the correction procedure to

the end of the acceleration phase, the latest occurrence of a 10 second
window containing iDS for either 2 or more consecutive seconds, or 2
or more individual seconds, shall be identified. The last usage of iDS in
this window defines the end point of the correction procedure. Between
the start and end of the correction period, all requirements for gears
greater than iDS shall be corrected to a requirement of iDS.

From the end of the correction period (in case of 10 second windows
containing iDS for either 2 or more consecutive seconds, or 2 or more
individual seconds) or from the starting point of the correction
procedure (in case that all 10 second windows contain iDS only for one
second or some 10 second windows contain no iDS at all) to the end of
the acceleration phase all downshifts with a duration of only one second
shall be removed.

(ii) Two or three step downshifts

Working forward from the starting point of the correction procedure to

the end of the acceleration phase, the latest occurrence of iDS shall be
identified. From the starting point of the correction procedure all
requirements for gears greater than or equal to iDS up to the latest
occurrence of iDS shall be corrected to (iDS + 1).

(iii) One step down shifts and two step and/or three step downshifts

If one step downshifts as well as two step and/or three step downshifts
occur during an acceleration phase, three step downshifts shall be
corrected before two or one step downshifts are corrected and two step
downshifts shall be corrected before one step downshifts are corrected.
In such cases, the starting point of the correction procedure for the two
or one step downshifts is the second immediately following the end of
the correction period for the three step downshifts and the starting point
of the correction procedure for the one step downshifts is the second
immediately following the end of the correction period for the two step
downshifts. If a three step downshift occurs after a one or two step
downshift, it shall overrule these downshifts in the time period before
the three step downshift. If a two step downshift occurs after a one step

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(b) If a downshift is required during an acceleration phase or at the beginning of

the acceleration phase, the gear required during this downshift shall be noted
(iDS). The starting point of a correction procedure is defined by either the last
previous second when iDS was identified or by the starting point of the
acceleration phase if all time samples before have gears > iDS. The highest
gear of the time samples before the downshift determines the reference gear
iref for the downshift. A downshift where iDS = iref – 1 is referred to as a one
step downshift, a downshift where iDS = iref – 2 is referred to as a two step
downshift, a downshift where iDS = iref – 3 is referred to as a three step
downshift. The following check shall then be applied.

(i) One step downshift

Working forward from the starting point of the correction procedure to

the end of the acceleration phase, the latest occurrence of a 10 second
window containing iDS for either 2 or more consecutive seconds, or 2
or more individual seconds, shall be identified. The last usage of iDS in
this window defines the end point of the correction procedure. Between
the start and end of the correction period, all requirements for gears
greater than iDS shall be corrected to a requirement of iDS.

From the end of the correction period (in case of 10 second windows
containing iDS for either 2 or more consecutive seconds, or 2 or more
individual seconds) or from the starting point of the correction
procedure (in case that all 10 second windows contain iDS only for one
second or some 10 second windows contain no iDS at all) to the end of
the acceleration phase all downshifts with a duration of only one second
shall be removed.

(ii) Two or three step downshifts

Working forward from the starting point of the correction procedure to

the end of the acceleration phase, the latest occurrence of iDS shall be
identified. From the starting point of the correction procedure all
requirements for gears greater than or equal to iDS up to the latest
occurrence of iDS shall be corrected to (iDS + 1).

(iii) One step down shifts and two step and/or three step downshifts

If one step downshifts as well as two step and/or three step downshifts
occur during an acceleration phase, three step downshifts shall be
corrected before two or one step downshifts are corrected and two step
downshifts shall be corrected before one step downshifts are corrected.
In such cases, the starting point of the correction procedure for the two
or one step downshifts is the second immediately following the end of
the correction period for the three step downshifts and the starting point
of the correction procedure for the one step downshifts is the second
immediately following the end of the correction period for the two step
downshifts. If a three step downshift occurs after a one or two step
downshift, it shall overrule these downshifts in the time period before
the three step downshift. If a two step downshift occurs after a one step

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downshift, it shall overrule the one step downshift in the time period
before the two step downshift. Examples are shown in Tables A2/2 to
A2/6.

Table A2/2

Table A2/3

Table A2/4

Table A2/5

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downshift, it shall overrule the one step downshift in the time period
before the two step downshift. Examples are shown in Tables A2/2 to
A2/6.

Table A2/2

Table A2/3

Table A2/4

Table A2/5

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Table A2/6

This correction shall not be performed for gear 1. The requirements of the 3rd
sub-paragraph of paragraph 3.3. (If aj ≥ 0…..) shall not be applied for gear
corrections described in this paragraph for gears > 2.

The modification check described in paragraph 4.(c) of this annex shall be

applied to the complete cycle trace twice prior to the application of
paragraphs 4.(d) to 4.(f) of this annex.

(c) If gear 𝑖 is used for a time sequence of 1 to 5 seconds and the gear prior to
this sequence is one step lower and the gear after this sequence is one or two
steps lower than within this sequence or the gear prior to this sequence is two
steps lower and the gear after this sequence is one step lower than within the
sequence, the gear for the sequence shall be corrected to the maximum of the
gears before and after the sequence.

Examples:

(i) Gear sequence i -1, 𝑖, i -1 shall be replaced by:

i -1, i -1, i -1;

Gear sequence i - 1, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 2;

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Table A2/6

This correction shall not be performed for gear 1. The requirements of the 3rd
sub-paragraph of paragraph 3.3. (If aj ≥ 0…..) shall not be applied for gear
corrections described in this paragraph for gears > 2.

The modification check described in paragraph 4.(c) of this annex shall be

applied to the complete cycle trace twice prior to the application of
paragraphs 4.(d) to 4.(f) of this annex.

(c) If gear 𝑖 is used for a time sequence of 1 to 5 seconds and the gear prior to
this sequence is one step lower and the gear after this sequence is one or two
steps lower than within this sequence or the gear prior to this sequence is two
steps lower and the gear after this sequence is one step lower than within the
sequence, the gear for the sequence shall be corrected to the maximum of the
gears before and after the sequence.

Examples:

(i) Gear sequence i -1, 𝑖, i -1 shall be replaced by:

i -1, i -1, i -1;

Gear sequence i - 1, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 2;

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Gear sequence i - 2, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1.

(ii) Gear sequence i - 1, 𝑖, 𝑖, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1;

Gear sequence i - 1, i, i, i - 2 shall be replaced by:

i- 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1.

(iii) Gear sequence i - 1, 𝑖, 𝑖, 𝑖, i - 1shall be replaced by:

i – 1, i – 1, i – 1, i – 1, i - 1;

Gear sequence i-1, i, i, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1, i - 1.

(iv) Gear sequence i - 1, 𝑖, 𝑖, 𝑖, 𝑖, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 1;

Gear sequence i - 1, i, i, i, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1, i - 1, i - 1.

(v) Gear sequence i - 1, 𝑖, 𝑖, 𝑖, 𝑖, 𝑖, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i – 1, i - 1;

Gear sequence i-1, i, i, i, i, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1, i - 1, i - 1, i - 1.

In all cases (i) to (v), i-1 ≥ imin shall be fulfilled.

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Gear sequence i - 2, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1.

(ii) Gear sequence i - 1, 𝑖, 𝑖, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1;

Gear sequence i - 1, i, i, i - 2 shall be replaced by:

i- 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1.

(iii) Gear sequence i - 1, 𝑖, 𝑖, 𝑖, i - 1shall be replaced by:

i – 1, i – 1, i – 1, i – 1, i - 1;

Gear sequence i-1, i, i, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1, i - 1.

(iv) Gear sequence i - 1, 𝑖, 𝑖, 𝑖, 𝑖, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 1;

Gear sequence i - 1, i, i, i, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1, i - 1, i - 1.

(v) Gear sequence i - 1, 𝑖, 𝑖, 𝑖, 𝑖, 𝑖, i - 1 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i – 1, i - 1;

Gear sequence i-1, i, i, i, i, i, i - 2 shall be replaced by:

i - 1, i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;

Gear sequence i - 2, i, i, i, i, i, i - 1 shall be replaced by:

i - 2, i - 1, i - 1, i - 1, i - 1, i - 1, i - 1.

In all cases (i) to (v), i-1 ≥ imin shall be fulfilled.

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(d) No upshift to a higher gear shall be performed within a deceleration phase.

(e) No upshift to a higher gear at the transition from an acceleration or constant

speed phase to a deceleration phase shall be performed if one of the gears in
the first two seconds following the end of the deceleration phase is lower than
the upshifted gear or is gear 0.

Example:

If vi ≤ vi+1 and vi+2 < vi+1 and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 =
5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the gear for the phase
following the deceleration phase is gear 4 or lower. For all following cycle
trace points with gear 5 within the deceleration phase, the gear shall also be
set to 4. If the gear following the deceleration phase is gear 5, an upshift shall
be performed.

If there is an upshift during the transition and the initial deceleration phase
by 2 gears, an upshift by 1 gear shall be performed instead. In this case, no
further modifications shall be performed in the following gear use checks.

(f) Other gear modifications for deceleration phases

A downshift to first gear is not permitted during deceleration phases. If such

a downshift would be necessary in the last part of a short trip just before a
stop phase, since the engine speed would drop below nidle in 2nd gear, gear 0
shall be used instead and the gear lever shall be placed in neutral and the
clutch shall be engaged.

If the first gear is required in a time period of at least 2 seconds immediately

before a deceleration to stop, this gear should be used until the first sample
of the deceleration phase. For the rest of the deceleration phase, gear 0 shall
be used and the gear lever shall be placed in neutral and the clutch shall be
engaged.

If during a deceleration phase the duration of a gear period (a time sequence

with constant gear) between two gear periods of 3 seconds or more is only 1
second, it shall be replaced by gear 0 and the clutch shall be disengaged.

If during a deceleration phase the duration of a gear period between two gear
periods of 3 seconds or more is 2 seconds, it shall be replaced by gear 0 for
the 1st second and for the 2nd second with the gear that follows after the 2
second period. The clutch shall be disengaged for the 1st second.

Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.

This requirement shall only be applied if the gear that follows after the 2
second period is > 0.

If several gear periods with durations of 1 or 2 seconds follow one another,

corrections shall be performed as follows:

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(d) No upshift to a higher gear shall be performed within a deceleration phase.

(e) No upshift to a higher gear at the transition from an acceleration or constant

speed phase to a deceleration phase shall be performed if one of the gears in
the first two seconds following the end of the deceleration phase is lower than
the upshifted gear or is gear 0.

Example:

If vi ≤ vi+1 and vi+2 < vi+1 and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 =
5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the gear for the phase
following the deceleration phase is gear 4 or lower. For all following cycle
trace points with gear 5 within the deceleration phase, the gear shall also be
set to 4. If the gear following the deceleration phase is gear 5, an upshift shall
be performed.

If there is an upshift during the transition and the initial deceleration phase
by 2 gears, an upshift by 1 gear shall be performed instead. In this case, no
further modifications shall be performed in the following gear use checks.

(f) Other gear modifications for deceleration phases

A downshift to first gear is not permitted during deceleration phases. If such

a downshift would be necessary in the last part of a short trip just before a
stop phase, since the engine speed would drop below nidle in 2nd gear, gear 0
shall be used instead and the gear lever shall be placed in neutral and the
clutch shall be engaged.

If the first gear is required in a time period of at least 2 seconds immediately

before a deceleration to stop, this gear should be used until the first sample
of the deceleration phase. For the rest of the deceleration phase, gear 0 shall
be used and the gear lever shall be placed in neutral and the clutch shall be
engaged.

If during a deceleration phase the duration of a gear period (a time sequence

with constant gear) between two gear periods of 3 seconds or more is only 1
second, it shall be replaced by gear 0 and the clutch shall be disengaged.

If during a deceleration phase the duration of a gear period between two gear
periods of 3 seconds or more is 2 seconds, it shall be replaced by gear 0 for
the 1st second and for the 2nd second with the gear that follows after the 2
second period. The clutch shall be disengaged for the 1st second.

Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.

This requirement shall only be applied if the gear that follows after the 2
second period is > 0.

If several gear periods with durations of 1 or 2 seconds follow one another,

corrections shall be performed as follows:

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A gear sequence i, i, i, i - 1, i - 1, i - 2 or i, i, i, i - 1, i - 2, i - 2 shall be changed

to i, i, i, 0, i - 2, i - 2.

A gear sequence such as i, i, i, i - 1, i - 2, i - 3 or i, i, i, i - 2, i - 2, i - 3 or other

possible combinations shall be changed to i, i, i, 0, i - 3, i - 3.

This change shall also be applied to gear sequences where the acceleration is
≥ 0 for the first 2 seconds and < 0 for the 3rd second or where the acceleration
is ≥ 0 for the last 2 seconds.

For extreme transmission designs, it is possible that gear periods with

durations of 1 or 2 seconds following one another may last up to 7 seconds.
In such cases, the correction above shall be complemented by the following
correction requirements in a second step.

A gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and k ≤ (i – 1) but k > 0 shall

be changed to j, 0, i - 1, i - 1, i - 1, k, if gear (i – 1) is one or two steps below
imax for second 3 of this sequence (one after gear 0).

If gear (i – 1) is more than two steps below imax for second 3 of this sequence,
a gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and
k ≤ (i –1) but k > 0 shall be changed to j, 0, 0, k, k, k.

A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) but k > 0 shall

be changed to j, 0, i - 2, i - 2 , i - 2, k, if gear (i – 2) is one or two steps below
imax for second 3 of this sequence (one after gear 0).

If gear (i – 2) is more than two steps below imax for second 3 of this sequence,
a gear sequence j, 0, i, i, i - 2, k with j > (i + 1) and
k ≤ (i – 2) but k > 0 shall be changed to j, 0, 0, k, k, k.

In all cases specified above in this sub-paragraph (paragraph 4.(f) of this

annex), the clutch disengagement (gear 0) for 1 second is used in order to
avoid too high engine speeds for this second. If this is not an issue and, if
requested by the manufacturer, it is allowed to use the lower gear of the
following second directly instead of gear 0 for downshifts of up to 3 steps.
The use of this option shall be recorded.

If the deceleration phase is the last part of a short trip shortly before a stop
phase and the last gear > 0 before the stop phase is used only for a period of
up to 2 seconds, gear 0 shall be used instead and the gear lever shall be placed
in neutral and the clutch shall be engaged.

Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop

phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 3, 0 for the
last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0.

5.0 FINAL REQUIREMENTS

(a) Paragraphs 4.(a) to 4.(f) inclusive of this annex shall be applied sequentially,
scanning the complete cycle trace in each case. Since modifications to
paragraphs 4.(a) to 4.(f) inclusive of this annex may create new gear use
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A gear sequence i, i, i, i - 1, i - 1, i - 2 or i, i, i, i - 1, i - 2, i - 2 shall be changed

to i, i, i, 0, i - 2, i - 2.

A gear sequence such as i, i, i, i - 1, i - 2, i - 3 or i, i, i, i - 2, i - 2, i - 3 or other

possible combinations shall be changed to i, i, i, 0, i - 3, i - 3.

This change shall also be applied to gear sequences where the acceleration is
≥ 0 for the first 2 seconds and < 0 for the 3rd second or where the acceleration
is ≥ 0 for the last 2 seconds.

For extreme transmission designs, it is possible that gear periods with

durations of 1 or 2 seconds following one another may last up to 7 seconds.
In such cases, the correction above shall be complemented by the following
correction requirements in a second step.

A gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and k ≤ (i – 1) but k > 0 shall

be changed to j, 0, i - 1, i - 1, i - 1, k, if gear (i – 1) is one or two steps below
imax for second 3 of this sequence (one after gear 0).

If gear (i – 1) is more than two steps below imax for second 3 of this sequence,
a gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and
k ≤ (i –1) but k > 0 shall be changed to j, 0, 0, k, k, k.

A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) but k > 0 shall

be changed to j, 0, i - 2, i - 2 , i - 2, k, if gear (i – 2) is one or two steps below
imax for second 3 of this sequence (one after gear 0).

If gear (i – 2) is more than two steps below imax for second 3 of this sequence,
a gear sequence j, 0, i, i, i - 2, k with j > (i + 1) and
k ≤ (i – 2) but k > 0 shall be changed to j, 0, 0, k, k, k.

In all cases specified above in this sub-paragraph (paragraph 4.(f) of this

annex), the clutch disengagement (gear 0) for 1 second is used in order to
avoid too high engine speeds for this second. If this is not an issue and, if
requested by the manufacturer, it is allowed to use the lower gear of the
following second directly instead of gear 0 for downshifts of up to 3 steps.
The use of this option shall be recorded.

If the deceleration phase is the last part of a short trip shortly before a stop
phase and the last gear > 0 before the stop phase is used only for a period of
up to 2 seconds, gear 0 shall be used instead and the gear lever shall be placed
in neutral and the clutch shall be engaged.

Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop

phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 3, 0 for the
last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0.

5.0 FINAL REQUIREMENTS

(a) Paragraphs 4.(a) to 4.(f) inclusive of this annex shall be applied sequentially,
scanning the complete cycle trace in each case. Since modifications to
paragraphs 4.(a) to 4.(f) inclusive of this annex may create new gear use
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sequences, these new gear sequences shall be checked twice and modified if
necessary.

(b) After the application of paragraph 4.(b) of this annex, a downshift by more
than one gear could occur at the transition from a deceleration or constant
speed phase to an acceleration phase.

In this case, the gear for the last sample of the deceleration or constant speed
phase shall be replaced by gear 0 and the clutch shall be disengaged. If the
“suppress gear 0 during downshifts” option according to paragraph 4.(f) of
this annex is chosen, the gear of the following second (first second of the
acceleration phase) shall be used instead of gear 0.

(c) In order to enable the assessment of the correctness of the calculation, the
checksum of v*gear for v ≥ 1.0 km/h, rounded according to paragraph 6.1.8.
of this Regulation to four places of decimal, shall be calculated and recorded.

6.0 Calculation tools

Examples of gear shift calculating tools can be found in the same webpage (version
published & updated as on 22/01/2021) as this UN GTR regulation.

The following tools are provided:

(a) ACCESS based tool,

(b) Matlab code tool

(c) NET core tool

These tools were validated by the comparison of calculation results between the
ACCESS tool, the Matlab code and the .NET core code for 115 different vehicle
configurations supplemented by additional calculations for 7 of them with
additional options like “apply speed cap”, “suppress downscaling”, “choose other
vehicle class cycle” and “choose individual nmin_drive values”.

The 115 vehicle configurations cover extreme technical designs for transmission
and engines and all vehicle classes.

All three tools deliver identical results with respect to gear use and clutch operation
and although only the text in Annexes 1 and 2 is legally binding the tools have
achieved a status that qualifies them as reference tools.

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sequences, these new gear sequences shall be checked twice and modified if
necessary.

(b) After the application of paragraph 4.(b) of this annex, a downshift by more
than one gear could occur at the transition from a deceleration or constant
speed phase to an acceleration phase.

In this case, the gear for the last sample of the deceleration or constant speed
phase shall be replaced by gear 0 and the clutch shall be disengaged. If the
“suppress gear 0 during downshifts” option according to paragraph 4.(f) of
this annex is chosen, the gear of the following second (first second of the
acceleration phase) shall be used instead of gear 0.

(c) In order to enable the assessment of the correctness of the calculation, the
checksum of v*gear for v ≥ 1.0 km/h, rounded according to paragraph 6.1.8.
of this Regulation to four places of decimal, shall be calculated and recorded.

6.0 Calculation tools

Examples of gear shift calculating tools can be found in the same webpage (version
published & updated as on 22/01/2021) as this UN GTR regulation.

The following tools are provided:

(a) ACCESS based tool,

(b) Matlab code tool

(c) NET core tool

These tools were validated by the comparison of calculation results between the
ACCESS tool, the Matlab code and the .NET core code for 115 different vehicle
configurations supplemented by additional calculations for 7 of them with
additional options like “apply speed cap”, “suppress downscaling”, “choose other
vehicle class cycle” and “choose individual nmin_drive values”.

The 115 vehicle configurations cover extreme technical designs for transmission
and engines and all vehicle classes.

All three tools deliver identical results with respect to gear use and clutch operation
and although only the text in Annexes 1 and 2 is legally binding the tools have
achieved a status that qualifies them as reference tools.

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Annex B3
Specifications of reference fuels
1. The appropriate reference fuel as prescribed in the applicable Gazette
Notification under CMVR shall be used.

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Annex B3
Specifications of reference fuels
1. The appropriate reference fuel as prescribed in the applicable Gazette
Notification under CMVR shall be used.

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Annex B4

Road load and dynamometer setting

1.0 Scope

This annex describes the determination of the road load of a test vehicle and
the transfer of that road load to a chassis dynamometer.

2.0 Terms and definitions

2.1 For the purpose of this document, the terms and definitions given in
paragraph 3. of this Regulation shall have primacy. Where definitions are not
provided in paragraph 3. of this Regulation, definitions given in
ISO 3833:1977 "Road vehicles -- Types -- Terms and definitions" shall apply.

2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h
and with the highest reference speed according to the following provisions:

(a) The highest reference speed point shall be 130 km/h or 100 km/h or the
reference speed point immediately above the maximum speed of the
applicable test cycle if this value is less than 130 km/h At the request of
the manufacturer and with approval of the Test Agency, the highest
reference speed may be increased to the reference speed point
immediately above the maximum speed of the next higher phase, but no
higher than 130 km/h; in this case road load determination and chassis
dynamometer setting shall be done with the same reference speed points;

(b) If a reference speed point applicable for the cycle plus 14 km/h is more
than or equal to the maximum vehicle speed vmax, this reference speed
point shall be excluded from the coastdown test and from chassis
dynamometer setting. The next lower reference speed point shall
become the highest reference speed point for the vehicle.

2.3 Unless otherwise specified, a cycle energy demand shall be calculated

according to paragraph 5. of Annex B7 over the target speed trace of the
applicable drive cycle.

2.4 f0, f1, f2 are the road load coefficients of the road load equation
F = f0 + f1 × v + f2 × v2 determined according to this annex.

f0 is the constant road load coefficient and shall be rounded according to

paragraph 6.1.8. of this Regulation to one place of decimal, N;

f1 is the first order road load coefficient and shall be rounded according
to paragraph 6.1.8. of this Regulation to three places of decimal,
N/(km/h);

f2 is the second order road load coefficient and shall be rounded according
to paragraph 6.1.8. of this Regulation to five places of decimal,
N/(km/h)².

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Annex B4

Road load and dynamometer setting

1.0 Scope

This annex describes the determination of the road load of a test vehicle and
the transfer of that road load to a chassis dynamometer.

2.0 Terms and definitions

2.1 For the purpose of this document, the terms and definitions given in
paragraph 3. of this Regulation shall have primacy. Where definitions are not
provided in paragraph 3. of this Regulation, definitions given in
ISO 3833:1977 "Road vehicles -- Types -- Terms and definitions" shall apply.

2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h
and with the highest reference speed according to the following provisions:

(a) The highest reference speed point shall be 130 km/h or 100 km/h or the
reference speed point immediately above the maximum speed of the
applicable test cycle if this value is less than 130 km/h At the request of
the manufacturer and with approval of the Test Agency, the highest
reference speed may be increased to the reference speed point
immediately above the maximum speed of the next higher phase, but no
higher than 130 km/h; in this case road load determination and chassis
dynamometer setting shall be done with the same reference speed points;

(b) If a reference speed point applicable for the cycle plus 14 km/h is more
than or equal to the maximum vehicle speed vmax, this reference speed
point shall be excluded from the coastdown test and from chassis
dynamometer setting. The next lower reference speed point shall
become the highest reference speed point for the vehicle.

2.3 Unless otherwise specified, a cycle energy demand shall be calculated

according to paragraph 5. of Annex B7 over the target speed trace of the
applicable drive cycle.

2.4 f0, f1, f2 are the road load coefficients of the road load equation
F = f0 + f1 × v + f2 × v2 determined according to this annex.

f0 is the constant road load coefficient and shall be rounded according to

paragraph 6.1.8. of this Regulation to one place of decimal, N;

f1 is the first order road load coefficient and shall be rounded according
to paragraph 6.1.8. of this Regulation to three places of decimal,
N/(km/h);

f2 is the second order road load coefficient and shall be rounded according
to paragraph 6.1.8. of this Regulation to five places of decimal,
N/(km/h)².

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Unless otherwise stated, the road load coefficients shall be calculated with a
least square regression analysis over the range of the reference speed points.

2.5 Rotational mass

2.5.1 Determination of mr

mr is the equivalent effective mass of all the wheels and vehicle components
rotating with the wheels on the road while the gearbox is placed in neutral, in
kilograms (kg). mr shall be measured or calculated using an appropriate
technique agreed upon by the Test Agency. Alternatively, mr may be estimated
to be 3 per cent of the sum of the mass in running order and 25 kg.

2.5.2 Application of rotational mass to the road load

Coastdown times shall be transferred to forces and vice versa by taking into
account the applicable test mass plus mr. This shall apply to measurements on
the road as well as on a chassis dynamometer.

2.5.3 Application of rotational mass for the inertia setting

If the vehicle is tested on a dynamometer in 4WD operation, the equivalent

inertia mass of the chassis dynamometer shall be set to the applicable test
mass.'

Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set
to the test mass plus either the equivalent effective mass of the wheels not
influencing the measurement results or 50 per cent of mr.

2.6 Additional masses for setting the test mass shall be applied such that the weight
distribution of that vehicle is approximately the same as that of the vehicle
with its mass in running order. In the case of Category N vehicles or passenger
vehicles derived from Category N vehicles, the additional masses shall be
located in a representative manner and shall be justified to the Test Agency
upon their request. The weight distribution of the vehicle shall be recorded and
shall be used for any subsequent road load determination testing.

3.0 General requirements

The manufacturer shall be responsible for the accuracy of the road load
coefficients and shall ensure this for each production vehicle within the road
load family. Tolerances within the road load determination, simulation and
calculation methods shall not be used to underestimate the road load of
production vehicles. At the request of the Test Agency, the accuracy of the
road load coefficients of an individual vehicle shall be demonstrated.

3.1 Overall measurement accuracy, precision, resolution and frequency

The required overall measurement accuracy shall be as follows:

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Unless otherwise stated, the road load coefficients shall be calculated with a
least square regression analysis over the range of the reference speed points.

2.5 Rotational mass

2.5.1 Determination of mr

mr is the equivalent effective mass of all the wheels and vehicle components
rotating with the wheels on the road while the gearbox is placed in neutral, in
kilograms (kg). mr shall be measured or calculated using an appropriate
technique agreed upon by the Test Agency. Alternatively, mr may be estimated
to be 3 per cent of the sum of the mass in running order and 25 kg.

2.5.2 Application of rotational mass to the road load

Coastdown times shall be transferred to forces and vice versa by taking into
account the applicable test mass plus mr. This shall apply to measurements on
the road as well as on a chassis dynamometer.

2.5.3 Application of rotational mass for the inertia setting

If the vehicle is tested on a dynamometer in 4WD operation, the equivalent

inertia mass of the chassis dynamometer shall be set to the applicable test
mass.'

Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set
to the test mass plus either the equivalent effective mass of the wheels not
influencing the measurement results or 50 per cent of mr.

2.6 Additional masses for setting the test mass shall be applied such that the weight
distribution of that vehicle is approximately the same as that of the vehicle
with its mass in running order. In the case of Category N vehicles or passenger
vehicles derived from Category N vehicles, the additional masses shall be
located in a representative manner and shall be justified to the Test Agency
upon their request. The weight distribution of the vehicle shall be recorded and
shall be used for any subsequent road load determination testing.

3.0 General requirements

The manufacturer shall be responsible for the accuracy of the road load
coefficients and shall ensure this for each production vehicle within the road
load family. Tolerances within the road load determination, simulation and
calculation methods shall not be used to underestimate the road load of
production vehicles. At the request of the Test Agency, the accuracy of the
road load coefficients of an individual vehicle shall be demonstrated.

3.1 Overall measurement accuracy, precision, resolution and frequency

The required overall measurement accuracy shall be as follows:

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(a) Vehicle speed accuracy: ±0.2 km/h with a measurement frequency of

at least 10 Hz;

(b) Time: min. accuracy: ±10 ms; min. precision and resolution:10 ms;

(c) Wheel torque accuracy: ±6 Nm or ±0.5 per cent of the maximum

measured total torque, whichever is greater, for the whole vehicle, with
a measurement frequency of at least 10 Hz;

(d) Wind speed accuracy: ±0.3 m/s, with a measurement frequency of at

least 1 Hz;

(e) Wind direction accuracy: ±3°, with a measurement frequency of at least

1 Hz;

(f) Atmospheric temperature accuracy: ±1 °C, with a measurement

frequency of at least 0.1 Hz;

(g) Atmospheric pressure accuracy: ±0.3 kPa, with a measurement

frequency of at least 0.1 Hz;

(h) Vehicle mass accuracy measured on the same weighing scale before
and after the test: ±10 kg (±20 kg for vehicles > 4,000 kg);

(i) Tyre pressure accuracy: ±5 kPa;

(j) Wheel rotational speed accuracy: ±0.05 s-1 or 1 per cent, whichever is
greater.

3.2 Wind tunnel criteria

3.2.1 Wind velocity

The wind velocity during a measurement shall remain within ±2 km/h at the
centre of the test section. The possible wind velocity shall be at least 140 km/h.

3.2.2 Air temperature

The air temperature during a measurement shall remain within ±3 °C at the

centre of the test section. The air temperature distribution at the nozzle outlet
shall remain within ±3 °C.

3.2.3 Turbulence

For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence
intensity, 𝑇𝑢, shall not exceed 1 per cent. See Figure A4/1.

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(a) Vehicle speed accuracy: ±0.2 km/h with a measurement frequency of

at least 10 Hz;

(b) Time: min. accuracy: ±10 ms; min. precision and resolution:10 ms;

(c) Wheel torque accuracy: ±6 Nm or ±0.5 per cent of the maximum

measured total torque, whichever is greater, for the whole vehicle, with
a measurement frequency of at least 10 Hz;

(d) Wind speed accuracy: ±0.3 m/s, with a measurement frequency of at

least 1 Hz;

(e) Wind direction accuracy: ±3°, with a measurement frequency of at least

1 Hz;

(f) Atmospheric temperature accuracy: ±1 °C, with a measurement

frequency of at least 0.1 Hz;

(g) Atmospheric pressure accuracy: ±0.3 kPa, with a measurement

frequency of at least 0.1 Hz;

(h) Vehicle mass accuracy measured on the same weighing scale before
and after the test: ±10 kg (±20 kg for vehicles > 4,000 kg);

(i) Tyre pressure accuracy: ±5 kPa;

(j) Wheel rotational speed accuracy: ±0.05 s-1 or 1 per cent, whichever is
greater.

3.2 Wind tunnel criteria

3.2.1 Wind velocity

The wind velocity during a measurement shall remain within ±2 km/h at the
centre of the test section. The possible wind velocity shall be at least 140 km/h.

3.2.2 Air temperature

The air temperature during a measurement shall remain within ±3 °C at the

centre of the test section. The air temperature distribution at the nozzle outlet
shall remain within ±3 °C.

3.2.3 Turbulence

For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence
intensity, 𝑇𝑢, shall not exceed 1 per cent. See Figure A4/1.

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Figure A4/1

Turbulence intensity

𝑢′
𝑇𝑢 =
𝑈∞

where:

𝑇𝑢 is the turbulence intensity;

𝑢′ is the turbulent velocity fluctuation, m/s;

𝑈∞ is the free flow velocity, m/s.

3.2.4 Solid blockage ratio

The vehicle blockage ratio 𝜀𝑠𝑏 expressed as the quotient of the vehicle frontal
area and the area of the nozzle outlet as calculated using the following
equation, shall not exceed 0.35.

𝐴𝑓
𝜀𝑠𝑏 =
𝐴𝑛𝑜𝑧𝑧𝑙𝑒

where:

𝜀𝑠𝑏 is the vehicle blockage ratio;

𝐴𝑓 is the frontal area of the vehicle, m²;

𝐴𝑛𝑜𝑧𝑧𝑙𝑒 is the nozzle outlet area, m².

3.2.5 Rotating wheels

To properly determine the aerodynamic influence of the wheels, the wheels

of the test vehicle shall rotate at such a speed that the resulting vehicle velocity
is within ±3 km/h of the wind velocity.

3.2.6 Moving belt

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Figure A4/1

Turbulence intensity

𝑢′
𝑇𝑢 =
𝑈∞

where:

𝑇𝑢 is the turbulence intensity;

𝑢′ is the turbulent velocity fluctuation, m/s;

𝑈∞ is the free flow velocity, m/s.

3.2.4 Solid blockage ratio

The vehicle blockage ratio 𝜀𝑠𝑏 expressed as the quotient of the vehicle frontal
area and the area of the nozzle outlet as calculated using the following
equation, shall not exceed 0.35.

𝐴𝑓
𝜀𝑠𝑏 =
𝐴𝑛𝑜𝑧𝑧𝑙𝑒

where:

𝜀𝑠𝑏 is the vehicle blockage ratio;

𝐴𝑓 is the frontal area of the vehicle, m²;

𝐴𝑛𝑜𝑧𝑧𝑙𝑒 is the nozzle outlet area, m².

3.2.5 Rotating wheels

To properly determine the aerodynamic influence of the wheels, the wheels

of the test vehicle shall rotate at such a speed that the resulting vehicle velocity
is within ±3 km/h of the wind velocity.

3.2.6 Moving belt

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To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel
shall have a moving belt extending from the front to the rear of the vehicle.
The speed of the moving belt shall be within ±3 km/h of the wind velocity.

3.2.7 Fluid flow angle

At nine equally distributed points over the nozzle area, the root mean square
deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the
nozzle outlet shall not exceed 1°.

3.2.8 Air pressure

At nine equally distributed points over the nozzle outlet area, the standard
deviation of the total pressure at the nozzle outlet shall be less than or equal
to 0.02.

∆𝑃𝑡
𝜎 ( ) ≤ 0.02
𝑞

where:
∆𝑃𝑡
𝜎 is the standard deviation of the pressure ratio ( );
𝑞

∆𝑃𝑡 is the variation of total pressure between the measurement points, N/m2;

𝑞 is the dynamic pressure, N/ m².

The absolute difference of the pressure coefficient 𝑐𝑝 over a distance 3 metres

ahead and 3 metres behind the centre of the balance in the empty test section
and at a height of the centre of the nozzle outlet shall not deviate more than
±0.02.

|𝑐𝑝𝑥=+3𝑚 − 𝑐𝑝𝑥=−3𝑚 |≤ 0.02

where:

𝑐𝑝 is the pressure coefficient.

3.2.9 Boundary layer thickness

At 𝑥 = 0 (balance center point), the wind velocity shall have at least

99 per cent of the inflow velocity 30 mm above the wind tunnel floor.

𝛿99 (𝑥 = 0 𝑚) ≤ 30 mm

where:

𝛿99 is the distance perpendicular to the road where 99 per cent of free stream
velocity is reached (boundary layer thickness).

3.2.10 Restraint blockage ratio

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To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel
shall have a moving belt extending from the front to the rear of the vehicle.
The speed of the moving belt shall be within ±3 km/h of the wind velocity.

3.2.7 Fluid flow angle

At nine equally distributed points over the nozzle area, the root mean square
deviation of both the pitch angle α and the yaw angle β (Y-, Z-plane) at the
nozzle outlet shall not exceed 1°.

3.2.8 Air pressure

At nine equally distributed points over the nozzle outlet area, the standard
deviation of the total pressure at the nozzle outlet shall be less than or equal
to 0.02.

∆𝑃𝑡
𝜎 ( ) ≤ 0.02
𝑞

where:
∆𝑃𝑡
𝜎 is the standard deviation of the pressure ratio ( );
𝑞

∆𝑃𝑡 is the variation of total pressure between the measurement points, N/m2;

𝑞 is the dynamic pressure, N/ m².

The absolute difference of the pressure coefficient 𝑐𝑝 over a distance 3 metres

ahead and 3 metres behind the centre of the balance in the empty test section
and at a height of the centre of the nozzle outlet shall not deviate more than
±0.02.

|𝑐𝑝𝑥=+3𝑚 − 𝑐𝑝𝑥=−3𝑚 |≤ 0.02

where:

𝑐𝑝 is the pressure coefficient.

3.2.9 Boundary layer thickness

At 𝑥 = 0 (balance center point), the wind velocity shall have at least

99 per cent of the inflow velocity 30 mm above the wind tunnel floor.

𝛿99 (𝑥 = 0 𝑚) ≤ 30 mm

where:

𝛿99 is the distance perpendicular to the road where 99 per cent of free stream
velocity is reached (boundary layer thickness).

3.2.10 Restraint blockage ratio

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The restraint system mounting shall not be in front of the vehicle. The relative
blockage ratio of the vehicle frontal area due to the restraint system, 𝜀𝑟𝑒𝑠𝑡𝑟 ,
shall not exceed 0.10.
𝐴𝑟𝑒𝑠𝑡𝑟
𝜀𝑟𝑒𝑠𝑡𝑟 = where:
𝐴𝑓

𝜀𝑟𝑒𝑠𝑡𝑟 is the relative blockage ratio of the restraint system;

𝐴𝑟𝑒𝑠𝑡𝑟 is the frontal area of the restraint system projected on the nozzle
face, m²;

𝐴𝑓 is the frontal area of the vehicle, m².

3.2.11 Measurement accuracy of the balance in the x-direction

The inaccuracy of the resulting force in the x-direction shall not exceed ±5 N.
The resolution of the measured force shall be within ±3 N.

3.2.12 Measurement precision

The precision of the measured force shall be within ±3 N.

4.0 Road load measurement on road

4.1 Requirements for road test

4.1.1 Atmospheric conditions for road test

Atmospheric conditions (wind conditions, atmospheric temperature and

atmospheric pressure) shall be measured according to paragraph 3.1. of this
annex. Only those atmospheric conditions measured during coastdown time
measurements and/or torque measurement shall be used for checking data
validity and corrections.

4.1.1.1 Permissible wind conditions when using stationary anemometry and on-board
anemometry

4.1.1.1.1 Permissible wind conditions when using stationary anemometry

The wind speed shall be measured at a location and height above the road
level alongside the test road where the most representative wind conditions
will be experienced. In cases where tests in opposite directions cannot be
performed at the same part of the test track (e.g. on an oval test track with an
obligatory driving direction), the wind speed and direction shall be measured
at the opposite parts of the test track.

The wind conditions during run pairs shall meet all of the following criteria:

(a) Wind speed shall be less than 5 m/s over a 5 second moving average
period;

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The restraint system mounting shall not be in front of the vehicle. The relative
blockage ratio of the vehicle frontal area due to the restraint system, 𝜀𝑟𝑒𝑠𝑡𝑟 ,
shall not exceed 0.10.
𝐴𝑟𝑒𝑠𝑡𝑟
𝜀𝑟𝑒𝑠𝑡𝑟 = where:
𝐴𝑓

𝜀𝑟𝑒𝑠𝑡𝑟 is the relative blockage ratio of the restraint system;

𝐴𝑟𝑒𝑠𝑡𝑟 is the frontal area of the restraint system projected on the nozzle
face, m²;

𝐴𝑓 is the frontal area of the vehicle, m².

3.2.11 Measurement accuracy of the balance in the x-direction

The inaccuracy of the resulting force in the x-direction shall not exceed ±5 N.
The resolution of the measured force shall be within ±3 N.

3.2.12 Measurement precision

The precision of the measured force shall be within ±3 N.

4.0 Road load measurement on road

4.1 Requirements for road test

4.1.1 Atmospheric conditions for road test

Atmospheric conditions (wind conditions, atmospheric temperature and

atmospheric pressure) shall be measured according to paragraph 3.1. of this
annex. Only those atmospheric conditions measured during coastdown time
measurements and/or torque measurement shall be used for checking data
validity and corrections.

4.1.1.1 Permissible wind conditions when using stationary anemometry and on-board
anemometry

4.1.1.1.1 Permissible wind conditions when using stationary anemometry

The wind speed shall be measured at a location and height above the road
level alongside the test road where the most representative wind conditions
will be experienced. In cases where tests in opposite directions cannot be
performed at the same part of the test track (e.g. on an oval test track with an
obligatory driving direction), the wind speed and direction shall be measured
at the opposite parts of the test track.

The wind conditions during run pairs shall meet all of the following criteria:

(a) Wind speed shall be less than 5 m/s over a 5 second moving average
period;

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(b) Peak wind speeds shall not exceed 8 m/s for more than 2 consecutive
seconds;

(c) The arithmetic average vector component of the wind speed across the
test road shall be less than 2 m/s.

The wind correction shall be calculated according to paragraph 4.5.3. of this

annex.

4.1.1.1.2 Permissible wind conditions when using on-board anemometry

For testing with an on-board anemometer, a device as described in

paragraph 4.3.2. of this annex shall be used.

The wind conditions during run pairs shall meet all of the following criteria:

(a) The arithmetic average of the wind speed shall be less than 7 m/s;

(b) Peak wind speeds shall not exceed 10 m/s for more than 2 consecutive
seconds;

(c) The arithmetic average vector component of the wind speed across the
road shall be less than 4 m/s.

4.1.1.2 Atmospheric temperature

The atmospheric temperature should be within the range of 5 °C up to and

including 40 °C. Testing agencies may deviate from the upper range by ±5 °C
on a regional level

At the option of the manufacturer, coastdowns may be performed between

1 °C and 5 °C.

If the difference between the highest and the lowest measured temperature
during the coastdown test is more than 5 °C, the temperature correction shall
be applied separately for each run with the arithmetic average of the ambient
temperature of that run.

In that case, the values of the road load coefficients f0, f1 and f2 shall be
determined and corrected for each run pair. The final set of f0, f1 and f2 values
shall be the arithmetic average of the individually corrected coefficients f0, f1
and f2 respectively.

4.1.2 Test road

The road surface shall be flat, even, clean, dry and free of obstacles or wind
barriers that might impede the measurement of the road load, and its texture
and composition shall be representative of current urban and highway road
surfaces, i.e. no airstrip-specific surface. The longitudinal slope of the test
road shall not exceed 1 per cent. The local slope between any points 3 metres
apart shall not deviate more than 0.5 per cent from this longitudinal slope. If
tests in opposite directions cannot be performed at the same part of the test
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(b) Peak wind speeds shall not exceed 8 m/s for more than 2 consecutive
seconds;

(c) The arithmetic average vector component of the wind speed across the
test road shall be less than 2 m/s.

The wind correction shall be calculated according to paragraph 4.5.3. of this

annex.

4.1.1.1.2 Permissible wind conditions when using on-board anemometry

For testing with an on-board anemometer, a device as described in

paragraph 4.3.2. of this annex shall be used.

The wind conditions during run pairs shall meet all of the following criteria:

(a) The arithmetic average of the wind speed shall be less than 7 m/s;

(b) Peak wind speeds shall not exceed 10 m/s for more than 2 consecutive
seconds;

(c) The arithmetic average vector component of the wind speed across the
road shall be less than 4 m/s.

4.1.1.2 Atmospheric temperature

The atmospheric temperature should be within the range of 5 °C up to and

including 40 °C. Testing agencies may deviate from the upper range by ±5 °C
on a regional level

At the option of the manufacturer, coastdowns may be performed between

1 °C and 5 °C.

If the difference between the highest and the lowest measured temperature
during the coastdown test is more than 5 °C, the temperature correction shall
be applied separately for each run with the arithmetic average of the ambient
temperature of that run.

In that case, the values of the road load coefficients f0, f1 and f2 shall be
determined and corrected for each run pair. The final set of f0, f1 and f2 values
shall be the arithmetic average of the individually corrected coefficients f0, f1
and f2 respectively.

4.1.2 Test road

The road surface shall be flat, even, clean, dry and free of obstacles or wind
barriers that might impede the measurement of the road load, and its texture
and composition shall be representative of current urban and highway road
surfaces, i.e. no airstrip-specific surface. The longitudinal slope of the test
road shall not exceed 1 per cent. The local slope between any points 3 metres
apart shall not deviate more than 0.5 per cent from this longitudinal slope. If
tests in opposite directions cannot be performed at the same part of the test
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track (e.g. on an oval test track with an obligatory driving direction), the sum
of the longitudinal slopes of the parallel test track segments shall be between
0 and an upward slope of 0.1 per cent. The maximum camber of the test road
shall be 1.5 per cent.

4.2 Preparation

4.2.1 Test vehicle

Each test vehicle shall conform in all its components with the production
series, (e.g. side mirrors shall be same position as during normal vehicle
operation, body gaps shall not be sealed), or, if the vehicle is different from
the production vehicle, a full description shall be recorded.

4.2.1.1 Requirements for test vehicle selection

4.2.1.1.1 Without using the interpolation method

A test vehicle (vehicle H) with the combination of road load relevant

characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance)
producing the highest cycle energy demand shall be selected from the family
(see paragraphs 6.3.2. and 6.3.3. of this Regulation).

If the aerodynamic influence of the different wheels within one interpolation

family is not known, the selection shall be based on the highest expected
aerodynamic drag. As a guideline, the highest aerodynamic drag may be
expected for wheels with (a) the largest width, (b) the largest diameter, and
(c) the most open structure design (in that order of importance).

The wheel selection shall be performed additional to the requirement of the

highest cycle energy demand.

4.2.1.1.2 Using an interpolation method

At the request of the manufacturer, an interpolation method may be applied.

In this case, two test vehicles shall be selected from the family complying with
the respective family requirement.

Test vehicle H shall be the vehicle producing the higher, and preferably
highest, cycle energy demand of that selection, test vehicle L the one
producing the lower, and preferably lowest, cycle energy demand of that
selection.

All items of optional equipment and/or body shapes that are chosen not to be
considered when applying the interpolation method shall be identical for both
test vehicles H and L such that these items of optional equipment produce the
highest combination of the cycle energy demand due to their road load
relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling
resistance).

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track (e.g. on an oval test track with an obligatory driving direction), the sum
of the longitudinal slopes of the parallel test track segments shall be between
0 and an upward slope of 0.1 per cent. The maximum camber of the test road
shall be 1.5 per cent.

4.2 Preparation

4.2.1 Test vehicle

Each test vehicle shall conform in all its components with the production
series, (e.g. side mirrors shall be same position as during normal vehicle
operation, body gaps shall not be sealed), or, if the vehicle is different from
the production vehicle, a full description shall be recorded.

4.2.1.1 Requirements for test vehicle selection

4.2.1.1.1 Without using the interpolation method

A test vehicle (vehicle H) with the combination of road load relevant

characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance)
producing the highest cycle energy demand shall be selected from the family
(see paragraphs 6.3.2. and 6.3.3. of this Regulation).

If the aerodynamic influence of the different wheels within one interpolation

family is not known, the selection shall be based on the highest expected
aerodynamic drag. As a guideline, the highest aerodynamic drag may be
expected for wheels with (a) the largest width, (b) the largest diameter, and
(c) the most open structure design (in that order of importance).

The wheel selection shall be performed additional to the requirement of the

highest cycle energy demand.

4.2.1.1.2 Using an interpolation method

At the request of the manufacturer, an interpolation method may be applied.

In this case, two test vehicles shall be selected from the family complying with
the respective family requirement.

Test vehicle H shall be the vehicle producing the higher, and preferably
highest, cycle energy demand of that selection, test vehicle L the one
producing the lower, and preferably lowest, cycle energy demand of that
selection.

All items of optional equipment and/or body shapes that are chosen not to be
considered when applying the interpolation method shall be identical for both
test vehicles H and L such that these items of optional equipment produce the
highest combination of the cycle energy demand due to their road load
relevant characteristics (i.e. mass, aerodynamic drag and tyre rolling
resistance).

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In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres
(marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without
wheels, the additional wheels/tyres shall not be considered as optional
equipment.

4.2.1.1.2.1 The following requirements between vehicles H and L shall be fulfilled for
the road load relevant characteristics:

(a) To allow extrapolating road load coefficients:

(i) If f0_ind is below f*0_L or above f0_H as defined in

paragraph 3.2.3.2.2.4. of Annex B7 while performing the
calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following
minimum differences between H and L are required:

Rolling resistance of at least 1.0 kg/tonne and a mass of at least

30 kg; in case of RR between 0 and 1.0, the minimum of the mass
difference is replaced with 100 kg instead of 30 kg;

(ii) If f2_ind is below f*2_L or above f2_H as defined in

paragraph 3.2.3.2.2.4. of Annex B7 while performing the
calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following
minimum difference between H and L is required:

Aerodynamic drag (CD × Af) of at least 0.05 m². If the manufacturer

can demonstrate that the results after an extrapolation are still
rational, the minimum criteria in points (i) to (iii) above can be
waived.

(b) For each road load characteristic (i.e. mass, aerodynamic drag and tyre
rolling resistance) as well as for the road load coefficients f0 and f2, the
value of vehicle H shall be higher than that of vehicle L, otherwise the
worst case shall be applied for that road load relevant characteristic. At
the request of the manufacturer and upon approval by the Test Agency
the requirements of this point can be waived.

4.2.1.1.2.2 To achieve a sufficient difference between vehicle H and vehicle L on a

particular road load relevant characteristic, or in order to fulfil criteria of
paragraph 4.2.1.1.2.1. of this annex, the manufacturer may artificially worsen
vehicle H, e.g. by applying a higher test mass.

4.2.1.2 Requirements for families

4.2.1.2.1 Requirements for applying the interpolation family without using the
interpolation method

For the criteria defining an interpolation family, see paragraph 6.3.2. of this
Regulation.

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In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres
(marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without
wheels, the additional wheels/tyres shall not be considered as optional
equipment.

4.2.1.1.2.1 The following requirements between vehicles H and L shall be fulfilled for
the road load relevant characteristics:

(a) To allow extrapolating road load coefficients:

(i) If f0_ind is below f*0_L or above f0_H as defined in

paragraph 3.2.3.2.2.4. of Annex B7 while performing the
calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following
minimum differences between H and L are required:

Rolling resistance of at least 1.0 kg/tonne and a mass of at least

30 kg; in case of RR between 0 and 1.0, the minimum of the mass
difference is replaced with 100 kg instead of 30 kg;

(ii) If f2_ind is below f*2_L or above f2_H as defined in

paragraph 3.2.3.2.2.4. of Annex B7 while performing the
calculation in paragraph 3.2.3.2.2.4. of Annex B7, the following
minimum difference between H and L is required:

Aerodynamic drag (CD × Af) of at least 0.05 m². If the manufacturer

can demonstrate that the results after an extrapolation are still
rational, the minimum criteria in points (i) to (iii) above can be
waived.

(b) For each road load characteristic (i.e. mass, aerodynamic drag and tyre
rolling resistance) as well as for the road load coefficients f0 and f2, the
value of vehicle H shall be higher than that of vehicle L, otherwise the
worst case shall be applied for that road load relevant characteristic. At
the request of the manufacturer and upon approval by the Test Agency
the requirements of this point can be waived.

4.2.1.1.2.2 To achieve a sufficient difference between vehicle H and vehicle L on a

particular road load relevant characteristic, or in order to fulfil criteria of
paragraph 4.2.1.1.2.1. of this annex, the manufacturer may artificially worsen
vehicle H, e.g. by applying a higher test mass.

4.2.1.2 Requirements for families

4.2.1.2.1 Requirements for applying the interpolation family without using the
interpolation method

For the criteria defining an interpolation family, see paragraph 6.3.2. of this
Regulation.

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4.2.1.2.2 Requirements for applying the interpolation family using the interpolation
method are:

(a) Fulfilling the interpolation family criteria listed in paragraph 6.3.2. of

this Regulation;

(b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of

Annex B6;

(c) Performing the calculations in paragraph 3.2.3.2. of Annex B7.

4.2.1.2.3. Requirements for applying the road load family

4.2.1.2.3.1 At the request of the manufacturer and upon fulfilling the criteria of
paragraph 6.3.3. of this Regulation, the road load values for vehicles H and L
of an interpolation family shall be calculated.

4.2.1.2.3.2 Test vehicles H and L as defined in paragraph 4.2.1.1.2. of this annex shall be
referred to as HR and LR for the purpose of the road load family.

4.2.1.2.3.3. The difference in cycle energy demand between HR and LR of the road load
family shall be at least 4 per cent and shall not exceed 35 per cent based on
HR over a complete WLTC Class 3 cycle.

If more than one transmission is included in the road load family, a

transmission with the highest power losses shall be used for road load
determination.

4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction difference is
determined according to paragraph 6.8. of this annex, a new road load family
shall be calculated which includes the road load delta in both vehicle L and
vehicle H of that new road load family.

𝑓0,𝑁 = 𝑓0,𝑅 + 𝑓0,𝐷𝑒𝑙𝑡𝑎

𝑓1,𝑁 = 𝑓1,𝑅 + 𝑓1,𝐷𝑒𝑙𝑡𝑎

𝑓2,𝑁 = 𝑓2,𝑅 + 𝑓2,𝐷𝑒𝑙𝑡𝑎

where:

N Refers to the road load coefficients of the new road load family;

R Refers to the road load coefficients of the reference road load family;
Delta refers to the delta road load coefficients determined in
paragraph 6.8.1. of this annex.

4.2.1.3. Allowable combinations of test vehicle selection and family requirements

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4.2.1.2.2 Requirements for applying the interpolation family using the interpolation
method are:

(a) Fulfilling the interpolation family criteria listed in paragraph 6.3.2. of

this Regulation;

(b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of

Annex B6;

(c) Performing the calculations in paragraph 3.2.3.2. of Annex B7.

4.2.1.2.3. Requirements for applying the road load family

4.2.1.2.3.1 At the request of the manufacturer and upon fulfilling the criteria of
paragraph 6.3.3. of this Regulation, the road load values for vehicles H and L
of an interpolation family shall be calculated.

4.2.1.2.3.2 Test vehicles H and L as defined in paragraph 4.2.1.1.2. of this annex shall be
referred to as HR and LR for the purpose of the road load family.

4.2.1.2.3.3. The difference in cycle energy demand between HR and LR of the road load
family shall be at least 4 per cent and shall not exceed 35 per cent based on
HR over a complete WLTC Class 3 cycle.

If more than one transmission is included in the road load family, a

transmission with the highest power losses shall be used for road load
determination.

4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction difference is
determined according to paragraph 6.8. of this annex, a new road load family
shall be calculated which includes the road load delta in both vehicle L and
vehicle H of that new road load family.

𝑓0,𝑁 = 𝑓0,𝑅 + 𝑓0,𝐷𝑒𝑙𝑡𝑎

𝑓1,𝑁 = 𝑓1,𝑅 + 𝑓1,𝐷𝑒𝑙𝑡𝑎

𝑓2,𝑁 = 𝑓2,𝑅 + 𝑓2,𝐷𝑒𝑙𝑡𝑎

where:

N Refers to the road load coefficients of the new road load family;

R Refers to the road load coefficients of the reference road load family;
Delta refers to the delta road load coefficients determined in
paragraph 6.8.1. of this annex.

4.2.1.3. Allowable combinations of test vehicle selection and family requirements

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Table A4/1 shows the permissible combinations of test vehicle selection and
family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2. of this
annex.

Table A4/1

Permissible combinations of test vehicle selection and family

requirements

Requirement (1) (2) Interpolation (3) (4) Interpolation

s to be method w/o method using one or
fulfilled: w/o road load family Applying more road load
interpolation the road families
method load
family

Road load Paragraph Paragraph Paragraph n.a.

test vehicle 4.2.1.1.1. of 4.2.1.1.2. of this 4.2.1.1.2.
this annex. annex. of this
annex.

Family Paragraph Paragraph Paragraph Paragraph 4.2.1.2.2.

4.2.1.2.1. of 4.2.1.2.2. of this 4.2.1.2.3. of this annex.
this annex. annex. of this
annex.

Additional none none none Application of column

(3) "Applying the road
load family" and
application of
paragraph 4.2.1.3.1. of
this annex.

4.2.1.3.1. Deriving road loads of an interpolation family from a road load family

Road loads HR and/or LR shall be determined according to this annex.

The road load of vehicle H (and L) of an interpolation family within the road
load family shall be calculated according to paragraphs 3.2.3.2.2. to
3.2.3.2.2.4. inclusive of Annex B7 by:

(a) Using HR and LR of the road load family instead of H and L as inputs
for the equations;

(b) Using the road load parameters (i.e. test mass, Δ(CD ×Af) compared to
vehicle LR, and tyre rolling resistance) of vehicle H (or L) of the
interpolation family as inputs for the individual vehicle;

(c) Repeating this calculation for each H and L vehicle of every

interpolation family within the road load family.

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Table A4/1 shows the permissible combinations of test vehicle selection and
family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2. of this
annex.

Table A4/1

Permissible combinations of test vehicle selection and family

requirements

Requirement (1) (2) Interpolation (3) (4) Interpolation

s to be method w/o method using one or
fulfilled: w/o road load family Applying more road load
interpolation the road families
method load
family

Road load Paragraph Paragraph Paragraph n.a.

test vehicle 4.2.1.1.1. of 4.2.1.1.2. of this 4.2.1.1.2.
this annex. annex. of this
annex.

Family Paragraph Paragraph Paragraph Paragraph 4.2.1.2.2.

4.2.1.2.1. of 4.2.1.2.2. of this 4.2.1.2.3. of this annex.
this annex. annex. of this
annex.

Additional none none none Application of column

(3) "Applying the road
load family" and
application of
paragraph 4.2.1.3.1. of
this annex.

4.2.1.3.1. Deriving road loads of an interpolation family from a road load family

Road loads HR and/or LR shall be determined according to this annex.

The road load of vehicle H (and L) of an interpolation family within the road
load family shall be calculated according to paragraphs 3.2.3.2.2. to
3.2.3.2.2.4. inclusive of Annex B7 by:

(a) Using HR and LR of the road load family instead of H and L as inputs
for the equations;

(b) Using the road load parameters (i.e. test mass, Δ(CD ×Af) compared to
vehicle LR, and tyre rolling resistance) of vehicle H (or L) of the
interpolation family as inputs for the individual vehicle;

(c) Repeating this calculation for each H and L vehicle of every

interpolation family within the road load family.

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The road load interpolation shall only be applied on those road load-relevant
characteristics that were identified to be different between test vehicle LR and
HR. For other road load-relevant characteristic(s), the value of vehicle HR shall
apply.

H and L of the interpolation family may be derived from different road load
families. If that difference between these road load families comes from
applying the delta method, refer to paragraph 4.2.1.2.3.4. of this annex.

4.2.1.4. Application of the road load matrix family

A vehicle that fulfils the criteria of paragraph 6.3.4. of this Regulation that is:

(a) Representative of the intended series of complete vehicles to be covered

by the road load matrix family in terms of estimated worst CD value and
body shape; and

(b) Representative of the intended series of vehicles to be covered by the

road load matrix family in terms of estimated average of the mass of
optional equipment

shall be used to determine the road load.

In the case that no representative body shape for a complete vehicle can be
determined, the test vehicle shall be equipped with a square box with rounded
corners with radii of maximum of 25 mm and a width equal to the maximum
width of the vehicles covered by the road load matrix family, and a total height
of the test vehicle of 3.0 m ±0.1 m, including the box.

The manufacturer and the Test Agency shall agree which vehicle test model
is representative.

The vehicle parameters test mass, tyre rolling resistance and frontal area of
both a vehicle HM and LM shall be determined in such a way that vehicle HM
produces the highest cycle energy demand and vehicle LM the lowest cycle
energy from the road load matrix family. The manufacturer and the Test
Agency shall agree on the vehicle parameters for vehicles HM and LM.

The road load of all individual vehicles of the road load matrix family,
including HM and LM, shall be calculated according to paragraph 5.1. of this
annex.

4.2.1.5. Movable aerodynamic body parts

Movable aerodynamic body parts on the test vehicles shall operate during road
load determination as intended under WLTP Type I test conditions (test
temperature, vehicle speed and acceleration range, engine load, etc.).

Every vehicle system that dynamically modifies the vehicle’s aerodynamic

drag (e.g. vehicle height control) shall be considered to be a movable
aerodynamic body part. Appropriate requirements shall be added if future
vehicles are equipped with movable aerodynamic items of optional equipment
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The road load interpolation shall only be applied on those road load-relevant
characteristics that were identified to be different between test vehicle LR and
HR. For other road load-relevant characteristic(s), the value of vehicle HR shall
apply.

H and L of the interpolation family may be derived from different road load
families. If that difference between these road load families comes from
applying the delta method, refer to paragraph 4.2.1.2.3.4. of this annex.

4.2.1.4. Application of the road load matrix family

A vehicle that fulfils the criteria of paragraph 6.3.4. of this Regulation that is:

(a) Representative of the intended series of complete vehicles to be covered

by the road load matrix family in terms of estimated worst CD value and
body shape; and

(b) Representative of the intended series of vehicles to be covered by the

road load matrix family in terms of estimated average of the mass of
optional equipment

shall be used to determine the road load.

In the case that no representative body shape for a complete vehicle can be
determined, the test vehicle shall be equipped with a square box with rounded
corners with radii of maximum of 25 mm and a width equal to the maximum
width of the vehicles covered by the road load matrix family, and a total height
of the test vehicle of 3.0 m ±0.1 m, including the box.

The manufacturer and the Test Agency shall agree which vehicle test model
is representative.

The vehicle parameters test mass, tyre rolling resistance and frontal area of
both a vehicle HM and LM shall be determined in such a way that vehicle HM
produces the highest cycle energy demand and vehicle LM the lowest cycle
energy from the road load matrix family. The manufacturer and the Test
Agency shall agree on the vehicle parameters for vehicles HM and LM.

The road load of all individual vehicles of the road load matrix family,
including HM and LM, shall be calculated according to paragraph 5.1. of this
annex.

4.2.1.5. Movable aerodynamic body parts

Movable aerodynamic body parts on the test vehicles shall operate during road
load determination as intended under WLTP Type I test conditions (test
temperature, vehicle speed and acceleration range, engine load, etc.).

Every vehicle system that dynamically modifies the vehicle’s aerodynamic

drag (e.g. vehicle height control) shall be considered to be a movable
aerodynamic body part. Appropriate requirements shall be added if future
vehicles are equipped with movable aerodynamic items of optional equipment
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whose influence on aerodynamic drag justifies the need for further

requirements.

4.2.1.6. Weighing

Before and after the road load determination procedure, the selected vehicle
shall be weighed, including the test driver and equipment, to determine the
arithmetic average mass 𝑚𝑎𝑣 . The mass of the vehicle shall be greater than or
equal to the test mass of vehicle H or of vehicle L at the start of the road load
determination procedure.

4.2.1.7 Test vehicle configuration

The test vehicle configuration shall be recorded and shall be used for any
subsequent coastdown testing.

4.2.1.8. Test vehicle condition

4.2.1.8.1. Run-in

The test vehicle shall be suitably run-in for the purpose of the subsequent test
for at least 10,000 but no more than 80,000 km.

At the request of the manufacturer, a vehicle with a minimum of 3,000 km

may be used.

4.2.1.8.2. Manufacturer's specifications

The vehicle shall conform to the manufacturer’s intended production vehicle

specifications regarding tyre pressures described in paragraph 4.2.2.3. of this
annex, wheel alignment described in paragraph 4.2.1.8.3. of this annex,
ground clearance, vehicle height, drivetrain and wheel bearing lubricants, and
brake adjustment to avoid unrepresentative parasitic drag.

4.2.1.8.3. Wheel alignment

Toe and camber shall be set to the maximum deviation from the longitudinal
axis of the vehicle in the range defined by the manufacturer. If a manufacturer
prescribes values for toe and camber for the vehicle, these values shall be used.
At the request of the manufacturer, values with higher deviations from the
longitudinal axis of the vehicle than the prescribed values may be used. The
prescribed values shall be the reference for all maintenance during the lifetime
of the vehicle.

Other adjustable wheel alignment parameters (such as caster) shall be set to

the values recommended by the manufacturer. In the absence of recommended
values, they shall be set to the arithmetic average of the range defined by the
manufacturer.

Such adjustable parameters and set values shall be recorded.

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whose influence on aerodynamic drag justifies the need for further

requirements.

4.2.1.6. Weighing

Before and after the road load determination procedure, the selected vehicle
shall be weighed, including the test driver and equipment, to determine the
arithmetic average mass 𝑚𝑎𝑣 . The mass of the vehicle shall be greater than or
equal to the test mass of vehicle H or of vehicle L at the start of the road load
determination procedure.

4.2.1.7 Test vehicle configuration

The test vehicle configuration shall be recorded and shall be used for any
subsequent coastdown testing.

4.2.1.8. Test vehicle condition

4.2.1.8.1. Run-in

The test vehicle shall be suitably run-in for the purpose of the subsequent test
for at least 10,000 but no more than 80,000 km.

At the request of the manufacturer, a vehicle with a minimum of 3,000 km

may be used.

4.2.1.8.2. Manufacturer's specifications

The vehicle shall conform to the manufacturer’s intended production vehicle

specifications regarding tyre pressures described in paragraph 4.2.2.3. of this
annex, wheel alignment described in paragraph 4.2.1.8.3. of this annex,
ground clearance, vehicle height, drivetrain and wheel bearing lubricants, and
brake adjustment to avoid unrepresentative parasitic drag.

4.2.1.8.3. Wheel alignment

Toe and camber shall be set to the maximum deviation from the longitudinal
axis of the vehicle in the range defined by the manufacturer. If a manufacturer
prescribes values for toe and camber for the vehicle, these values shall be used.
At the request of the manufacturer, values with higher deviations from the
longitudinal axis of the vehicle than the prescribed values may be used. The
prescribed values shall be the reference for all maintenance during the lifetime
of the vehicle.

Other adjustable wheel alignment parameters (such as caster) shall be set to

the values recommended by the manufacturer. In the absence of recommended
values, they shall be set to the arithmetic average of the range defined by the
manufacturer.

Such adjustable parameters and set values shall be recorded.

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4.2.1.8.4. Closed panels

During the road load determination, the engine compartment cover, luggage
compartment cover, manually-operated movable panels and all windows shall
be closed.

4.2.1.8.5. Vehicle coastdown mode

If the determination of dynamometer settings cannot meet the criteria

described in paragraphs 8.1.3. or 8.2.3. of this annex due to non-reproducible
forces, the vehicle shall be equipped with a vehicle coastdown mode. The
vehicle coastdown mode shall be approved and its use shall be recorded by
the Test Agency.

If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged

both during road load determination and on the chassis dynamometer.

4.2.2. Tyres

4.2.2.1. Tyre rolling resistance

Tyre rolling resistances shall meet requirements laid down in AIS-142. The
rolling resistance coefficients shall be aligned according to the rolling
resistance classes in Table A4/2.

Table A4/2

Energy efficiency classes according to rolling resistance coefficients (RRC) for C1,
C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in
the interpolation, kg/tonne
Energy
efficiency Range of RRC for
class Range of RRC for C1 tyres C2 tyres Range of RRC for C3 tyres

1 RRC ≤ 6.5 RRC ≤ 5.5 RRC ≤ 4.0

2 6.5 < RRC ≤ 7.7 5.5 < RRC ≤ 6.7 4.0 < RRC ≤ 5.0

3 7.7 < RRC ≤ 9.0 6.7 < RRC ≤ 8.0 5.0 < RRC ≤ 6.0

4 9.0 < RRC ≤ 10.5 8.0 < RRC ≤ 9.2 6.0 < RRC ≤ 7.0

5 9.2 < RRC ≤ 10.

10.5 < RRC ≤ 12.0 5 7.0 < RRC ≤ 8.0

6 RRC > 12.0 RRC > 10.5 RRC > 8.0

Energy Value of RRC to be

efficiency used for Value of RRC to be used for interpolation
class Value of RRC to be used for interpolation for C2
interpolation for C1 tyres tyres for C3 tyres

1 RRC = 5.9 RRC = 4.9 RRC = 3.5

2 RRC = 7.1 RRC = 6.1 RRC = 4.5

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4.2.1.8.4. Closed panels

During the road load determination, the engine compartment cover, luggage
compartment cover, manually-operated movable panels and all windows shall
be closed.

4.2.1.8.5. Vehicle coastdown mode

If the determination of dynamometer settings cannot meet the criteria

described in paragraphs 8.1.3. or 8.2.3. of this annex due to non-reproducible
forces, the vehicle shall be equipped with a vehicle coastdown mode. The
vehicle coastdown mode shall be approved and its use shall be recorded by
the Test Agency.

If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged

both during road load determination and on the chassis dynamometer.

4.2.2. Tyres

4.2.2.1. Tyre rolling resistance

Tyre rolling resistances shall meet requirements laid down in AIS-142. The
rolling resistance coefficients shall be aligned according to the rolling
resistance classes in Table A4/2.

Table A4/2

Energy efficiency classes according to rolling resistance coefficients (RRC) for C1,
C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in
the interpolation, kg/tonne
Energy
efficiency Range of RRC for
class Range of RRC for C1 tyres C2 tyres Range of RRC for C3 tyres

1 RRC ≤ 6.5 RRC ≤ 5.5 RRC ≤ 4.0

2 6.5 < RRC ≤ 7.7 5.5 < RRC ≤ 6.7 4.0 < RRC ≤ 5.0

3 7.7 < RRC ≤ 9.0 6.7 < RRC ≤ 8.0 5.0 < RRC ≤ 6.0

4 9.0 < RRC ≤ 10.5 8.0 < RRC ≤ 9.2 6.0 < RRC ≤ 7.0

5 9.2 < RRC ≤ 10.

10.5 < RRC ≤ 12.0 5 7.0 < RRC ≤ 8.0

6 RRC > 12.0 RRC > 10.5 RRC > 8.0

Energy Value of RRC to be

efficiency used for Value of RRC to be used for interpolation
class Value of RRC to be used for interpolation for C2
interpolation for C1 tyres tyres for C3 tyres

1 RRC = 5.9 RRC = 4.9 RRC = 3.5

2 RRC = 7.1 RRC = 6.1 RRC = 4.5

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3 RRC = 8.4 RRC = 7.4 RRC = 5.5

4 RRC = 9.8 RRC = 8.6 RRC = 6.5

5 RRC = 11.3 RRC = 9.9 RRC = 7.5

6 RRC = 12.9 RRC = 11.2 RRC = 8.5

If the interpolation method is applied to rolling resistance, the actual rolling

resistance values for the tyres fitted to the test vehicles L and H shall be used
as input for the interpolation method. For an individual vehicle within an
interpolation family, the RRC value for the energy efficiency class of the tyres
fitted shall be used.

In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres (marked
with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the
additional wheels/tyres shall not be considered as optional equipment.

4.2.2.2 Tyre condition

Tyres used for the test shall:

(a) Not be older than 2 years after the production date;

(b) Not be specially conditioned or treated (e.g. heated or artificially aged),

with the exception of grinding in the original shape of the tread;

(c) Be run-in on a road for at least 200 km before road load determination;

(d) Have a constant tread depth before the test between 100 and 80 per cent
of the original tread depth at any point over the full tread width of the tyre.

After measurement of tread depth, the driving distance shall be limited to

500 km. If 500 km are exceeded, the tread depth shall be measured again.

4.2.2.3 Tyre pressure

The front and rear tyres shall be inflated to the lower limit of the tyre pressure
range for the respective axle for the selected tyre at the coastdown test mass, as
specified by the vehicle manufacturer.

4.2.2.3.1 Tyre pressure adjustment

If the difference between ambient and soak temperature is more than 5 °C, the
tyre pressure shall be adjusted as follows:

(a) The tyres shall be soaked for more than 1 hour at 10 per cent above the
target pressure;

(b) Prior to testing, the tyre pressure shall be reduced to the inflation pressure
as specified in paragraph 4.2.2.3. of this annex, adjusted for difference

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3 RRC = 8.4 RRC = 7.4 RRC = 5.5

4 RRC = 9.8 RRC = 8.6 RRC = 6.5

5 RRC = 11.3 RRC = 9.9 RRC = 7.5

6 RRC = 12.9 RRC = 11.2 RRC = 8.5

If the interpolation method is applied to rolling resistance, the actual rolling

resistance values for the tyres fitted to the test vehicles L and H shall be used
as input for the interpolation method. For an individual vehicle within an
interpolation family, the RRC value for the energy efficiency class of the tyres
fitted shall be used.

In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres (marked
with 3 Peaked Mountain and Snowflake – 3PMS) with or without wheels, the
additional wheels/tyres shall not be considered as optional equipment.

4.2.2.2 Tyre condition

Tyres used for the test shall:

(a) Not be older than 2 years after the production date;

(b) Not be specially conditioned or treated (e.g. heated or artificially aged),

with the exception of grinding in the original shape of the tread;

(c) Be run-in on a road for at least 200 km before road load determination;

(d) Have a constant tread depth before the test between 100 and 80 per cent
of the original tread depth at any point over the full tread width of the tyre.

After measurement of tread depth, the driving distance shall be limited to

500 km. If 500 km are exceeded, the tread depth shall be measured again.

4.2.2.3 Tyre pressure

The front and rear tyres shall be inflated to the lower limit of the tyre pressure
range for the respective axle for the selected tyre at the coastdown test mass, as
specified by the vehicle manufacturer.

4.2.2.3.1 Tyre pressure adjustment

If the difference between ambient and soak temperature is more than 5 °C, the
tyre pressure shall be adjusted as follows:

(a) The tyres shall be soaked for more than 1 hour at 10 per cent above the
target pressure;

(b) Prior to testing, the tyre pressure shall be reduced to the inflation pressure
as specified in paragraph 4.2.2.3. of this annex, adjusted for difference

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between the soaking environment temperature and the ambient test

temperature at a rate of 0.8 kPa per 1 °C using the following equation:

∆𝑝𝑡 = 0.8 × (𝑇𝑠𝑜𝑎𝑘 − 𝑇𝑎𝑚𝑏 )

where:

∆𝑝𝑡 is the tyre pressure adjustment added to the tyre pressure defined in
paragraph 4.2.2.3. of this annex, kPa;

0.8 is the pressure adjustment factor, kPa/°C;

𝑇𝑠𝑜𝑎𝑘 is the tyre soaking temperature, °C;

𝑇𝑎𝑚𝑏 is the test ambient temperature, °C.

(c) Between the pressure adjustment and the vehicle warm-up, the tyres shall
be shielded from external heat sources including sun radiation.

4.2.3 Instrumentation

Any instruments shall be installed in such a manner as to minimise their effects

on the aerodynamic characteristics of the vehicle.

If the effect of the installed instrument on (CD × Af) is expected to be greater

than 0.015 m2, the vehicle with and without the instrument shall be measured
in a wind tunnel fulfilling the criteria in paragraph 3.2. of this annex. The
corresponding difference shall be subtracted from f2. At the request of the
manufacturer, and with approval of the Test Agency, the determined value may
be used for similar vehicles where the influence of the equipment is expected
to be the same.

4.2.4 Vehicle warm-up

4.2.4.1 On the road

Warming up shall be performed by driving the vehicle only.

4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch disengaged or
an automatic transmission placed in neutral by moderate braking from 80 to
20 km/h within 5 to 10 seconds. After this braking, there shall be no further
actuation or manual adjustment of the braking system.

At the request of the manufacturer and upon approval of the Test Agency, the
brakes may also be activated after the warm-up with the same deceleration as
described in this paragraph and only if necessary.

4.2.4.1.2. Warming up and stabilization

All vehicles shall be driven at 90 per cent of the maximum speed of the
applicable WLTC. The vehicle may be driven at 90 per cent of the maximum
speed of the next higher phase (see Table A4/3) if this phase is added to the
applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this
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between the soaking environment temperature and the ambient test

temperature at a rate of 0.8 kPa per 1 °C using the following equation:

∆𝑝𝑡 = 0.8 × (𝑇𝑠𝑜𝑎𝑘 − 𝑇𝑎𝑚𝑏 )

where:

∆𝑝𝑡 is the tyre pressure adjustment added to the tyre pressure defined in
paragraph 4.2.2.3. of this annex, kPa;

0.8 is the pressure adjustment factor, kPa/°C;

𝑇𝑠𝑜𝑎𝑘 is the tyre soaking temperature, °C;

𝑇𝑎𝑚𝑏 is the test ambient temperature, °C.

(c) Between the pressure adjustment and the vehicle warm-up, the tyres shall
be shielded from external heat sources including sun radiation.

4.2.3 Instrumentation

Any instruments shall be installed in such a manner as to minimise their effects

on the aerodynamic characteristics of the vehicle.

If the effect of the installed instrument on (CD × Af) is expected to be greater

than 0.015 m2, the vehicle with and without the instrument shall be measured
in a wind tunnel fulfilling the criteria in paragraph 3.2. of this annex. The
corresponding difference shall be subtracted from f2. At the request of the
manufacturer, and with approval of the Test Agency, the determined value may
be used for similar vehicles where the influence of the equipment is expected
to be the same.

4.2.4 Vehicle warm-up

4.2.4.1 On the road

Warming up shall be performed by driving the vehicle only.

4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch disengaged or
an automatic transmission placed in neutral by moderate braking from 80 to
20 km/h within 5 to 10 seconds. After this braking, there shall be no further
actuation or manual adjustment of the braking system.

At the request of the manufacturer and upon approval of the Test Agency, the
brakes may also be activated after the warm-up with the same deceleration as
described in this paragraph and only if necessary.

4.2.4.1.2. Warming up and stabilization

All vehicles shall be driven at 90 per cent of the maximum speed of the
applicable WLTC. The vehicle may be driven at 90 per cent of the maximum
speed of the next higher phase (see Table A4/3) if this phase is added to the
applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this
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annex. The vehicle shall be warmed up for at least 20 minutes until stable
conditions are reached.

Table A4/3

Warming-up and stabilization across phases

90 per cent of maximum

Cycle class Applicable WLTC speed

Class 1 Low1 + Medium1 58 km/h

Class 2 Low2 + Medium2 + High2 77 km/h

Class 3 Low3 + Medium3 + High3 88 km/h

4.2.4.1.3. Criterion for stable condition

Refer to paragraph 4.3.1.4.2. of this annex.

4.3 Measurement and calculation of road load using the coastdown method

The road load shall be determined by using either the stationary anemometry
(paragraph 4.3.1. of this annex) or the on-board anemometry (paragraph 4.3.2.
of this annex) method.

4.3.1 Coastdown method using stationary anemometry

4.3.1.1 Selection of reference speeds for road load curve determination

Reference speeds for road load determination shall be selected according to

paragraph 2.2. of this annex.

4.3.1.2. Data collection

During the test, elapsed time and vehicle speed shall be measured at a minimum
frequency of 10 Hz.

4.3.1.3. Vehicle coastdown procedure

4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this
annex and immediately prior to each coastdown run, the vehicle shall be
accelerated to 10 to 15 km/h above the highest reference speed and shall be
driven at that speed for a maximum of 1 minute. After that, the coastdown run
shall be started immediately.

4.3.1.3.2. During a coastdown run, the transmission shall be in neutral. Any movement
of the steering wheel shall be avoided as much as possible, and the vehicle
brakes shall not be operated.

4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical
precision requirements as specified in paragraph 4.3.1.4.2. of this annex.

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annex. The vehicle shall be warmed up for at least 20 minutes until stable
conditions are reached.

Table A4/3

Warming-up and stabilization across phases

90 per cent of maximum

Cycle class Applicable WLTC speed

Class 1 Low1 + Medium1 58 km/h

Class 2 Low2 + Medium2 + High2 77 km/h

Class 3 Low3 + Medium3 + High3 88 km/h

4.2.4.1.3. Criterion for stable condition

Refer to paragraph 4.3.1.4.2. of this annex.

4.3 Measurement and calculation of road load using the coastdown method

The road load shall be determined by using either the stationary anemometry
(paragraph 4.3.1. of this annex) or the on-board anemometry (paragraph 4.3.2.
of this annex) method.

4.3.1 Coastdown method using stationary anemometry

4.3.1.1 Selection of reference speeds for road load curve determination

Reference speeds for road load determination shall be selected according to

paragraph 2.2. of this annex.

4.3.1.2. Data collection

During the test, elapsed time and vehicle speed shall be measured at a minimum
frequency of 10 Hz.

4.3.1.3. Vehicle coastdown procedure

4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this
annex and immediately prior to each coastdown run, the vehicle shall be
accelerated to 10 to 15 km/h above the highest reference speed and shall be
driven at that speed for a maximum of 1 minute. After that, the coastdown run
shall be started immediately.

4.3.1.3.2. During a coastdown run, the transmission shall be in neutral. Any movement
of the steering wheel shall be avoided as much as possible, and the vehicle
brakes shall not be operated.

4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical
precision requirements as specified in paragraph 4.3.1.4.2. of this annex.

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4.3.1.3.4. Although it is recommended that each coastdown run should be performed without
interruption, if data cannot be collected in a single run for all the reference speed
points, the coastdown test may be performed with coastdown runs where the first
and last reference speeds are not necessarily the highest and lowest reference
speeds. In this case, the following additional requirements shall apply:

(a) At least one reference speed in each coastdown run shall overlap with the
immediately higher speed range coastdown run. This reference speed shall
be referred to as a split point;

(b) At each overlapped reference speed, the average force of the immediately
lower speed coastdown run shall not deviate from the average force of the
immediately higher speed coastdown run by ±10 N or ± 5 per cent,
whichever is greater;

(c) Overlapped reference speed data of the lower speed coastdown run shall be
used only for checking criterion (b) and shall be excluded from evaluation
of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex;

(d) The overlapped speed may be less than 10 km/h but shall not be less than
5 km/h. In this case, overlap criterion (b) shall be checked by either
extrapolating the polynomial curves for the lower and higher speed segment
to a 10 km/h overlap, or by comparing the average force in the specific
speed range.

4.3.1.3.5. It is recommended that coastdown runs should be conducted successively

without undue delay between runs. If there is a delay between runs (e.g. for a
driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up
again as described in paragraph 4.2.4. and the coastdown runs shall be re-
commenced from this point.

4.3.1.4. Coastdown time measurement

4.3.1.4.1. The coastdown time corresponding to reference speed 𝑣𝑗 as the elapsed time
from vehicle speed (𝑣𝑗 + 5 𝑘𝑚/ℎ) to (𝑣𝑗 − 5 𝑘𝑚/ℎ) shall be measured.

4.3.1.4.2. These measurements shall be carried out in opposite directions until a

minimum of three pairs of measurements have been obtained that satisfy the
statistical precision pj defined in the following equation:
ℎ × 𝜎𝑗
𝑝𝑗 = ≤ 0.030
√𝑛 × ∆𝑡𝑝𝑗

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4.3.1.3.4. Although it is recommended that each coastdown run should be performed without
interruption, if data cannot be collected in a single run for all the reference speed
points, the coastdown test may be performed with coastdown runs where the first
and last reference speeds are not necessarily the highest and lowest reference
speeds. In this case, the following additional requirements shall apply:

(a) At least one reference speed in each coastdown run shall overlap with the
immediately higher speed range coastdown run. This reference speed shall
be referred to as a split point;

(b) At each overlapped reference speed, the average force of the immediately
lower speed coastdown run shall not deviate from the average force of the
immediately higher speed coastdown run by ±10 N or ± 5 per cent,
whichever is greater;

(c) Overlapped reference speed data of the lower speed coastdown run shall be
used only for checking criterion (b) and shall be excluded from evaluation
of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex;

(d) The overlapped speed may be less than 10 km/h but shall not be less than
5 km/h. In this case, overlap criterion (b) shall be checked by either
extrapolating the polynomial curves for the lower and higher speed segment
to a 10 km/h overlap, or by comparing the average force in the specific
speed range.

4.3.1.3.5. It is recommended that coastdown runs should be conducted successively

without undue delay between runs. If there is a delay between runs (e.g. for a
driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up
again as described in paragraph 4.2.4. and the coastdown runs shall be re-
commenced from this point.

4.3.1.4. Coastdown time measurement

4.3.1.4.1. The coastdown time corresponding to reference speed 𝑣𝑗 as the elapsed time
from vehicle speed (𝑣𝑗 + 5 𝑘𝑚/ℎ) to (𝑣𝑗 − 5 𝑘𝑚/ℎ) shall be measured.

4.3.1.4.2. These measurements shall be carried out in opposite directions until a

minimum of three pairs of measurements have been obtained that satisfy the
statistical precision pj defined in the following equation:
ℎ × 𝜎𝑗
𝑝𝑗 = ≤ 0.030
√𝑛 × ∆𝑡𝑝𝑗

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where:

𝑝𝑗 is the statistical precision of the measurements made at reference speed vj;

𝑛 is the number of pairs of measurements;

∆𝑡𝑝𝑗 is the harmonic average of the coastdown time at reference speed vj in

seconds given by the following equation:
𝑛
∆𝑡𝑝𝑗 =
1
∑𝑛𝑖=1
∆𝑡𝑗𝑖

where:

∆𝑡𝑗𝑖 is the harmonic average coastdown time of the ith pair of measurements at
velocity vj, seconds, s, given by the following equation:
2
∆𝑡𝑗𝑖 = 1 1
( )+ ( )
∆𝑡𝑗𝑎𝑖 ∆𝑡𝑗𝑏𝑖

where:

∆𝑡𝑗𝑎𝑖 and ∆𝑡𝑗𝑏𝑖 are the coastdown times of the ith measurement at reference
speed vj, in seconds, s, in the respective directions a and b;

𝜎𝑗 is the standard deviation, expressed in seconds, s, defined by:

1
σj= √𝑛−1 ∑𝑛𝑖=1(∆𝑡𝑗𝑖 − ∆𝑡𝑝𝑗 )²

ℎ is a coefficient given in Table A4/4.

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where:

𝑝𝑗 is the statistical precision of the measurements made at reference speed vj;

𝑛 is the number of pairs of measurements;

∆𝑡𝑝𝑗 is the harmonic average of the coastdown time at reference speed vj in

seconds given by the following equation:
𝑛
∆𝑡𝑝𝑗 =
1
∑𝑛𝑖=1
∆𝑡𝑗𝑖

where:

∆𝑡𝑗𝑖 is the harmonic average coastdown time of the ith pair of measurements at
velocity vj, seconds, s, given by the following equation:
2
∆𝑡𝑗𝑖 = 1 1
( )+ ( )
∆𝑡𝑗𝑎𝑖 ∆𝑡𝑗𝑏𝑖

where:

∆𝑡𝑗𝑎𝑖 and ∆𝑡𝑗𝑏𝑖 are the coastdown times of the ith measurement at reference
speed vj, in seconds, s, in the respective directions a and b;

𝜎𝑗 is the standard deviation, expressed in seconds, s, defined by:

1
σj= √𝑛−1 ∑𝑛𝑖=1(∆𝑡𝑗𝑖 − ∆𝑡𝑝𝑗 )²

ℎ is a coefficient given in Table A4/4.

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Table A4/4
Coefficient h as a function of n
n h n h
3 4.3 17 2.1
4 3.2 18 2.1
5 2.8 19 2.1
6 2.6 20 2.1
7 2.5 21 2.1
8 2.4 22 2.1
9 2.3 23 2.1
10 2.3 24 2.1
11 2.2 25 2.1
12 2.2 26 2.1
13 2.2 27 2.1
14 2.2 28 2.1
15 2.2 29 2.0
16 2.1 30 2.0
4.3.1.4.3. If during a measurement in one direction any external factor or driver action
occurs that obviously influences the road load test, that measurement and the
corresponding measurement in the opposite direction shall be rejected. All the
rejected data and the reason for rejection shall be recorded, and the number of
rejected pairs of measurement shall not exceed 1/3 of the total number of
measurement pairs. In the case of split runs, the rejection criteria shall be
applied at each split run speed range.
Due to uncertainty of data validity and for practical reasons, more than the
minimum number of run pairs required in paragraph 4.3.1.4.2. of this annex
may be performed, but the total number of run pairs shall not exceed 30 runs
including the rejected pairs as described in this paragraph. In this case, data
evaluation shall be carried out as described in paragraph 4.3.1.4.2. of this annex
starting from the first run pair, then including as many consecutive run pairs as
needed to reach the statistical precision on a data set containing no more than
1/3 of rejected pairs. The remaining run pairs shall be disregarded.
4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the
road load where the harmonic average of the alternate coastdown times shall be
used:
1 2 × ∆𝑣
𝐹𝑗 = × (𝑚𝑎𝑣 + 𝑚𝑟 ) ×
3.6 ∆𝑡𝑗
where:
Δv is 5 km/h;

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Table A4/4
Coefficient h as a function of n
n h n h
3 4.3 17 2.1
4 3.2 18 2.1
5 2.8 19 2.1
6 2.6 20 2.1
7 2.5 21 2.1
8 2.4 22 2.1
9 2.3 23 2.1
10 2.3 24 2.1
11 2.2 25 2.1
12 2.2 26 2.1
13 2.2 27 2.1
14 2.2 28 2.1
15 2.2 29 2.0
16 2.1 30 2.0
4.3.1.4.3. If during a measurement in one direction any external factor or driver action
occurs that obviously influences the road load test, that measurement and the
corresponding measurement in the opposite direction shall be rejected. All the
rejected data and the reason for rejection shall be recorded, and the number of
rejected pairs of measurement shall not exceed 1/3 of the total number of
measurement pairs. In the case of split runs, the rejection criteria shall be
applied at each split run speed range.
Due to uncertainty of data validity and for practical reasons, more than the
minimum number of run pairs required in paragraph 4.3.1.4.2. of this annex
may be performed, but the total number of run pairs shall not exceed 30 runs
including the rejected pairs as described in this paragraph. In this case, data
evaluation shall be carried out as described in paragraph 4.3.1.4.2. of this annex
starting from the first run pair, then including as many consecutive run pairs as
needed to reach the statistical precision on a data set containing no more than
1/3 of rejected pairs. The remaining run pairs shall be disregarded.
4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the
road load where the harmonic average of the alternate coastdown times shall be
used:
1 2 × ∆𝑣
𝐹𝑗 = × (𝑚𝑎𝑣 + 𝑚𝑟 ) ×
3.6 ∆𝑡𝑗
where:
Δv is 5 km/h;

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∆𝑡𝑗 is the harmonic average of alternate coastdown time measurements at

velocity 𝑣𝑗 , seconds, s, given by:
2
∆𝑡𝑗 =
1 1
∆𝑡𝑗𝑎 + ∆𝑡𝑗𝑏
where:
∆𝑡𝑗𝑎 and ∆𝑡𝑗𝑏 are the harmonic average coastdown times in directions a and b,
respectively, corresponding to reference speed 𝑣𝑗 , in seconds, s, given by the
following two equations:
𝑛
∆𝑡𝑗𝑎 =
1
∑𝑛𝑖=1
𝑡𝑗𝑎𝑖
and:
𝑛
∆𝑡𝑗𝑏 = 1 .
∑𝑛
𝑖=1𝑡
𝑗𝑏𝑖

where:
𝑚𝑎𝑣 is the arithmetic average of the test vehicle masses at the beginning and
end of road load determination, kg;
𝑚𝑟 is the equivalent effective mass of rotating components according to
paragraph 2.5.1. of this annex;
The coefficients, 𝑓0 , 𝑓1 and 𝑓2 , in the road load equation shall be calculated with
a least squares regression analysis.
In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient f1 shall be set to zero and the coefficients f0 and
f2 shall be recalculated with a least squares regression analysis.
4.3.1.4.5. Correction to reference conditions
The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected to
reference conditions as specified in paragraph 4.5. of this annex.
4.3.2. Coastdown method using on-board anemometry
The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of
this annex.
4.3.2.1. Additional instrumentation for on-board anemometry

The on-board anemometer and instrumentation shall be calibrated by means of

operation on the test vehicle where such calibration occurs during the warm-up
for the test.

4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to

an accuracy of 0.3 m/s. Vehicle blockage shall be accounted for in the
calibration of the anemometer.

4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative wind
direction (yaw) shall be measured with a resolution of 1 degree and an accuracy
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∆𝑡𝑗 is the harmonic average of alternate coastdown time measurements at

velocity 𝑣𝑗 , seconds, s, given by:
2
∆𝑡𝑗 =
1 1
∆𝑡𝑗𝑎 + ∆𝑡𝑗𝑏
where:
∆𝑡𝑗𝑎 and ∆𝑡𝑗𝑏 are the harmonic average coastdown times in directions a and b,
respectively, corresponding to reference speed 𝑣𝑗 , in seconds, s, given by the
following two equations:
𝑛
∆𝑡𝑗𝑎 =
1
∑𝑛𝑖=1
𝑡𝑗𝑎𝑖
and:
𝑛
∆𝑡𝑗𝑏 = 1 .
∑𝑛
𝑖=1𝑡
𝑗𝑏𝑖

where:
𝑚𝑎𝑣 is the arithmetic average of the test vehicle masses at the beginning and
end of road load determination, kg;
𝑚𝑟 is the equivalent effective mass of rotating components according to
paragraph 2.5.1. of this annex;
The coefficients, 𝑓0 , 𝑓1 and 𝑓2 , in the road load equation shall be calculated with
a least squares regression analysis.
In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient f1 shall be set to zero and the coefficients f0 and
f2 shall be recalculated with a least squares regression analysis.
4.3.1.4.5. Correction to reference conditions
The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected to
reference conditions as specified in paragraph 4.5. of this annex.
4.3.2. Coastdown method using on-board anemometry
The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of
this annex.
4.3.2.1. Additional instrumentation for on-board anemometry

The on-board anemometer and instrumentation shall be calibrated by means of

operation on the test vehicle where such calibration occurs during the warm-up
for the test.

4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to

an accuracy of 0.3 m/s. Vehicle blockage shall be accounted for in the
calibration of the anemometer.

4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative wind
direction (yaw) shall be measured with a resolution of 1 degree and an accuracy
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of 3 degrees; the dead band of the instrument shall not exceed 10 degrees and
shall be directed towards the rear of the vehicle.

4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for speed and yaw
offset as specified in ISO 10521-1:2006(E) Annex A.

4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration procedure as

described in ISO 10521-1:2006(E) Annex A in order to minimise its effect.

4.3.2.2. Selection of vehicle speed range for road load curve determination

The test vehicle speed range shall be selected according to paragraph 2.2. of this
annex.

4.3.2.3. Data collection

During the procedure, elapsed time, vehicle speed, and air velocity (speed,
direction) relative to the vehicle, shall be measured at a minimum frequency of
5 Hz. Ambient temperature shall be synchronised and sampled at a minimum
frequency of 0.1 Hz.

4.3.2.4. Vehicle coastdown procedure

The measurements shall be carried out in run pairs in opposite directions until
a minimum of ten consecutive runs (five pairs) have been obtained. Should an
individual run fail to satisfy the required on-board anemometry test conditions,
that pair, i.e. that run and the corresponding run in the opposite direction, shall
be rejected. All valid pairs shall be included in the final analysis with a
minimum of 5 pairs of coastdown runs. See paragraph 4.3.2.6.10. of this annex
for statistical validation criteria.

The anemometer shall be installed in a position such that the effect on the
operating characteristics of the vehicle is minimised.

The anemometer shall be installed according to one of the options below:

(a) Using a boom approximately 2 metres in front of the vehicle’s forward

aerodynamic stagnation point;

(b) On the roof of the vehicle at its centreline. If possible, the anemometer
shall be mounted within 30 cm from the top of the windshield;

(c) On the engine compartment cover of the vehicle at its centreline,

mounted at the midpoint position between the vehicle front and the base
of the windshield.

In all cases, the anemometer shall be mounted parallel to the road surface. In
the event that positions (b) or (c) are used, the coastdown results shall be
analytically adjusted for the additional aerodynamic drag induced by the
anemometer. The adjustment shall be made by testing the coastdown vehicle in
a wind tunnel both with and without the anemometer installed in the same
position as used on the track., The calculated difference shall be the incremental
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of 3 degrees; the dead band of the instrument shall not exceed 10 degrees and
shall be directed towards the rear of the vehicle.

4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for speed and yaw
offset as specified in ISO 10521-1:2006(E) Annex A.

4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration procedure as

described in ISO 10521-1:2006(E) Annex A in order to minimise its effect.

4.3.2.2. Selection of vehicle speed range for road load curve determination

The test vehicle speed range shall be selected according to paragraph 2.2. of this
annex.

4.3.2.3. Data collection

During the procedure, elapsed time, vehicle speed, and air velocity (speed,
direction) relative to the vehicle, shall be measured at a minimum frequency of
5 Hz. Ambient temperature shall be synchronised and sampled at a minimum
frequency of 0.1 Hz.

4.3.2.4. Vehicle coastdown procedure

The measurements shall be carried out in run pairs in opposite directions until
a minimum of ten consecutive runs (five pairs) have been obtained. Should an
individual run fail to satisfy the required on-board anemometry test conditions,
that pair, i.e. that run and the corresponding run in the opposite direction, shall
be rejected. All valid pairs shall be included in the final analysis with a
minimum of 5 pairs of coastdown runs. See paragraph 4.3.2.6.10. of this annex
for statistical validation criteria.

The anemometer shall be installed in a position such that the effect on the
operating characteristics of the vehicle is minimised.

The anemometer shall be installed according to one of the options below:

(a) Using a boom approximately 2 metres in front of the vehicle’s forward

aerodynamic stagnation point;

(b) On the roof of the vehicle at its centreline. If possible, the anemometer
shall be mounted within 30 cm from the top of the windshield;

(c) On the engine compartment cover of the vehicle at its centreline,

mounted at the midpoint position between the vehicle front and the base
of the windshield.

In all cases, the anemometer shall be mounted parallel to the road surface. In
the event that positions (b) or (c) are used, the coastdown results shall be
analytically adjusted for the additional aerodynamic drag induced by the
anemometer. The adjustment shall be made by testing the coastdown vehicle in
a wind tunnel both with and without the anemometer installed in the same
position as used on the track., The calculated difference shall be the incremental
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aerodynamic drag coefficient 𝐶𝐷 combined with the frontal area, which shall be
used to correct the coastdown results.

4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this
annex and immediately prior to each coastdown run, the vehicle shall be
accelerated to 10 to 15 km/h above the highest reference speed and shall be
driven at that speed for a maximum of 1 minute. After that, the coastdown run
shall be started immediately.

4.3.2.4.2. During a coastdown run, the transmission shall be in neutral. Any steering
wheel movement shall be avoided as much as possible, and the vehicle’s brakes
shall not be operated.

4.3.2.4.3. Although it is recommended that each coastdown run be performed without

interruption, if data cannot be collected in a single run for all the reference speed
points the coastdown test may be performed with coastdown runs where the first
and last reference speeds are not necessarily the highest and lowest reference
speeds. For split runs, the following additional requirements shall apply:

(a) At least one reference speed in each coastdown run shall overlap with the
immediately higher speed range coastdown run. This reference speed shall
be referred to as a split point;

(b) At each overlapped reference speed, the average force of the immediately
lower speed coastdown run shall not deviate from the average force of the
immediately higher speed range coastdown run by ±10 N or ±5 per cent,
whichever is greater;

(c) Overlapped reference speed data of the lower speed coastdown run shall be
used only for checking criterion (b) and shall be excluded from evaluation
of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex;

(d) The overlapped speed may be less than 10 km/h but shall not be less than
5 km/h. In this case, overlap criterion (b) shall be checked by either
extrapolating the polynomial curves for the lower and higher speed
segment to a 10 km/h overlap, or by comparing the average force in the
specific speed range.

4.3.2.4.4. It is recommended that coastdown runs should be conducted successively

without undue delay between runs. If there is a delay between runs (e.g. for a
driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up
again as described in paragraph 4.2.4. and the coastdown runs shall be re-
commenced from this point.

4.3.2.5. Determination of the equation of motion

Symbols used in the on-board anemometer equations of motion are listed in

Table A4/5.

Table A4/5

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aerodynamic drag coefficient 𝐶𝐷 combined with the frontal area, which shall be
used to correct the coastdown results.

4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this
annex and immediately prior to each coastdown run, the vehicle shall be
accelerated to 10 to 15 km/h above the highest reference speed and shall be
driven at that speed for a maximum of 1 minute. After that, the coastdown run
shall be started immediately.

4.3.2.4.2. During a coastdown run, the transmission shall be in neutral. Any steering
wheel movement shall be avoided as much as possible, and the vehicle’s brakes
shall not be operated.

4.3.2.4.3. Although it is recommended that each coastdown run be performed without

interruption, if data cannot be collected in a single run for all the reference speed
points the coastdown test may be performed with coastdown runs where the first
and last reference speeds are not necessarily the highest and lowest reference
speeds. For split runs, the following additional requirements shall apply:

(a) At least one reference speed in each coastdown run shall overlap with the
immediately higher speed range coastdown run. This reference speed shall
be referred to as a split point;

(b) At each overlapped reference speed, the average force of the immediately
lower speed coastdown run shall not deviate from the average force of the
immediately higher speed range coastdown run by ±10 N or ±5 per cent,
whichever is greater;

(c) Overlapped reference speed data of the lower speed coastdown run shall be
used only for checking criterion (b) and shall be excluded from evaluation
of the statistical precision as defined in paragraph 4.3.1.4.2. of this annex;

(d) The overlapped speed may be less than 10 km/h but shall not be less than
5 km/h. In this case, overlap criterion (b) shall be checked by either
extrapolating the polynomial curves for the lower and higher speed
segment to a 10 km/h overlap, or by comparing the average force in the
specific speed range.

4.3.2.4.4. It is recommended that coastdown runs should be conducted successively

without undue delay between runs. If there is a delay between runs (e.g. for a
driver break, checking vehicle integrity, etc.), the vehicle shall be warmed up
again as described in paragraph 4.2.4. and the coastdown runs shall be re-
commenced from this point.

4.3.2.5. Determination of the equation of motion

Symbols used in the on-board anemometer equations of motion are listed in

Table A4/5.

Table A4/5

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Symbols used in the on-board anemometer equations of motion

Symbol Units Description

𝐴𝑓 m2 frontal area of the vehicle

aerodynamic drag coefficients as a function of

𝑎0 … 𝑎𝑛
degrees-1 yaw angle

𝐴𝑚 N mechanical drag coefficient

𝐵𝑚 N/(km/h) mechanical drag coefficient

𝐶𝑚 N/(km/h)2 mechanical drag coefficient

𝐶𝐷 (𝑌) aerodynamic drag coefficient at yaw

angle Y

𝐷 N drag

𝐷𝑎𝑒𝑟𝑜 N aerodynamic drag

𝐷𝑓 N front axle drag (including driveline)

𝐷𝑔𝑟𝑎𝑣 N gravitational drag

𝐷𝑚𝑒𝑐ℎ N mechanical drag

𝐷𝑟 N rear axle drag (including driveline)

𝐷𝑡𝑦𝑟𝑒 N tyre rolling resistance

sine of the slope of the track in the direction of

(𝑑ℎ/𝑑𝑠)
- travel (+ indicates ascending)

(𝑑𝑣/𝑑𝑡) m/s2 acceleration

𝑔 m/s2 gravitational constant

𝑚𝑎𝑣 kg arithmetic average mass of the test vehicle

before and after road load determination

me kg effective vehicle mass including rotating

components

𝜌 kg/m3 air density

𝑡 s time

𝑇 K Temperature

𝑣 km/h vehicle speed

𝑣𝑟 km/h relative wind speed

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Symbols used in the on-board anemometer equations of motion

Symbol Units Description

𝐴𝑓 m2 frontal area of the vehicle

aerodynamic drag coefficients as a function of

𝑎0 … 𝑎𝑛
degrees-1 yaw angle

𝐴𝑚 N mechanical drag coefficient

𝐵𝑚 N/(km/h) mechanical drag coefficient

𝐶𝑚 N/(km/h)2 mechanical drag coefficient

𝐶𝐷 (𝑌) aerodynamic drag coefficient at yaw

angle Y

𝐷 N drag

𝐷𝑎𝑒𝑟𝑜 N aerodynamic drag

𝐷𝑓 N front axle drag (including driveline)

𝐷𝑔𝑟𝑎𝑣 N gravitational drag

𝐷𝑚𝑒𝑐ℎ N mechanical drag

𝐷𝑟 N rear axle drag (including driveline)

𝐷𝑡𝑦𝑟𝑒 N tyre rolling resistance

sine of the slope of the track in the direction of

(𝑑ℎ/𝑑𝑠)
- travel (+ indicates ascending)

(𝑑𝑣/𝑑𝑡) m/s2 acceleration

𝑔 m/s2 gravitational constant

𝑚𝑎𝑣 kg arithmetic average mass of the test vehicle

before and after road load determination

me kg effective vehicle mass including rotating

components

𝜌 kg/m3 air density

𝑡 s time

𝑇 K Temperature

𝑣 km/h vehicle speed

𝑣𝑟 km/h relative wind speed

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yaw angle of apparent wind relative to direction

𝑌 degrees
of vehicle travel

4.3.2.5.1. General form

The general form of the equation of motion is as follows:

𝑑𝑣
−𝑚𝑒 ( ) = 𝐷𝑚𝑒𝑐ℎ + 𝐷𝑎𝑒𝑟𝑜 + 𝐷𝑔𝑟𝑎𝑣
𝑑𝑡
where:

𝐷𝑚𝑒𝑐ℎ = 𝐷𝑡𝑦𝑟𝑒 + 𝐷𝑓 + 𝐷𝑟 ;

1
𝐷𝑎𝑒𝑟𝑜 = (2) 𝜌𝐶𝐷 (𝑌)𝐴𝑓 𝑣𝑟2 ;

𝑑ℎ
𝐷𝑔𝑟𝑎𝑣 = 𝑚 × 𝑔 × ( )
𝑑𝑠
In the case that the slope of the test track is equal to or less than 0.1 per cent
over its length, Dgrav may be set to zero.

4.3.2.5.2. Mechanical drag modelling

Mechanical drag consisting of separate components representing tyre 𝐷𝑡𝑦𝑟𝑒 and

front and rear axle frictional losses 𝐷𝑓 and 𝐷𝑟 (including transmission losses)
shall be modelled as a three-term polynomial as a function of vehicle speed v
as in the equation below:

𝐷𝑚𝑒𝑐ℎ = 𝐴𝑚 + 𝐵𝑚 𝑣 + 𝐶𝑚 𝑣 2

where 𝐴𝑚 , 𝐵𝑚 , and 𝐶𝑚 are determined in the data analysis using the least
squares method. These constants reflect the combined driveline and tyre drag.

In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient Bm shall be set to zero and the coefficients Am and
Cm shall be recalculated with a least squares regression analysis.

4.3.2.5.3. Aerodynamic drag modelling

The aerodynamic drag coefficient 𝐶𝐷 (Y) shall be modelled as a four-term

polynomial as a function of yaw angle Y as in the equation below:

𝐶𝐷 (𝑌) = 𝑎0 + 𝑎1 𝑌 + 𝑎2 𝑌 2 + 𝑎3 𝑌 3 + 𝑎4 𝑌 4

𝑎0 to 𝑎4 are constant coefficients whose values are determined in the data

analysis.

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yaw angle of apparent wind relative to direction

𝑌 degrees
of vehicle travel

4.3.2.5.1. General form

The general form of the equation of motion is as follows:

𝑑𝑣
−𝑚𝑒 ( ) = 𝐷𝑚𝑒𝑐ℎ + 𝐷𝑎𝑒𝑟𝑜 + 𝐷𝑔𝑟𝑎𝑣
𝑑𝑡
where:

𝐷𝑚𝑒𝑐ℎ = 𝐷𝑡𝑦𝑟𝑒 + 𝐷𝑓 + 𝐷𝑟 ;

1
𝐷𝑎𝑒𝑟𝑜 = (2) 𝜌𝐶𝐷 (𝑌)𝐴𝑓 𝑣𝑟2 ;

𝑑ℎ
𝐷𝑔𝑟𝑎𝑣 = 𝑚 × 𝑔 × ( )
𝑑𝑠
In the case that the slope of the test track is equal to or less than 0.1 per cent
over its length, Dgrav may be set to zero.

4.3.2.5.2. Mechanical drag modelling

Mechanical drag consisting of separate components representing tyre 𝐷𝑡𝑦𝑟𝑒 and

front and rear axle frictional losses 𝐷𝑓 and 𝐷𝑟 (including transmission losses)
shall be modelled as a three-term polynomial as a function of vehicle speed v
as in the equation below:

𝐷𝑚𝑒𝑐ℎ = 𝐴𝑚 + 𝐵𝑚 𝑣 + 𝐶𝑚 𝑣 2

where 𝐴𝑚 , 𝐵𝑚 , and 𝐶𝑚 are determined in the data analysis using the least
squares method. These constants reflect the combined driveline and tyre drag.

In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient Bm shall be set to zero and the coefficients Am and
Cm shall be recalculated with a least squares regression analysis.

4.3.2.5.3. Aerodynamic drag modelling

The aerodynamic drag coefficient 𝐶𝐷 (Y) shall be modelled as a four-term

polynomial as a function of yaw angle Y as in the equation below:

𝐶𝐷 (𝑌) = 𝑎0 + 𝑎1 𝑌 + 𝑎2 𝑌 2 + 𝑎3 𝑌 3 + 𝑎4 𝑌 4

𝑎0 to 𝑎4 are constant coefficients whose values are determined in the data

analysis.

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The aerodynamic drag shall be determined by combining the drag coefficient

with the vehicle’s frontal area Af and the relative wind velocity 𝑣𝑟 :.

1
𝐷𝑎𝑒𝑟𝑜 = ( ) × 𝜌 × 𝐴𝑓 × 𝑣𝑟2 × 𝐶𝐷 (𝑌)
2

1
𝐷𝑎𝑒𝑟𝑜 = ( ) × 𝜌 × 𝐴𝑓 × 𝑣𝑟2 (𝑎0 + 𝑎1 𝑌 + 𝑎2 𝑌 2 + 𝑎3 𝑌 3 + 𝑎4 𝑌 4 )
2

4.3.2.5.4. Final equation of motion

Through substitution, the final form of the equation of motion becomes:

𝑑𝑣 1
-𝑚𝑒 ( 𝑑𝑡 ) = 𝐴𝑚 + 𝐵𝑚 𝑣 + 𝐶𝑚 𝑣 2 + (2) × 𝜌 × 𝐴𝑓 × 𝑣𝑟2 (𝑎0 + 𝑎1 𝑌 + 𝑎2 𝑌 2 +
𝑑ℎ
𝑎3 𝑌 3 + 𝑎4 𝑌 4 ) + (𝑚 × 𝑔 × 𝑑𝑠 )

4.3.2.6. Data reduction

A three-term equation shall be generated to describe the road load force as a

function of velocity, 𝐹 = 𝐴 + 𝐵𝑣 + 𝐶𝑣 2 , corrected to standard ambient
temperature and pressure conditions, and in still air. The method for this
analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive of
this annex.

4.3.2.6.1. Determining calibration coefficients

If not previously determined, calibration factors to correct for vehicle blockage

shall be determined for relative wind speed and yaw angle. Vehicle speed 𝑣,
relative wind velocity 𝑣𝑟 and yaw 𝑌 measurements during the warm-up phase
of the test procedure shall be recorded. Paired runs in alternate directions on the
test track at a constant velocity of 80 km/h shall be performed, and the
arithmetic average values of 𝑣, 𝑣𝑟 and 𝑌 for each run shall be determined.
Calibration factors that minimize the total errors in head and cross winds over
all the run pairs, i.e. the sum of (ℎ𝑒𝑎𝑑𝑖 – ℎ𝑒𝑎𝑑𝑖+1 )2 , etc., shall be selected
where ℎ𝑒𝑎𝑑𝑖 and ℎ𝑒𝑎𝑑𝑖+1 refer to wind speed and wind direction from the
paired test runs in opposing directions during the vehicle warm-up/stabilization
prior to testing.

4.3.2.6.2. Deriving second by second observations

𝑑ℎ 𝑑𝑣
From the data collected during the coastdown runs, values for 𝑣, ( 𝑑𝑠 ) ( 𝑑𝑡 ), 𝑣𝑟2 ,
and 𝑌 shall be determined by applying calibration factors obtained in
paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this annex. Data filtering shall be used to
adjust samples to a frequency of 1 Hz.

4.3.2.6.3. Preliminary analysis

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The aerodynamic drag shall be determined by combining the drag coefficient

with the vehicle’s frontal area Af and the relative wind velocity 𝑣𝑟 :.

1
𝐷𝑎𝑒𝑟𝑜 = ( ) × 𝜌 × 𝐴𝑓 × 𝑣𝑟2 × 𝐶𝐷 (𝑌)
2

1
𝐷𝑎𝑒𝑟𝑜 = ( ) × 𝜌 × 𝐴𝑓 × 𝑣𝑟2 (𝑎0 + 𝑎1 𝑌 + 𝑎2 𝑌 2 + 𝑎3 𝑌 3 + 𝑎4 𝑌 4 )
2

4.3.2.5.4. Final equation of motion

Through substitution, the final form of the equation of motion becomes:

𝑑𝑣 1
-𝑚𝑒 ( 𝑑𝑡 ) = 𝐴𝑚 + 𝐵𝑚 𝑣 + 𝐶𝑚 𝑣 2 + (2) × 𝜌 × 𝐴𝑓 × 𝑣𝑟2 (𝑎0 + 𝑎1 𝑌 + 𝑎2 𝑌 2 +
𝑑ℎ
𝑎3 𝑌 3 + 𝑎4 𝑌 4 ) + (𝑚 × 𝑔 × 𝑑𝑠 )

4.3.2.6. Data reduction

A three-term equation shall be generated to describe the road load force as a

function of velocity, 𝐹 = 𝐴 + 𝐵𝑣 + 𝐶𝑣 2 , corrected to standard ambient
temperature and pressure conditions, and in still air. The method for this
analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive of
this annex.

4.3.2.6.1. Determining calibration coefficients

If not previously determined, calibration factors to correct for vehicle blockage

shall be determined for relative wind speed and yaw angle. Vehicle speed 𝑣,
relative wind velocity 𝑣𝑟 and yaw 𝑌 measurements during the warm-up phase
of the test procedure shall be recorded. Paired runs in alternate directions on the
test track at a constant velocity of 80 km/h shall be performed, and the
arithmetic average values of 𝑣, 𝑣𝑟 and 𝑌 for each run shall be determined.
Calibration factors that minimize the total errors in head and cross winds over
all the run pairs, i.e. the sum of (ℎ𝑒𝑎𝑑𝑖 – ℎ𝑒𝑎𝑑𝑖+1 )2 , etc., shall be selected
where ℎ𝑒𝑎𝑑𝑖 and ℎ𝑒𝑎𝑑𝑖+1 refer to wind speed and wind direction from the
paired test runs in opposing directions during the vehicle warm-up/stabilization
prior to testing.

4.3.2.6.2. Deriving second by second observations

𝑑ℎ 𝑑𝑣
From the data collected during the coastdown runs, values for 𝑣, ( 𝑑𝑠 ) ( 𝑑𝑡 ), 𝑣𝑟2 ,
and 𝑌 shall be determined by applying calibration factors obtained in
paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this annex. Data filtering shall be used to
adjust samples to a frequency of 1 Hz.

4.3.2.6.3. Preliminary analysis

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Using a linear least squares regression technique, all data points shall be
analysed at once to determine 𝐴𝑚 , 𝐵𝑚 , 𝐶𝑚 , 𝑎0 , 𝑎1 , 𝑎2 , 𝑎3 and 𝑎4 given
𝑑ℎ 𝑑𝑣
𝑚𝑒 , ( 𝑑𝑠 ) , ( 𝑑𝑡 ) , 𝑣, 𝑣𝑟 , and 𝜌.

4.3.2.6.4. Data outliers

𝑑𝑣
A predicted force 𝑚𝑒 ( 𝑑𝑡 ) shall be calculated and compared to the observed
data points. Data points with excessive deviations, e.g., over three standard
deviations, shall be flagged.

4.3.2.6.5. Data filtering (optional)

Appropriate data filtering techniques may be applied and the remaining data
points shall be smoothed out.

4.3.2.6.6. Data elimination

Data points gathered where yaw angles are greater than ±20 degrees from the
direction of vehicle travel shall be flagged. Data points gathered where relative
wind is less than + 5 km/h (to avoid conditions where tailwind speed is higher
than vehicle speed) shall also be flagged. Data analysis shall be restricted to
vehicle speeds within the speed range selected according to paragraph 4.3.2.2.
of this annex.

4.3.2.6.7. Final data analysis

All data that has not been flagged shall be analysed using a linear least squares
𝑑ℎ 𝑑𝑣
regression technique. Given 𝑚𝑒 , ( 𝑑𝑠 ) , ( 𝑑𝑡 ) , 𝑣, 𝑣𝑟 , and 𝜌, Am, Bm, Cm, a0, a1, a2,
a3 and a4 shall be determined.

4.3.2.6.8. Constrained analysis (optional)

To better separate the vehicle aerodynamic and mechanical drag, a constrained

analysis may be applied such that the vehicle’s frontal area 𝐴𝑓 and the drag
coefficient 𝐶𝐷 may be fixed if they have been previously determined.

4.3.2.6.9. Correction to reference conditions

Equations of motion shall be corrected to reference conditions as specified in

paragraph 4.5. of this annex.

4.3.2.6.10 Statistical criteria for on-board anemometry

The exclusion of each single pair of coastdown runs shall change the
calculated road load for each coastdown reference speed 𝑣𝑗 less than the
convergence requirement, for all 𝑖 and 𝑗:

0.030
∆𝐹𝑖 (𝑣𝑗 )/𝐹(𝑣𝑗 ) ≤
√𝑛 − 1

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Using a linear least squares regression technique, all data points shall be
analysed at once to determine 𝐴𝑚 , 𝐵𝑚 , 𝐶𝑚 , 𝑎0 , 𝑎1 , 𝑎2 , 𝑎3 and 𝑎4 given
𝑑ℎ 𝑑𝑣
𝑚𝑒 , ( 𝑑𝑠 ) , ( 𝑑𝑡 ) , 𝑣, 𝑣𝑟 , and 𝜌.

4.3.2.6.4. Data outliers

𝑑𝑣
A predicted force 𝑚𝑒 ( 𝑑𝑡 ) shall be calculated and compared to the observed
data points. Data points with excessive deviations, e.g., over three standard
deviations, shall be flagged.

4.3.2.6.5. Data filtering (optional)

Appropriate data filtering techniques may be applied and the remaining data
points shall be smoothed out.

4.3.2.6.6. Data elimination

Data points gathered where yaw angles are greater than ±20 degrees from the
direction of vehicle travel shall be flagged. Data points gathered where relative
wind is less than + 5 km/h (to avoid conditions where tailwind speed is higher
than vehicle speed) shall also be flagged. Data analysis shall be restricted to
vehicle speeds within the speed range selected according to paragraph 4.3.2.2.
of this annex.

4.3.2.6.7. Final data analysis

All data that has not been flagged shall be analysed using a linear least squares
𝑑ℎ 𝑑𝑣
regression technique. Given 𝑚𝑒 , ( 𝑑𝑠 ) , ( 𝑑𝑡 ) , 𝑣, 𝑣𝑟 , and 𝜌, Am, Bm, Cm, a0, a1, a2,
a3 and a4 shall be determined.

4.3.2.6.8. Constrained analysis (optional)

To better separate the vehicle aerodynamic and mechanical drag, a constrained

analysis may be applied such that the vehicle’s frontal area 𝐴𝑓 and the drag
coefficient 𝐶𝐷 may be fixed if they have been previously determined.

4.3.2.6.9. Correction to reference conditions

Equations of motion shall be corrected to reference conditions as specified in

paragraph 4.5. of this annex.

4.3.2.6.10 Statistical criteria for on-board anemometry

The exclusion of each single pair of coastdown runs shall change the
calculated road load for each coastdown reference speed 𝑣𝑗 less than the
convergence requirement, for all 𝑖 and 𝑗:

0.030
∆𝐹𝑖 (𝑣𝑗 )/𝐹(𝑣𝑗 ) ≤
√𝑛 − 1

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where:

∆𝐹𝑖 (𝑣𝑗 )is the difference between the calculated road load with all coastdown
runs and the calculated road load with the ith pair of coastdown runs excluded,
N;

𝐹(𝑣𝑗 ) is the calculated road load with all coastdown runs included, N;

𝑣𝑗 is the reference speed, km/h;

𝑛 is the number of pairs of coastdown runs, all valid pairs are included.

In the case that the convergence requirement is not met, pairs shall be removed
from the analysis, starting with the pair giving the highest change in calculated
road load, until the convergence requirement is met, as long as a minimum of 5
valid pairs are used for the final road load determination.

4.4. Measurement and calculation of running resistance using the torque meter
method

As an alternative to the coastdown methods, the torque meter method may also
be used in which the running resistance is determined by measuring wheel
torque on the driven wheels at the reference speed points for time periods of at
least 5 seconds.

4.4.1. Installation of torque meters

Wheel torque meters shall be installed between the wheel hub and the wheel of
each driven wheel, measuring the required torque to keep the vehicle at a
constant speed.

The torque meter shall be calibrated on a regular basis, at least once a year,
traceable to national or international standards, in order to meet the required
accuracy and precision.

4.4.2. Procedure and data sampling

4.4.2.1. Selection of reference speeds for running resistance curve determination

Reference speed points for running resistance determination shall be selected

according to paragraph 2.2. of this annex.

The reference speeds shall be measured in descending order. At the request of the
manufacturer, there may be stabilization periods between measurements but the
stabilization speed shall not exceed the speed of the next reference speed.

4.4.2.2. Data collection

Data sets consisting of actual speed 𝑣𝑗𝑖 actual torque 𝐶𝑗𝑖 and time over a period
of at least 5 seconds shall be measured for every 𝑣𝑗 at a sampling frequency of

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where:

∆𝐹𝑖 (𝑣𝑗 )is the difference between the calculated road load with all coastdown
runs and the calculated road load with the ith pair of coastdown runs excluded,
N;

𝐹(𝑣𝑗 ) is the calculated road load with all coastdown runs included, N;

𝑣𝑗 is the reference speed, km/h;

𝑛 is the number of pairs of coastdown runs, all valid pairs are included.

In the case that the convergence requirement is not met, pairs shall be removed
from the analysis, starting with the pair giving the highest change in calculated
road load, until the convergence requirement is met, as long as a minimum of 5
valid pairs are used for the final road load determination.

4.4. Measurement and calculation of running resistance using the torque meter
method

As an alternative to the coastdown methods, the torque meter method may also
be used in which the running resistance is determined by measuring wheel
torque on the driven wheels at the reference speed points for time periods of at
least 5 seconds.

4.4.1. Installation of torque meters

Wheel torque meters shall be installed between the wheel hub and the wheel of
each driven wheel, measuring the required torque to keep the vehicle at a
constant speed.

The torque meter shall be calibrated on a regular basis, at least once a year,
traceable to national or international standards, in order to meet the required
accuracy and precision.

4.4.2. Procedure and data sampling

4.4.2.1. Selection of reference speeds for running resistance curve determination

Reference speed points for running resistance determination shall be selected

according to paragraph 2.2. of this annex.

The reference speeds shall be measured in descending order. At the request of the
manufacturer, there may be stabilization periods between measurements but the
stabilization speed shall not exceed the speed of the next reference speed.

4.4.2.2. Data collection

Data sets consisting of actual speed 𝑣𝑗𝑖 actual torque 𝐶𝑗𝑖 and time over a period
of at least 5 seconds shall be measured for every 𝑣𝑗 at a sampling frequency of

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at least 10 Hz. The data sets collected over one time period for a reference speed
𝑣𝑗 shall be referred to as one measurement.

4.4.2.3. Vehicle torque meter measurement procedure

Prior to the torque meter method test measurement, a vehicle warm-up shall be
performed according to paragraph 4.2.4. of this annex.

During test measurement, steering wheel movement shall be avoided as much

as possible, and the vehicle brakes shall not be operated.

The test shall be repeated until the running resistance data satisfy the measurement
precision requirements as specified in paragraph 4.4.3.2. of this annex.

4.4.2.4. Velocity deviation

During a measurement at a single reference speed point, the velocity deviation

from the arithmetic average velocity (vji-vjm) calculated according to
paragraph 4.4.3. of this annex, shall be within the values in Table A4/6.

Additionally, the arithmetic average velocity vjm at every reference speed point
shall not deviate from the reference speed vj by more than ±1 km/h or 2 per cent
of the reference speed vj, whichever is greater.

Table A4/6

Velocity deviation

Time period, s Velocity deviation, km/h

5 - 10 ±0.2

10 - 15 ±0.4

15 - 20 ±0.6

20 - 25 ±0.8

25 - 30 ±1.0

≥ 30 ±1.2

4.4.2.5. Atmospheric temperature

Tests shall be performed under the same temperature conditions as defined in

paragraph 4.1.1.2. of this annex.

4.4.3. Calculation of arithmetic average velocity and arithmetic average torque

4.4.3.1. Calculation process

Arithmetic average velocity 𝑣𝑗𝑚 , km/h, and arithmetic average torque 𝐶𝑗𝑚 , in
Nm, of each measurement shall be calculated from the data sets collected
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at least 10 Hz. The data sets collected over one time period for a reference speed
𝑣𝑗 shall be referred to as one measurement.

4.4.2.3. Vehicle torque meter measurement procedure

Prior to the torque meter method test measurement, a vehicle warm-up shall be
performed according to paragraph 4.2.4. of this annex.

During test measurement, steering wheel movement shall be avoided as much

as possible, and the vehicle brakes shall not be operated.

The test shall be repeated until the running resistance data satisfy the measurement
precision requirements as specified in paragraph 4.4.3.2. of this annex.

4.4.2.4. Velocity deviation

During a measurement at a single reference speed point, the velocity deviation

from the arithmetic average velocity (vji-vjm) calculated according to
paragraph 4.4.3. of this annex, shall be within the values in Table A4/6.

Additionally, the arithmetic average velocity vjm at every reference speed point
shall not deviate from the reference speed vj by more than ±1 km/h or 2 per cent
of the reference speed vj, whichever is greater.

Table A4/6

Velocity deviation

Time period, s Velocity deviation, km/h

5 - 10 ±0.2

10 - 15 ±0.4

15 - 20 ±0.6

20 - 25 ±0.8

25 - 30 ±1.0

≥ 30 ±1.2

4.4.2.5. Atmospheric temperature

Tests shall be performed under the same temperature conditions as defined in

paragraph 4.1.1.2. of this annex.

4.4.3. Calculation of arithmetic average velocity and arithmetic average torque

4.4.3.1. Calculation process

Arithmetic average velocity 𝑣𝑗𝑚 , km/h, and arithmetic average torque 𝐶𝑗𝑚 , in
Nm, of each measurement shall be calculated from the data sets collected
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according to the requirements of paragraph 4.4.2.2. of this annex using the

following equations:
𝑘
1
𝑣𝑗𝑚 = ∑ 𝑣𝑗𝑖
𝑘
𝑖=1

and
𝑘
1
𝐶𝑗𝑚 = ∑ 𝐶𝑗𝑖 − 𝐶𝑗𝑠
𝑘
𝑖=1

where:

𝑣𝑗𝑖 is the actual vehicle speed of the ith data set at reference speed point
j, km/h;

𝑘 is the number of data sets in a single measurement;

𝐶𝑗𝑖 is the actual torque of the ith data set, Nm;

𝐶𝑗𝑠 is the compensation term for speed drift, Nm, given by the following
equation:

𝐶𝑗𝑠 = (𝑚𝑠𝑡 + 𝑚𝑟 ) × 𝛼𝑗 𝑟𝑗 .

𝐶𝑗𝑠
1 𝑘
∑ 𝐶
𝑘 𝑖=1 𝑗𝑖

shall be no greater than 0.05 and may be disregarded if 𝛼𝑗 is not greater

than ±0.005 m/s2;
𝑚𝑠𝑡 is the test vehicle mass at the start of the measurements and shall be
measured immediately before the warm-up procedure and no earlier, kg;
mr is the equivalent effective mass of rotating components according to
paragraph 2.5.1. of this annex, kg;
𝑟𝑗 is the dynamic radius of the tyre determined at a reference point of
80 km/h or at the highest reference speed point of the vehicle if this speed
is lower than 80 km/h, calculated using the following equation:
1 𝑣𝑗𝑚
𝑟𝑗 = ×
3.6 2 × 𝜋𝑛

where:
𝑛 is the rotational frequency of the driven tyre, s-1;

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according to the requirements of paragraph 4.4.2.2. of this annex using the

following equations:
𝑘
1
𝑣𝑗𝑚 = ∑ 𝑣𝑗𝑖
𝑘
𝑖=1

and
𝑘
1
𝐶𝑗𝑚 = ∑ 𝐶𝑗𝑖 − 𝐶𝑗𝑠
𝑘
𝑖=1

where:

𝑣𝑗𝑖 is the actual vehicle speed of the ith data set at reference speed point
j, km/h;

𝑘 is the number of data sets in a single measurement;

𝐶𝑗𝑖 is the actual torque of the ith data set, Nm;

𝐶𝑗𝑠 is the compensation term for speed drift, Nm, given by the following
equation:

𝐶𝑗𝑠 = (𝑚𝑠𝑡 + 𝑚𝑟 ) × 𝛼𝑗 𝑟𝑗 .

𝐶𝑗𝑠
1 𝑘
∑ 𝐶
𝑘 𝑖=1 𝑗𝑖

shall be no greater than 0.05 and may be disregarded if 𝛼𝑗 is not greater

than ±0.005 m/s2;
𝑚𝑠𝑡 is the test vehicle mass at the start of the measurements and shall be
measured immediately before the warm-up procedure and no earlier, kg;
mr is the equivalent effective mass of rotating components according to
paragraph 2.5.1. of this annex, kg;
𝑟𝑗 is the dynamic radius of the tyre determined at a reference point of
80 km/h or at the highest reference speed point of the vehicle if this speed
is lower than 80 km/h, calculated using the following equation:
1 𝑣𝑗𝑚
𝑟𝑗 = ×
3.6 2 × 𝜋𝑛

where:
𝑛 is the rotational frequency of the driven tyre, s-1;

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𝛼𝑗 is the arithmetic average acceleration, m/s2, calculated using the following

equation:
1 𝑘 ∑𝑘𝑖=1 𝑡𝑖 𝑣𝑗𝑖 − ∑𝑘𝑖=1 𝑡𝑖 ∑𝑘𝑖=1 𝑣𝑗𝑖
∝𝑗 = ×
3.6 𝑘 × ∑𝑘𝑖=1 𝑡𝑖2 − [∑𝑘𝑖=1 𝑡𝑖 ]2

where:
𝑡𝑖 is the time at which the ith data set was sampled, s.
4.4.3.2. Measurement precision
The measurements shall be carried out in opposite directions until a minimum
of three pairs of measurements at each reference speed 𝑣𝑖 have been obtained,
for which 𝐶̅𝑗 satisfies the precision ρj according to the following equation:
ℎ×𝑠
𝜌𝑗 = ≤ 0.030
√𝑛 × 𝐶̅𝑗
where:
𝑛 is the number pairs of measurements for 𝐶𝑗𝑚 ;
𝐶̅𝑗 is the running resistance at the speed 𝑣𝑗 , Nm, given by the equation:
1
𝐶̅𝑗 = 𝑛 ∑𝑛𝑖=1 𝐶𝑗𝑚𝑖
where:
𝐶𝑗𝑚𝑖 is the arithmetic average torque of the ith pair of measurements at speed
𝑣𝑗 , Nm, and given by:
1
𝐶𝑗𝑚𝑖 = × (𝐶𝑗𝑚𝑎𝑖 + 𝐶𝑗𝑚𝑏𝑖 )
2

where:

𝐶𝑗𝑚𝑎𝑖 and 𝐶𝑗𝑚𝑏𝑖 are the arithmetic average torques of the ith measurement at
speed 𝑣𝑗 determined in paragraph 4.4.3.1. of this annex for each direction, a
and b respectively, Nm;

𝑠 is the standard deviation, Nm, calculated using the following equation:

𝑘
1 2
𝑠=√ ∑(𝐶𝑗𝑚𝑖 − 𝐶̅𝑗 )
𝑘−1
𝑖=1

ℎ is a coefficient as a function of n as given in Table A4/4 in

paragraph 4.3.1.4.2. of this annex.

4.4.4. Running resistance curve determination

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𝛼𝑗 is the arithmetic average acceleration, m/s2, calculated using the following

equation:
1 𝑘 ∑𝑘𝑖=1 𝑡𝑖 𝑣𝑗𝑖 − ∑𝑘𝑖=1 𝑡𝑖 ∑𝑘𝑖=1 𝑣𝑗𝑖
∝𝑗 = ×
3.6 𝑘 × ∑𝑘𝑖=1 𝑡𝑖2 − [∑𝑘𝑖=1 𝑡𝑖 ]2

where:
𝑡𝑖 is the time at which the ith data set was sampled, s.
4.4.3.2. Measurement precision
The measurements shall be carried out in opposite directions until a minimum
of three pairs of measurements at each reference speed 𝑣𝑖 have been obtained,
for which 𝐶̅𝑗 satisfies the precision ρj according to the following equation:
ℎ×𝑠
𝜌𝑗 = ≤ 0.030
√𝑛 × 𝐶̅𝑗
where:
𝑛 is the number pairs of measurements for 𝐶𝑗𝑚 ;
𝐶̅𝑗 is the running resistance at the speed 𝑣𝑗 , Nm, given by the equation:
1
𝐶̅𝑗 = 𝑛 ∑𝑛𝑖=1 𝐶𝑗𝑚𝑖
where:
𝐶𝑗𝑚𝑖 is the arithmetic average torque of the ith pair of measurements at speed
𝑣𝑗 , Nm, and given by:
1
𝐶𝑗𝑚𝑖 = × (𝐶𝑗𝑚𝑎𝑖 + 𝐶𝑗𝑚𝑏𝑖 )
2

where:

𝐶𝑗𝑚𝑎𝑖 and 𝐶𝑗𝑚𝑏𝑖 are the arithmetic average torques of the ith measurement at
speed 𝑣𝑗 determined in paragraph 4.4.3.1. of this annex for each direction, a
and b respectively, Nm;

𝑠 is the standard deviation, Nm, calculated using the following equation:

𝑘
1 2
𝑠=√ ∑(𝐶𝑗𝑚𝑖 − 𝐶̅𝑗 )
𝑘−1
𝑖=1

ℎ is a coefficient as a function of n as given in Table A4/4 in

paragraph 4.3.1.4.2. of this annex.

4.4.4. Running resistance curve determination

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The arithmetic average speed and arithmetic average torque at each reference
speed point shall be calculated using the following equations:

Vjm = ½ × (vjma + vjmb)

Cjm = ½ × (Cjma +Cjmb)

The following least squares regression curve of arithmetic average running

resistance shall be fitted to all the data pairs (𝑣𝑗𝑚 , 𝐶𝑗𝑚 ) at all reference speeds
described in paragraph 4.4.2.1. of this annex to determine the coefficients c0,
c1 and c2.

The coefficients, 𝑐0 , 𝑐1 and 𝑐2 , as well as the coastdown times measured on the

chassis dynamometer (see paragraph 8.2.4. of this annex) shall be recorded.

In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient c1 shall be set to zero and the coefficients c0 and
c2 shall be recalculated with a least squares regression analysis.

4.5. Correction to reference conditions and measurement equipment

4.5.1 Air resistance correction factor

The correction factor for air resistance K2 shall be determined using the
following equation:
𝑇 100 𝑘𝑃𝑎
𝐾2 = ×
293 𝐾 𝑃

where:

𝑇 is the arithmetic average atmospheric temperature of all individual runs,

Kelvin (K);

𝑃 is the arithmetic average atmospheric pressure, kPa.

4.5.2 Rolling resistance correction factor

The correction factor 𝐾0 for rolling resistance, in Celsius-1 (°C-1), may be

determined based on empirical data and approved by the Test Agency for the
particular vehicle and tyre combination to be tested, or may be assumed to be
as follows:

𝐾0 = 8.6 × 10−3 °𝐶 −1

4.5.3. Wind correction

4.5.3.1. Wind correction when using stationary anemometry

Wind correction may be waived when the arithmetic average wind speed for
each valid run pair is 2 m/s or less. In the case that wind speed is measured at
more than one part of the test track, such as when the test is performed on an
oval test track (see paragraph 4.1.1.1.1. of this annex), the wind speed shall be
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The arithmetic average speed and arithmetic average torque at each reference
speed point shall be calculated using the following equations:

Vjm = ½ × (vjma + vjmb)

Cjm = ½ × (Cjma +Cjmb)

The following least squares regression curve of arithmetic average running

resistance shall be fitted to all the data pairs (𝑣𝑗𝑚 , 𝐶𝑗𝑚 ) at all reference speeds
described in paragraph 4.4.2.1. of this annex to determine the coefficients c0,
c1 and c2.

The coefficients, 𝑐0 , 𝑐1 and 𝑐2 , as well as the coastdown times measured on the

chassis dynamometer (see paragraph 8.2.4. of this annex) shall be recorded.

In the case that the tested vehicle is the representative vehicle of a road load
matrix family, the coefficient c1 shall be set to zero and the coefficients c0 and
c2 shall be recalculated with a least squares regression analysis.

4.5. Correction to reference conditions and measurement equipment

4.5.1 Air resistance correction factor

The correction factor for air resistance K2 shall be determined using the
following equation:
𝑇 100 𝑘𝑃𝑎
𝐾2 = ×
293 𝐾 𝑃

where:

𝑇 is the arithmetic average atmospheric temperature of all individual runs,

Kelvin (K);

𝑃 is the arithmetic average atmospheric pressure, kPa.

4.5.2 Rolling resistance correction factor

The correction factor 𝐾0 for rolling resistance, in Celsius-1 (°C-1), may be

determined based on empirical data and approved by the Test Agency for the
particular vehicle and tyre combination to be tested, or may be assumed to be
as follows:

𝐾0 = 8.6 × 10−3 °𝐶 −1

4.5.3. Wind correction

4.5.3.1. Wind correction when using stationary anemometry

Wind correction may be waived when the arithmetic average wind speed for
each valid run pair is 2 m/s or less. In the case that wind speed is measured at
more than one part of the test track, such as when the test is performed on an
oval test track (see paragraph 4.1.1.1.1. of this annex), the wind speed shall be
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averaged at each measurement location and the higher of two average wind
speeds shall be used to determine whether a wind speed correction is to be
applied or may be waived.

4.5.3.1.1. The wind correction resistance 𝑤1 for the coastdown method or w2 for the
torque meter method shall be calculated using the following equations:

𝑤1 = 3.62 × 𝑓2 × 𝑣𝑤2

𝑤2 = 3.62 × 𝑐2 × 𝑣𝑤2

where:

𝑤1 is the wind correction resistance for the coastdown method, N;

𝑓2 is the coefficient of the aerodynamic term determined according to

paragraph 4.3.1.4.4. of this annex;

𝑣𝑤 in the case that wind speed is measured at only one point, vw is the
arithmetic average vector component of the wind speed parallel to the test
road during all valid run pairs m/s;

𝑣𝑤 in the case that the wind speed is measured at two points, vw is the lower
of the two arithmetic average vector components of the wind speed parallel
to the test road during all valid run pairs, m/s;

𝑤2 is the wind correction resistance for the torque meter method, Nm;

𝑐2 is the coefficient of the aerodynamic of the aerodynamic term for the torque
meter method determined according to paragraph 4.4.4 of this Annex.

4.5.3.2 Wind correction when using on-board anemometry

In the case that the coastdown method is based on on-board anemometry, w1

and w2 in the equations in paragraph 4.5.3.1.1. of this annex shall be set to zero,
as the wind correction is already applied according to paragraph 4.3.2. of this
annex.

4.5.4. Test mass correction factor

The correction factor 𝐾1 for the test mass of the test vehicle shall be determined
using the following equation:

𝑇𝑀
𝐾1 = (1 − )
𝑚𝑎𝑣

where:

𝑇𝑀 is the test mass of the test vehicle, kg;

𝑚𝑎𝑣 is the arithmetic average of the test vehicle masses at the beginning and
end of road load determination, kg.

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averaged at each measurement location and the higher of two average wind
speeds shall be used to determine whether a wind speed correction is to be
applied or may be waived.

4.5.3.1.1. The wind correction resistance 𝑤1 for the coastdown method or w2 for the
torque meter method shall be calculated using the following equations:

𝑤1 = 3.62 × 𝑓2 × 𝑣𝑤2

𝑤2 = 3.62 × 𝑐2 × 𝑣𝑤2

where:

𝑤1 is the wind correction resistance for the coastdown method, N;

𝑓2 is the coefficient of the aerodynamic term determined according to

paragraph 4.3.1.4.4. of this annex;

𝑣𝑤 in the case that wind speed is measured at only one point, vw is the
arithmetic average vector component of the wind speed parallel to the test
road during all valid run pairs m/s;

𝑣𝑤 in the case that the wind speed is measured at two points, vw is the lower
of the two arithmetic average vector components of the wind speed parallel
to the test road during all valid run pairs, m/s;

𝑤2 is the wind correction resistance for the torque meter method, Nm;

𝑐2 is the coefficient of the aerodynamic of the aerodynamic term for the torque
meter method determined according to paragraph 4.4.4 of this Annex.

4.5.3.2 Wind correction when using on-board anemometry

In the case that the coastdown method is based on on-board anemometry, w1

and w2 in the equations in paragraph 4.5.3.1.1. of this annex shall be set to zero,
as the wind correction is already applied according to paragraph 4.3.2. of this
annex.

4.5.4. Test mass correction factor

The correction factor 𝐾1 for the test mass of the test vehicle shall be determined
using the following equation:

𝑇𝑀
𝐾1 = (1 − )
𝑚𝑎𝑣

where:

𝑇𝑀 is the test mass of the test vehicle, kg;

𝑚𝑎𝑣 is the arithmetic average of the test vehicle masses at the beginning and
end of road load determination, kg.

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4.5.5. Road load curve correction

4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected
to reference conditions as follows:

𝐹 ∗ = ((𝑓0 (1 − 𝐾1 ) − 𝑤1 ) + 𝑓1 𝑣) × (1 + 𝐾0 (𝑇 − 20)) + 𝐾2 𝑓2 𝑣 2

where:

𝐹∗ is the corrected road load, N;

𝑓0 is the constant road load coefficient, N;

𝑓1 is the first order road load coefficient, N/(km/h);

𝑓2 is the second order road load coefficient, N/(km/h)2;

𝐾0 is the correction factor for rolling resistance as defined in

paragraph 4.5.2. of this annex;

𝐾1 is the test mass correction as defined in paragraph 4.5.4. of this annex;

𝐾2 is the correction factor for air resistance as defined in paragraph 4.5.1. of

this annex;

𝑇 is the arithmetic average atmospheric temperature during all valid run

pairs, °C;

𝑣 is vehicle velocity, km/h;

𝑤1 is the wind resistance correction as defined in paragraph 4.5.3. of this

annex, N.

The result of the calculation below shall be used as the target road load
coefficient At in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:

((𝑓0 (1 − 𝐾1 ) − 𝑤1 )) × (1 + 𝐾0 (𝑇 − 20)).

The result of the calculation below shall be used as the target road load
coefficient Bt in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:

(f1 × (1 + K0 × (T-20))).

The result of the calculation below shall be used as the target road load
coefficient Ct in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:

(K2 × f2).

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4.5.5. Road load curve correction

4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected
to reference conditions as follows:

𝐹 ∗ = ((𝑓0 (1 − 𝐾1 ) − 𝑤1 ) + 𝑓1 𝑣) × (1 + 𝐾0 (𝑇 − 20)) + 𝐾2 𝑓2 𝑣 2

where:

𝐹∗ is the corrected road load, N;

𝑓0 is the constant road load coefficient, N;

𝑓1 is the first order road load coefficient, N/(km/h);

𝑓2 is the second order road load coefficient, N/(km/h)2;

𝐾0 is the correction factor for rolling resistance as defined in

paragraph 4.5.2. of this annex;

𝐾1 is the test mass correction as defined in paragraph 4.5.4. of this annex;

𝐾2 is the correction factor for air resistance as defined in paragraph 4.5.1. of

this annex;

𝑇 is the arithmetic average atmospheric temperature during all valid run

pairs, °C;

𝑣 is vehicle velocity, km/h;

𝑤1 is the wind resistance correction as defined in paragraph 4.5.3. of this

annex, N.

The result of the calculation below shall be used as the target road load
coefficient At in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:

((𝑓0 (1 − 𝐾1 ) − 𝑤1 )) × (1 + 𝐾0 (𝑇 − 20)).

The result of the calculation below shall be used as the target road load
coefficient Bt in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:

(f1 × (1 + K0 × (T-20))).

The result of the calculation below shall be used as the target road load
coefficient Ct in the calculation of the chassis dynamometer load setting
described in paragraph 8.1. of this annex:

(K2 × f2).

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4.5.5.2. The curve determined in paragraph 4.4.4. of this annex shall be corrected to
reference conditions and measurement equipment installed according to the
following procedure.

4.5.5.2.1. Correction to reference conditions

𝐶 ∗ = ((𝑐0 (1 − 𝐾1 ) − 𝑤2 ) + 𝑐1 𝑣) × (1 + 𝐾0 (𝑇 − 20)) + 𝐾2 𝐶2 𝑣 2

where:

𝐶∗ is the corrected running resistance, Nm;

𝑐0 is the constant term as determined in paragraph 4.4.4. of this annex, Nm;

𝑐1 is the coefficient of the first order term as determined in paragraph 4.4.4.

of this annex, Nm/(km/h);

𝑐2 is the coefficient of the second order term as determined in

paragraph 4.4.4. of this annex, Nm/(km/h)2;

𝐾0 is the correction factor for rolling resistance as defined in

paragraph 4.5.2. of this annex;

𝐾1 is the test mass correction as defined in paragraph 4.5.4. of this annex;

𝐾2 is the correction factor for air resistance as defined in paragraph 4.5.1. of

this annex;

𝑣 is the vehicle velocity, km/h;

T is the arithmetic average atmospheric temperature during all valid run

pairs, °C;

𝑤2 is the wind correction resistance as defined in paragraph 4.5.3. of this

annex.

4.5.5.2.2. Correction for installed torque meters

If the running resistance is determined according to the torque meter method, the
running resistance shall be corrected for effects of the torque measurement
equipment installed outside the vehicle on its aerodynamic characteristics.

The running resistance coefficient c2 shall be corrected using the following

equation:

c2corr = K2 × c2 × (1 + (∆(CD × Af))/(CD’ × Af’))

where:

∆(CD × Af) = (CD × Af) - (CD’ × Af’) ;

CD’ × Af’ is the product of the aerodynamic drag coefficient multiplied by the
frontal area of the vehicle with the torque meter measurement
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4.5.5.2. The curve determined in paragraph 4.4.4. of this annex shall be corrected to
reference conditions and measurement equipment installed according to the
following procedure.

4.5.5.2.1. Correction to reference conditions

𝐶 ∗ = ((𝑐0 (1 − 𝐾1 ) − 𝑤2 ) + 𝑐1 𝑣) × (1 + 𝐾0 (𝑇 − 20)) + 𝐾2 𝐶2 𝑣 2

where:

𝐶∗ is the corrected running resistance, Nm;

𝑐0 is the constant term as determined in paragraph 4.4.4. of this annex, Nm;

𝑐1 is the coefficient of the first order term as determined in paragraph 4.4.4.

of this annex, Nm/(km/h);

𝑐2 is the coefficient of the second order term as determined in

paragraph 4.4.4. of this annex, Nm/(km/h)2;

𝐾0 is the correction factor for rolling resistance as defined in

paragraph 4.5.2. of this annex;

𝐾1 is the test mass correction as defined in paragraph 4.5.4. of this annex;

𝐾2 is the correction factor for air resistance as defined in paragraph 4.5.1. of

this annex;

𝑣 is the vehicle velocity, km/h;

T is the arithmetic average atmospheric temperature during all valid run

pairs, °C;

𝑤2 is the wind correction resistance as defined in paragraph 4.5.3. of this

annex.

4.5.5.2.2. Correction for installed torque meters

If the running resistance is determined according to the torque meter method, the
running resistance shall be corrected for effects of the torque measurement
equipment installed outside the vehicle on its aerodynamic characteristics.

The running resistance coefficient c2 shall be corrected using the following

equation:

c2corr = K2 × c2 × (1 + (∆(CD × Af))/(CD’ × Af’))

where:

∆(CD × Af) = (CD × Af) - (CD’ × Af’) ;

CD’ × Af’ is the product of the aerodynamic drag coefficient multiplied by the
frontal area of the vehicle with the torque meter measurement
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equipment installed measured in a wind tunnel fulfilling the criteria of

paragraph 3.2. of this annex, m²;

CD × Af is the product of the aerodynamic drag coefficient multiplied by the

frontal area of the vehicle with the torque meter measurement
equipment not installed measured in a wind tunnel fulfilling the criteria
of paragraph 3.2. of this annex, m².

4.5.5.2.3. Target running resistance coefficients

The result of the calculation below shall be used as the target running resistance
coefficient at in the calculation of the chassis dynamometer load setting described
in paragraph 8.2. of this annex:

((𝑐0 (1 − 𝐾1 ) − 𝑤2 )) × (1 + 𝐾0 (𝑇 − 20)).

The result of the calculation below shall be used as the target running resistance
coefficient bt in the calculation of the chassis dynamometer load setting described
in paragraph 8.2. of this annex:

(c1 × (1 + K0 × (T-20))).

The result of the calculation below shall be used as the target running resistance
coefficient ct in the calculation of the chassis dynamometer load setting described
in paragraph 8.2. of this annex:

(c2corr × r).

5.0 Method for the calculation of road load or running resistance based on vehicle
parameters

5.1. Calculation of road load and running resistance for vehicles based on a
representative vehicle of a road load matrix family

If the road load of the representative vehicle is determined according to a

coastdown method described in paragraph 4.3. of this annex or according to the
wind tunnel method described in paragraph 6. of this annex, the road load of an
individual vehicle shall be calculated according to paragraph 5.1.1. of this annex.

If the running resistance of the representative vehicle is determined according to

the torque meter method described in paragraph 4.4. of this annex, the running
resistance of an individual vehicle shall be calculated according to
paragraph 5.1.2. of this annex.

5.1.1. For the calculation of the road load of vehicles of a road load matrix family,
the vehicle parameters described in paragraph 4.2.1.4. of this annex and the
road load coefficients of the representative test vehicle determined in
paragraph 4.3. of this annex shall be used.

5.1.1.1. The road load force for an individual vehicle shall be calculated using the
following equation:

𝐹𝑐 = 𝑓0 + (𝑓1 × 𝑣) + (𝑓2 × 𝑣 2 )

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equipment installed measured in a wind tunnel fulfilling the criteria of

paragraph 3.2. of this annex, m²;

CD × Af is the product of the aerodynamic drag coefficient multiplied by the

frontal area of the vehicle with the torque meter measurement
equipment not installed measured in a wind tunnel fulfilling the criteria
of paragraph 3.2. of this annex, m².

4.5.5.2.3. Target running resistance coefficients

The result of the calculation below shall be used as the target running resistance
coefficient at in the calculation of the chassis dynamometer load setting described
in paragraph 8.2. of this annex:

((𝑐0 (1 − 𝐾1 ) − 𝑤2 )) × (1 + 𝐾0 (𝑇 − 20)).

The result of the calculation below shall be used as the target running resistance
coefficient bt in the calculation of the chassis dynamometer load setting described
in paragraph 8.2. of this annex:

(c1 × (1 + K0 × (T-20))).

The result of the calculation below shall be used as the target running resistance
coefficient ct in the calculation of the chassis dynamometer load setting described
in paragraph 8.2. of this annex:

(c2corr × r).

5.0 Method for the calculation of road load or running resistance based on vehicle
parameters

5.1. Calculation of road load and running resistance for vehicles based on a
representative vehicle of a road load matrix family

If the road load of the representative vehicle is determined according to a

coastdown method described in paragraph 4.3. of this annex or according to the
wind tunnel method described in paragraph 6. of this annex, the road load of an
individual vehicle shall be calculated according to paragraph 5.1.1. of this annex.

If the running resistance of the representative vehicle is determined according to

the torque meter method described in paragraph 4.4. of this annex, the running
resistance of an individual vehicle shall be calculated according to
paragraph 5.1.2. of this annex.

5.1.1. For the calculation of the road load of vehicles of a road load matrix family,
the vehicle parameters described in paragraph 4.2.1.4. of this annex and the
road load coefficients of the representative test vehicle determined in
paragraph 4.3. of this annex shall be used.

5.1.1.1. The road load force for an individual vehicle shall be calculated using the
following equation:

𝐹𝑐 = 𝑓0 + (𝑓1 × 𝑣) + (𝑓2 × 𝑣 2 )

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where:

Fc is the calculated road load force as a function of vehicle velocity, N;

f0 is the constant road load coefficient, N, defined by the equation:

𝑅𝑅 – 𝑅𝑅𝑟
f0 = Max((0.05 × f0r + 0.95 × (f0r × TM/TMr + ( ) × 9.81 × TM));
1000

𝑅𝑅 – 𝑅𝑅𝑟
(0.2 × f0r + 0.8 × (f0r × TM/TMr + ( ) × 9.81 × TM)))
1000

f0r is the constant road load coefficient of the representative vehicle of the
road load matrix family, N;

f1 is the first order road load coefficient, N/(km/h), and shall be set to
zero;

f2 is the second order road load coefficient, N/(km/h)², defined by the

equation:

f2 = Max((0.05 × f2r + 0.95 × f2r × Af / Afr); (0.2 × f2r + 0.8 × f2r × Af / Afr))

f2r is the second order road load coefficient of the representative vehicle of
the road load matrix family, N/(km/h)²;

v is the vehicle speed, km/h;

TM is the actual test mass of the individual vehicle of the road load matrix
family, kg;

TMr is the test mass of the representative vehicle of the road load matrix
family, kg;

Af is the frontal area of the individual vehicle of the road load matrix family,
m²,

Afr is the frontal area of the representative vehicle of the road load matrix
family, m2;

RR is the tyre rolling resistance of the individual vehicle of the road load
matrix family, kg/tonne;

RRr is the tyre rolling resistance of the representative vehicle of the road load
matrix family, kg/tonne.

For the tyres fitted to an individual vehicle, the value of the rolling resistance
RR shall be set to the class value of the applicable tyre energy efficiency class
according to Table A4/2 of Annex B4.

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where:

Fc is the calculated road load force as a function of vehicle velocity, N;

f0 is the constant road load coefficient, N, defined by the equation:

𝑅𝑅 – 𝑅𝑅𝑟
f0 = Max((0.05 × f0r + 0.95 × (f0r × TM/TMr + ( ) × 9.81 × TM));
1000

𝑅𝑅 – 𝑅𝑅𝑟
(0.2 × f0r + 0.8 × (f0r × TM/TMr + ( ) × 9.81 × TM)))
1000

f0r is the constant road load coefficient of the representative vehicle of the
road load matrix family, N;

f1 is the first order road load coefficient, N/(km/h), and shall be set to
zero;

f2 is the second order road load coefficient, N/(km/h)², defined by the

equation:

f2 = Max((0.05 × f2r + 0.95 × f2r × Af / Afr); (0.2 × f2r + 0.8 × f2r × Af / Afr))

f2r is the second order road load coefficient of the representative vehicle of
the road load matrix family, N/(km/h)²;

v is the vehicle speed, km/h;

TM is the actual test mass of the individual vehicle of the road load matrix
family, kg;

TMr is the test mass of the representative vehicle of the road load matrix
family, kg;

Af is the frontal area of the individual vehicle of the road load matrix family,
m²,

Afr is the frontal area of the representative vehicle of the road load matrix
family, m2;

RR is the tyre rolling resistance of the individual vehicle of the road load
matrix family, kg/tonne;

RRr is the tyre rolling resistance of the representative vehicle of the road load
matrix family, kg/tonne.

For the tyres fitted to an individual vehicle, the value of the rolling resistance
RR shall be set to the class value of the applicable tyre energy efficiency class
according to Table A4/2 of Annex B4.

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If the tyres on the front and rear axles belong to different energy efficiency
classes, the weighted mean shall be used, calculated using the equation in
paragraph 3.2.3.2.2.2. of Annex B7.

If the same tyres were fitted to test vehicles L and H, the value of RR ind when
using the interpolation method shall be set to RRH.

5.1.2. For the calculation of the running resistance of vehicles of a road load matrix
family, the vehicle parameters described in paragraph 4.2.1.4. of this annex and
the running resistance coefficients of the representative test vehicle determined
in paragraph 4.4. of this annex shall be used.

5.1.2.1. The running resistance for an individual vehicle shall be calculated using the
following equation:

𝐶𝑐 = 𝑐0 + 𝑐1 × 𝑣 + 𝑐2 × 𝑣 2

where:

Cc is the calculated running resistance as a function of vehicle velocity, Nm;

c0 is the constant running resistance coefficient, Nm, defined by the equation:

𝑅𝑅 – 𝑅𝑅𝑟
c0 = r’/1.02 × Max((0.05 × 1.02 × c0r/r’ + 0.95 × (1.02 × c0r/r’ × TM/TMr + ( )
1000
× 9.81 × TM));
𝑅𝑅 – 𝑅𝑅𝑟
(0.2 × 1.02 × c0r/r’ + 0.8 × (1.02 × c0r/r’ × TM/TMr + (1000
) × 9.81 × TM)))

c0r is the constant running resistance coefficient of the representative vehicle

of the road load matrix family, Nm;

c1 is the first order running resistance coefficient, Nm/(km/h), and shall be set
to zero;

c2 is the second order running resistance coefficient, Nm/(km/h)², defined by

the equation:

c2 = r’/1.02 × Max((0.05 × 1.02 × c2r/r’ + 0.95 × 1.02 × c2r/r’ × Af / Afr); (0.2 ×

1.02 × c2r/r’ + 0.8 × 1.02 ×c2r/r’ × Af / Afr))

c2r is the second order running resistance coefficient of the representative

vehicle of the road load matrix family, N/(km/h)2;

v is the vehicle speed, km/h;

TM is the actual test mass of the individual vehicle of the road load matrix
family, kg;

TMr is the test mass of the representative vehicle of the road load matrix
family, kg;

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If the tyres on the front and rear axles belong to different energy efficiency
classes, the weighted mean shall be used, calculated using the equation in
paragraph 3.2.3.2.2.2. of Annex B7.

If the same tyres were fitted to test vehicles L and H, the value of RR ind when
using the interpolation method shall be set to RRH.

5.1.2. For the calculation of the running resistance of vehicles of a road load matrix
family, the vehicle parameters described in paragraph 4.2.1.4. of this annex and
the running resistance coefficients of the representative test vehicle determined
in paragraph 4.4. of this annex shall be used.

5.1.2.1. The running resistance for an individual vehicle shall be calculated using the
following equation:

𝐶𝑐 = 𝑐0 + 𝑐1 × 𝑣 + 𝑐2 × 𝑣 2

where:

Cc is the calculated running resistance as a function of vehicle velocity, Nm;

c0 is the constant running resistance coefficient, Nm, defined by the equation:

𝑅𝑅 – 𝑅𝑅𝑟
c0 = r’/1.02 × Max((0.05 × 1.02 × c0r/r’ + 0.95 × (1.02 × c0r/r’ × TM/TMr + ( )
1000
× 9.81 × TM));
𝑅𝑅 – 𝑅𝑅𝑟
(0.2 × 1.02 × c0r/r’ + 0.8 × (1.02 × c0r/r’ × TM/TMr + (1000
) × 9.81 × TM)))

c0r is the constant running resistance coefficient of the representative vehicle

of the road load matrix family, Nm;

c1 is the first order running resistance coefficient, Nm/(km/h), and shall be set
to zero;

c2 is the second order running resistance coefficient, Nm/(km/h)², defined by

the equation:

c2 = r’/1.02 × Max((0.05 × 1.02 × c2r/r’ + 0.95 × 1.02 × c2r/r’ × Af / Afr); (0.2 ×

1.02 × c2r/r’ + 0.8 × 1.02 ×c2r/r’ × Af / Afr))

c2r is the second order running resistance coefficient of the representative

vehicle of the road load matrix family, N/(km/h)2;

v is the vehicle speed, km/h;

TM is the actual test mass of the individual vehicle of the road load matrix
family, kg;

TMr is the test mass of the representative vehicle of the road load matrix
family, kg;

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Af is the frontal area of the individual vehicle of the road load matrix family,
m²;

Afr is the frontal area of the representative vehicle of the road load matrix
family, m2;

RR is the tyre rolling resistance of the individual vehicle of the road load
matrix family, kg/tonne;

RRr is the tyre rolling resistance of the representative vehicle of the road load
matrix family, kg/tonne;

r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at

80 km/h, m;

1.02 is an approximate coefficient compensating for drivetrain losses.

5.2 Calculation of the default road load based on vehicle parameters

5.2.1. As an alternative for determining road load with the coastdown or torque meter
method, a calculation method for default road load may be used.

For the calculation of a default road load based on vehicle parameters, several
parameters such as test mass, width and height of the vehicle shall be used. The
default road load Fc shall be calculated for the reference speed points.

5.2.2. The default road load force shall be calculated using the following equation:

𝐹𝑐 = 𝑓0 + (𝑓1 × 𝑣) + (𝑓2 × 𝑣 2 )

where:

𝐹𝑐 is the calculated default road load force as a function of vehicle velocity, N;

𝑓0 is the constant road load coefficient, N, defined by the following equation:

𝑓0 = 0.140 × 𝑇𝑀;

𝑓1 is the first order road load coefficient, N/(km/h), and shall be set to zero;

𝑓2 is the second order road load coefficient, N/(km/h)2, defined by the

following equation:

𝑓2 = (2.8 × 10−6 × 𝑇𝑀) + (0.0170 × 𝑤𝑖𝑑𝑡ℎ × ℎ𝑒𝑖𝑔ℎ𝑡);

𝑣 is vehicle velocity, km/h;

𝑇𝑀 test mass, kg;

𝑤𝑖𝑑𝑡ℎ vehicle width as defined in 6.2. of Standard ISO 612:1978, m;

ℎ𝑒𝑖𝑔ℎ𝑡 vehicle height as defined in 6.3. of Standard ISO 612:1978, m.

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Af is the frontal area of the individual vehicle of the road load matrix family,
m²;

Afr is the frontal area of the representative vehicle of the road load matrix
family, m2;

RR is the tyre rolling resistance of the individual vehicle of the road load
matrix family, kg/tonne;

RRr is the tyre rolling resistance of the representative vehicle of the road load
matrix family, kg/tonne;

r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at

80 km/h, m;

1.02 is an approximate coefficient compensating for drivetrain losses.

5.2 Calculation of the default road load based on vehicle parameters

5.2.1. As an alternative for determining road load with the coastdown or torque meter
method, a calculation method for default road load may be used.

For the calculation of a default road load based on vehicle parameters, several
parameters such as test mass, width and height of the vehicle shall be used. The
default road load Fc shall be calculated for the reference speed points.

5.2.2. The default road load force shall be calculated using the following equation:

𝐹𝑐 = 𝑓0 + (𝑓1 × 𝑣) + (𝑓2 × 𝑣 2 )

where:

𝐹𝑐 is the calculated default road load force as a function of vehicle velocity, N;

𝑓0 is the constant road load coefficient, N, defined by the following equation:

𝑓0 = 0.140 × 𝑇𝑀;

𝑓1 is the first order road load coefficient, N/(km/h), and shall be set to zero;

𝑓2 is the second order road load coefficient, N/(km/h)2, defined by the

following equation:

𝑓2 = (2.8 × 10−6 × 𝑇𝑀) + (0.0170 × 𝑤𝑖𝑑𝑡ℎ × ℎ𝑒𝑖𝑔ℎ𝑡);

𝑣 is vehicle velocity, km/h;

𝑇𝑀 test mass, kg;

𝑤𝑖𝑑𝑡ℎ vehicle width as defined in 6.2. of Standard ISO 612:1978, m;

ℎ𝑒𝑖𝑔ℎ𝑡 vehicle height as defined in 6.3. of Standard ISO 612:1978, m.

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6.0 Wind tunnel method

The wind tunnel method is a road load measurement method using a

combination of a wind tunnel and a chassis dynamometer or of a wind tunnel
and a flat belt dynamometer. The test benches may be separate facilities or
integrated with one another.

6.1. Measurement method

6.1.1. The road load shall be determined by:

(a) Adding the road load forces measured in a wind tunnel and those
measured using a flat belt dynamometer; or

(b) Adding the road load forces measured in a wind tunnel and those
measured on a chassis dynamometer.

6.1.2. Aerodynamic drag shall be measured in the wind tunnel.

6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a
chassis dynamometer, measuring the front and rear axles simultaneously.

6.2. Approval of the facilities by the Test Agency

The results of the wind tunnel method shall be compared to those obtained
using the coastdown method to demonstrate qualification of the facilities and
recorded.

6.2.1. Three vehicles shall be selected by the Test Agency. The vehicles shall cover
the range of vehicles (e.g. size, weight) planned to be measured with the
facilities concerned.

6.2.2. Two separate coastdown tests shall be performed with each of the three
vehicles according to paragraph 4.3. of this annex, and the resulting road load
coefficients, f0, f1 and f2, shall be determined according to that paragraph and
corrected according to paragraph 4.5.5. of this annex. The coastdown test result
of a test vehicle shall be the arithmetic average of the road load coefficients of
its two separate coastdown tests. If more than two coastdown tests are
necessary to fulfil the approval of facilities' criteria, all valid tests shall be
averaged.

6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7.
inclusive of this annex shall be performed on the same three vehicles as
selected in paragraph 6.2.1. of this annex and in the same conditions, and the
resulting road load coefficients, f0, f1 and f2, shall be determined.

If the manufacturer chooses to use one or more of the available alternative

procedures within the wind tunnel method (i.e. paragraph 6.5.2.1. on
preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, including
paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be
used also for the approval of the facilities.

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6.0 Wind tunnel method

The wind tunnel method is a road load measurement method using a

combination of a wind tunnel and a chassis dynamometer or of a wind tunnel
and a flat belt dynamometer. The test benches may be separate facilities or
integrated with one another.

6.1. Measurement method

6.1.1. The road load shall be determined by:

(a) Adding the road load forces measured in a wind tunnel and those
measured using a flat belt dynamometer; or

(b) Adding the road load forces measured in a wind tunnel and those
measured on a chassis dynamometer.

6.1.2. Aerodynamic drag shall be measured in the wind tunnel.

6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a
chassis dynamometer, measuring the front and rear axles simultaneously.

6.2. Approval of the facilities by the Test Agency

The results of the wind tunnel method shall be compared to those obtained
using the coastdown method to demonstrate qualification of the facilities and
recorded.

6.2.1. Three vehicles shall be selected by the Test Agency. The vehicles shall cover
the range of vehicles (e.g. size, weight) planned to be measured with the
facilities concerned.

6.2.2. Two separate coastdown tests shall be performed with each of the three
vehicles according to paragraph 4.3. of this annex, and the resulting road load
coefficients, f0, f1 and f2, shall be determined according to that paragraph and
corrected according to paragraph 4.5.5. of this annex. The coastdown test result
of a test vehicle shall be the arithmetic average of the road load coefficients of
its two separate coastdown tests. If more than two coastdown tests are
necessary to fulfil the approval of facilities' criteria, all valid tests shall be
averaged.

6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7.
inclusive of this annex shall be performed on the same three vehicles as
selected in paragraph 6.2.1. of this annex and in the same conditions, and the
resulting road load coefficients, f0, f1 and f2, shall be determined.

If the manufacturer chooses to use one or more of the available alternative

procedures within the wind tunnel method (i.e. paragraph 6.5.2.1. on
preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, including
paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be
used also for the approval of the facilities.

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6.2.4. Approval criteria

The facility or combination of facilities used shall be approved if both of the

following two criteria are fulfilled:

The difference in cycle energy, expressed as εk, between the wind tunnel
method and the coastdown method shall be within ±0.05 for each of the three
vehicles k according to the following equation:

𝐸𝑘,𝑊𝑇𝑀
𝜀𝑘 = −1
𝐸𝑘,𝑐𝑜𝑎𝑠𝑡𝑑𝑜𝑤𝑛

where:

εk is the difference in cycle energy over a complete Class 3 WLTC for

vehicle k between the wind tunnel method and the coastdown method, per cent;

Ek,WTM is the cycle energy over a complete Class 3 WLTC for vehicle k,
calculated with the road load derived from the wind tunnel method (WTM)
calculated according to paragraph 5. of Annex B7 J;

Ek,coastdown is the cycle energy over a complete Class 3 WLTC for vehicle k,
calculated with the road load derived from the coastdown method calculated
according to paragraph 5. of Annex B7, J.; and

(a) The arithmetic average 𝑥̅ of the three differences shall be within 0.02.
𝜀1 + 𝜀2 + 𝜀3
𝑥̅ = | |
3
The approval shall be recorded by the Test Agency including measurement
data and the facilities concerned.

The facility may be used for road load determination for a maximum of two
years after the approval has been granted.

Each combination of roller chassis dynamometer or moving belt and wind

tunnel shall be approved separately.

Every combination of wind speeds (see paragraph 6.4.3. of this annex) used for
the determination of road load values shall be validated separately.

6.3. Vehicle preparation and temperature

Conditioning and preparation of the vehicle shall be performed according to

paragraphs 4.2.1. and 4.2.2. of this annex and applies to both the flat belt or
roller chassis dynamometers and the wind tunnel measurements.

In the case that the alternative warm-up procedure described in

paragraph 6.5.2.1. of this annex is applied, the target test mass adjustment, the

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6.2.4. Approval criteria

The facility or combination of facilities used shall be approved if both of the

following two criteria are fulfilled:

The difference in cycle energy, expressed as εk, between the wind tunnel
method and the coastdown method shall be within ±0.05 for each of the three
vehicles k according to the following equation:

𝐸𝑘,𝑊𝑇𝑀
𝜀𝑘 = −1
𝐸𝑘,𝑐𝑜𝑎𝑠𝑡𝑑𝑜𝑤𝑛

where:

εk is the difference in cycle energy over a complete Class 3 WLTC for

vehicle k between the wind tunnel method and the coastdown method, per cent;

Ek,WTM is the cycle energy over a complete Class 3 WLTC for vehicle k,
calculated with the road load derived from the wind tunnel method (WTM)
calculated according to paragraph 5. of Annex B7 J;

Ek,coastdown is the cycle energy over a complete Class 3 WLTC for vehicle k,
calculated with the road load derived from the coastdown method calculated
according to paragraph 5. of Annex B7, J.; and

(a) The arithmetic average 𝑥̅ of the three differences shall be within 0.02.
𝜀1 + 𝜀2 + 𝜀3
𝑥̅ = | |
3
The approval shall be recorded by the Test Agency including measurement
data and the facilities concerned.

The facility may be used for road load determination for a maximum of two
years after the approval has been granted.

Each combination of roller chassis dynamometer or moving belt and wind

tunnel shall be approved separately.

Every combination of wind speeds (see paragraph 6.4.3. of this annex) used for
the determination of road load values shall be validated separately.

6.3. Vehicle preparation and temperature

Conditioning and preparation of the vehicle shall be performed according to

paragraphs 4.2.1. and 4.2.2. of this annex and applies to both the flat belt or
roller chassis dynamometers and the wind tunnel measurements.

In the case that the alternative warm-up procedure described in

paragraph 6.5.2.1. of this annex is applied, the target test mass adjustment, the

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weighing of the vehicle and the measurement shall all be performed without
the driver in the vehicle.

The flat belt or the chassis dynamometer test cells shall have a temperature set
point of 20 °C with a tolerance of ±3 °C. At the request of the manufacturer,
the set point may also be 23 °C with a tolerance of ±3 °C.

6.4 Wind tunnel procedure

6.4.1 Wind tunnel criteria

The wind tunnel design, test methods and the corrections shall provide a value
of (CD × Af) representative of the on-road (CD × Af) value and with a
repeatability of ±0.015 m².

For all (CD × Af) measurements, the wind tunnel criteria listed in paragraph 3.2.
of this annex shall be met with the following modifications:

(a) The solid blockage ratio described in paragraph 3.2.4. of this annex shall
be less than 25 per cent;

(b) The belt surface contacting any tyre shall exceed the length of that tyre's
contact area by at least 20 per cent and shall be at least as wide as that
contact patch;

(c) The standard deviation of total air pressure at the nozzle outlet described
in paragraph 3.2.8. of this annex shall be less than 1 per cent;

(d) The restraint system blockage ratio described in paragraph 3.2.10. of this
annex shall be less than 3 per cent;

(e) Additionally to the requirement defined in paragraph 3.2.11. of this

annex, when measuring Class 1 vehicles, the precision of the measured
force shall not exceed ±2.0 N.

6.4.2. Wind tunnel measurement

The vehicle shall be in the condition described in paragraph 6.3. of this annex.

The vehicle shall be placed parallel to the longitudinal centre line of the tunnel
with a maximum tolerance of ±10 mm.

The vehicle shall be placed with a yaw angle of 0 ° within a tolerance of ±0.1°.

Aerodynamic drag shall be measured for at least for 60 seconds and at a

minimum frequency of 5 Hz. Alternatively, the drag may be measured at a
minimum frequency of 1 Hz and with at least 300 subsequent samples. The
result shall be the arithmetic average of the drag.

Prior to a test it shall be checked that at the aerodynamic force measured at a

wind speed of 0 km/h yields a result equal to 0 Newtons.

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weighing of the vehicle and the measurement shall all be performed without
the driver in the vehicle.

The flat belt or the chassis dynamometer test cells shall have a temperature set
point of 20 °C with a tolerance of ±3 °C. At the request of the manufacturer,
the set point may also be 23 °C with a tolerance of ±3 °C.

6.4 Wind tunnel procedure

6.4.1 Wind tunnel criteria

The wind tunnel design, test methods and the corrections shall provide a value
of (CD × Af) representative of the on-road (CD × Af) value and with a
repeatability of ±0.015 m².

For all (CD × Af) measurements, the wind tunnel criteria listed in paragraph 3.2.
of this annex shall be met with the following modifications:

(a) The solid blockage ratio described in paragraph 3.2.4. of this annex shall
be less than 25 per cent;

(b) The belt surface contacting any tyre shall exceed the length of that tyre's
contact area by at least 20 per cent and shall be at least as wide as that
contact patch;

(c) The standard deviation of total air pressure at the nozzle outlet described
in paragraph 3.2.8. of this annex shall be less than 1 per cent;

(d) The restraint system blockage ratio described in paragraph 3.2.10. of this
annex shall be less than 3 per cent;

(e) Additionally to the requirement defined in paragraph 3.2.11. of this

annex, when measuring Class 1 vehicles, the precision of the measured
force shall not exceed ±2.0 N.

6.4.2. Wind tunnel measurement

The vehicle shall be in the condition described in paragraph 6.3. of this annex.

The vehicle shall be placed parallel to the longitudinal centre line of the tunnel
with a maximum tolerance of ±10 mm.

The vehicle shall be placed with a yaw angle of 0 ° within a tolerance of ±0.1°.

Aerodynamic drag shall be measured for at least for 60 seconds and at a

minimum frequency of 5 Hz. Alternatively, the drag may be measured at a
minimum frequency of 1 Hz and with at least 300 subsequent samples. The
result shall be the arithmetic average of the drag.

Prior to a test it shall be checked that at the aerodynamic force measured at a

wind speed of 0 km/h yields a result equal to 0 Newtons.

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In the case that the vehicle has movable aerodynamic body parts,
paragraph 4.2.1.5. of this annex shall apply. Where movable parts are velocity-
dependent, every applicable position shall be measured in the wind tunnel and
evidence shall be provided to the Test Agency indicating the relationship
between reference speed, movable part position, and the corresponding
(CD × Af).

6.4.3 Wind speeds for wind tunnel measurement

The aerodynamic force shall be measured at two wind speeds under the
following speed conditions:

(a) Class 1 vehicles

Lower wind speed vlow to measure aerodynamic force shall be

vlow < 80 km/h;

Higher wind speed vhigh shall be (vlow + 40 km/h ≤ vhigh ≤ 150 km/h).

(b) Class 2 and 3 vehicles

Lower wind speed vlow to measure aerodynamic force shall be

80 km/h ≤ vlow ≤ 100 km/h;

Higher wind speed shall be (vlow + 40 km/h ≤ vhigh ≤ 150 km).

6.5. Flat belt applied for the wind tunnel method

6.5.1 Flat belt criteria

6.5.1.1. Description of the flat belt test bench

The wheels shall rotate on flat belts that do not change the rolling
characteristics of the wheels compared to those on the road. The measured
forces in the x-direction shall include the frictional forces in the drivetrain.

6.5.1.2. Vehicle restraint system

The dynamometer shall be equipped with a centring device aligning the vehicle
within a tolerance of ±0.5 degrees of rotation around the z-axis. The restraint
system shall maintain the centred drive wheel position throughout the coastdown
runs of the road load determination within the following limits:

6.5.1.2.1. Lateral position (y-axis)

The vehicle shall remain aligned in the y-direction and lateral movement shall
be minimised.

6.5.1.2.2. Front and rear position (x-axis)

Additional to the requirement of paragraph 6.5.1.2.1. of this annex, both wheel

axes shall be within ±10 mm of the belt’s lateral centre lines.

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In the case that the vehicle has movable aerodynamic body parts,
paragraph 4.2.1.5. of this annex shall apply. Where movable parts are velocity-
dependent, every applicable position shall be measured in the wind tunnel and
evidence shall be provided to the Test Agency indicating the relationship
between reference speed, movable part position, and the corresponding
(CD × Af).

6.4.3 Wind speeds for wind tunnel measurement

The aerodynamic force shall be measured at two wind speeds under the
following speed conditions:

(a) Class 1 vehicles

Lower wind speed vlow to measure aerodynamic force shall be

vlow < 80 km/h;

Higher wind speed vhigh shall be (vlow + 40 km/h ≤ vhigh ≤ 150 km/h).

(b) Class 2 and 3 vehicles

Lower wind speed vlow to measure aerodynamic force shall be

80 km/h ≤ vlow ≤ 100 km/h;

Higher wind speed shall be (vlow + 40 km/h ≤ vhigh ≤ 150 km).

6.5. Flat belt applied for the wind tunnel method

6.5.1 Flat belt criteria

6.5.1.1. Description of the flat belt test bench

The wheels shall rotate on flat belts that do not change the rolling
characteristics of the wheels compared to those on the road. The measured
forces in the x-direction shall include the frictional forces in the drivetrain.

6.5.1.2. Vehicle restraint system

The dynamometer shall be equipped with a centring device aligning the vehicle
within a tolerance of ±0.5 degrees of rotation around the z-axis. The restraint
system shall maintain the centred drive wheel position throughout the coastdown
runs of the road load determination within the following limits:

6.5.1.2.1. Lateral position (y-axis)

The vehicle shall remain aligned in the y-direction and lateral movement shall
be minimised.

6.5.1.2.2. Front and rear position (x-axis)

Additional to the requirement of paragraph 6.5.1.2.1. of this annex, both wheel

axes shall be within ±10 mm of the belt’s lateral centre lines.

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6.5.1.2.3. Vertical force

The restraint system shall be designed so as to impose no vertical force on the

drive wheels.

6.5.1.3. Accuracy of measured forces

Only the reaction force for turning the wheels shall be measured. No external
forces shall be included in the result (e.g. force of the cooling fan air, vehicle
restraints, aerodynamic reaction forces of the flat belt, dynamometer losses, etc.).

The force in the x-direction shall be measured with an accuracy of ±5 N.

6.5.1.4. Flat belt speed control

The belt speed shall be controlled with an accuracy of ±0.1 km/h.

6.5.1.5. Flat belt surface

The flat belt surface shall be clean, dry and free from foreign material that
might cause tyre slippage.

6.5.1.6. Cooling

A current of air of variable speed shall be blown towards the vehicle. The set
point of the linear velocity of the air at the blower outlet shall be equal to the
corresponding dynamometer speed above measurement speeds of 5 km/h. The
linear velocity of the air at the blower outlet shall be within ±5 km/h or
±10 per cent of the corresponding measurement speed, whichever is greater.

6.5.2. Flat belt measurement

The measurement procedure may be performed according to either

paragraph 6.5.2.2. or paragraph 6.5.2.3. of this annex.

6.5.2.1. Preconditioning

The vehicle shall be conditioned on the dynamometer as described in

paragraphs 4.2.4.1.1. to 4.2.4.1.3. inclusive of this annex.

The dynamometer load setting Fd for the preconditioning shall be:

𝐹𝑑 = 𝑎𝑑 + (𝑏𝑑 × 𝑣) + (𝑐𝑑 × 𝑣 2 )

where in the case of applying paragraph 6.7.2.1:

ad = 0

bd = f1a;

𝑐𝑑 = 𝑓2𝑎

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6.5.1.2.3. Vertical force

The restraint system shall be designed so as to impose no vertical force on the

drive wheels.

6.5.1.3. Accuracy of measured forces

Only the reaction force for turning the wheels shall be measured. No external
forces shall be included in the result (e.g. force of the cooling fan air, vehicle
restraints, aerodynamic reaction forces of the flat belt, dynamometer losses, etc.).

The force in the x-direction shall be measured with an accuracy of ±5 N.

6.5.1.4. Flat belt speed control

The belt speed shall be controlled with an accuracy of ±0.1 km/h.

6.5.1.5. Flat belt surface

The flat belt surface shall be clean, dry and free from foreign material that
might cause tyre slippage.

6.5.1.6. Cooling

A current of air of variable speed shall be blown towards the vehicle. The set
point of the linear velocity of the air at the blower outlet shall be equal to the
corresponding dynamometer speed above measurement speeds of 5 km/h. The
linear velocity of the air at the blower outlet shall be within ±5 km/h or
±10 per cent of the corresponding measurement speed, whichever is greater.

6.5.2. Flat belt measurement

The measurement procedure may be performed according to either

paragraph 6.5.2.2. or paragraph 6.5.2.3. of this annex.

6.5.2.1. Preconditioning

The vehicle shall be conditioned on the dynamometer as described in

paragraphs 4.2.4.1.1. to 4.2.4.1.3. inclusive of this annex.

The dynamometer load setting Fd for the preconditioning shall be:

𝐹𝑑 = 𝑎𝑑 + (𝑏𝑑 × 𝑣) + (𝑐𝑑 × 𝑣 2 )

where in the case of applying paragraph 6.7.2.1:

ad = 0

bd = f1a;

𝑐𝑑 = 𝑓2𝑎

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 Draft AIS 175 / Final Draft
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or, where in the case of applying paragraph 6.7.2.2.:

ad = 0

bd = 0

𝜌0 1
𝑐𝑑 = (𝐶𝐷 × 𝐴𝑓 ) × ×
2 3.62
The equivalent inertia of the dynamometer shall be the test mass.

The aerodynamic drag used for the load setting shall be taken from
paragraph 6.7.2. of this annex and may be set directly as input. Otherwise, ad,
bd, and cd from this paragraph shall be used.

At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of

this annex, the warm-up may be conducted by driving the vehicle with the flat
belt.

In this case, the warm-up speed shall be 110 per cent of the maximum speed of
the applicable WLTC. The warm up is considered complete when the vehicle
has been driven for at least 1,200 seconds and the change of measured force
over a period of 200 seconds is less than 5 N.

6.5.2.2. Measurement procedure with stabilised speeds

6.5.2.2.1. The test shall be conducted from the highest to the lowest reference speed
point.

6.5.2.2.2. Immediately after the measurement at the previous speed point, the
deceleration from the current to the next applicable reference speed point shall
be performed in a smooth transition of approximately 1 m/s².

6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a
maximum of 10 seconds. The measurement equipment shall ensure that the
signal of the measured force is stabilised after that period.

6.5.2.2.4. The force at each reference speed shall be measured for at least 6 seconds while
the vehicle speed is kept constant. The resulting force for that reference speed
point FjDyno shall be the arithmetic average of the force during the measurement.

6.5.2.2.5. The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. inclusive of this annex shall be
repeated for each reference speed.

6.5.2.3. Measurement procedure by deceleration

6.5.2.3.1. Preconditioning and dynamometer setting shall be performed according to

paragraph 6.5.2.1. of this annex. Prior to each coastdown, the vehicle shall be
driven at the highest reference speed or, in the case that the alternative warm-
up procedure is used at 110 per cent of the highest reference speed, for at least
1 minute. The vehicle shall be subsequently accelerated to at least 10 km/h

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or, where in the case of applying paragraph 6.7.2.2.:

ad = 0

bd = 0

𝜌0 1
𝑐𝑑 = (𝐶𝐷 × 𝐴𝑓 ) × ×
2 3.62
The equivalent inertia of the dynamometer shall be the test mass.

The aerodynamic drag used for the load setting shall be taken from
paragraph 6.7.2. of this annex and may be set directly as input. Otherwise, ad,
bd, and cd from this paragraph shall be used.

At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of

this annex, the warm-up may be conducted by driving the vehicle with the flat
belt.

In this case, the warm-up speed shall be 110 per cent of the maximum speed of
the applicable WLTC. The warm up is considered complete when the vehicle
has been driven for at least 1,200 seconds and the change of measured force
over a period of 200 seconds is less than 5 N.

6.5.2.2. Measurement procedure with stabilised speeds

6.5.2.2.1. The test shall be conducted from the highest to the lowest reference speed
point.

6.5.2.2.2. Immediately after the measurement at the previous speed point, the
deceleration from the current to the next applicable reference speed point shall
be performed in a smooth transition of approximately 1 m/s².

6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a
maximum of 10 seconds. The measurement equipment shall ensure that the
signal of the measured force is stabilised after that period.

6.5.2.2.4. The force at each reference speed shall be measured for at least 6 seconds while
the vehicle speed is kept constant. The resulting force for that reference speed
point FjDyno shall be the arithmetic average of the force during the measurement.

6.5.2.2.5. The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. inclusive of this annex shall be
repeated for each reference speed.

6.5.2.3. Measurement procedure by deceleration

6.5.2.3.1. Preconditioning and dynamometer setting shall be performed according to

paragraph 6.5.2.1. of this annex. Prior to each coastdown, the vehicle shall be
driven at the highest reference speed or, in the case that the alternative warm-
up procedure is used at 110 per cent of the highest reference speed, for at least
1 minute. The vehicle shall be subsequently accelerated to at least 10 km/h

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above the highest reference speed and the coastdown shall be started
immediately.

6.5.2.3.2. The measurement shall be performed according to paragraphs 4.3.1.3.1. to

4.3.1.4.4. inclusive of this annex but excluding paragraph 4.3.1.4.2., where
∆𝑡𝑗𝑎 and ∆𝑡𝑗𝑏 are replaced by ∆𝑡𝑗 . The measurement shall be stopped after two
decelerations if the force of both coastdowns at each reference speed point is
within ±10 N, otherwise at least three coastdowns shall be performed using the
criteria set out in paragraph 4.3.1.4.2. of this annex.

6.5.2.3.3. The force fjDyno at each reference speed vj shall be calculated by removing the
dynamometer set force:

𝑓𝑗𝐷𝑦𝑛𝑜 = 𝑓𝑗𝐷𝑒𝑐𝑒𝑙 − 𝑓𝑑𝑗

where:

fjDecel is the force determined according to the equation calculating Fj in

paragraph 4.3.1.4.4. of this annex at reference speed point j, N;

𝑓𝑑𝑗 is the force determined to the equation calculating Fd in

paragraph 6.5.2.1. of this annex at reference speed point j, N.

Alternatively, at the request of the manufacturer, cd may be set to zero during

the coastdown and for calculating fjDyno.

6.5.2.4. Measurement conditions

The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this

annex.

6.5.3. Measurement result of the flat belt method

The result of the flat belt dynamometer fjDyno shall be referred to as fj for the
further calculations in paragraph 6.7. of this annex.

6.6. Chassis dynamometer applied for the wind tunnel method

6.6.1. Criteria

In addition to the descriptions in paragraphs 1. and 2. of Annex B5, the criteria

described in paragraphs 6.6.1.1. to 6.6.1.6. shall apply.

6.6.1.1. Description of a chassis dynamometer

The front and rear axles shall be equipped with a single roller with a diameter
of not less than 1.2 metres.

6.6.1.2. Vehicle restraint system

The dynamometer shall be equipped with a centring device aligning the

vehicle. The restraint system shall maintain the centred drive wheel position

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above the highest reference speed and the coastdown shall be started
immediately.

6.5.2.3.2. The measurement shall be performed according to paragraphs 4.3.1.3.1. to

4.3.1.4.4. inclusive of this annex but excluding paragraph 4.3.1.4.2., where
∆𝑡𝑗𝑎 and ∆𝑡𝑗𝑏 are replaced by ∆𝑡𝑗 . The measurement shall be stopped after two
decelerations if the force of both coastdowns at each reference speed point is
within ±10 N, otherwise at least three coastdowns shall be performed using the
criteria set out in paragraph 4.3.1.4.2. of this annex.

6.5.2.3.3. The force fjDyno at each reference speed vj shall be calculated by removing the
dynamometer set force:

𝑓𝑗𝐷𝑦𝑛𝑜 = 𝑓𝑗𝐷𝑒𝑐𝑒𝑙 − 𝑓𝑑𝑗

where:

fjDecel is the force determined according to the equation calculating Fj in

paragraph 4.3.1.4.4. of this annex at reference speed point j, N;

𝑓𝑑𝑗 is the force determined to the equation calculating Fd in

paragraph 6.5.2.1. of this annex at reference speed point j, N.

Alternatively, at the request of the manufacturer, cd may be set to zero during

the coastdown and for calculating fjDyno.

6.5.2.4. Measurement conditions

The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this

annex.

6.5.3. Measurement result of the flat belt method

The result of the flat belt dynamometer fjDyno shall be referred to as fj for the
further calculations in paragraph 6.7. of this annex.

6.6. Chassis dynamometer applied for the wind tunnel method

6.6.1. Criteria

In addition to the descriptions in paragraphs 1. and 2. of Annex B5, the criteria

described in paragraphs 6.6.1.1. to 6.6.1.6. shall apply.

6.6.1.1. Description of a chassis dynamometer

The front and rear axles shall be equipped with a single roller with a diameter
of not less than 1.2 metres.

6.6.1.2. Vehicle restraint system

The dynamometer shall be equipped with a centring device aligning the

vehicle. The restraint system shall maintain the centred drive wheel position

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within the following recommended limits throughout the coastdown runs of the
road load determination:

6.6.1.2.1. Vehicle position

The vehicle to be tested shall be installed on the chassis dynamometer roller as

defined in paragraph 7.3.3. of this annex.

6.6.1.2.2. Vertical force

The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this
annex.

6.6.1.3. Accuracy of measured forces

The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of

this annex apart from the force in the x-direction that shall be measured with
an accuracy as described in paragraph 2.4.1. of Annex B5.

6.6.1.4. Dynamometer speed control

The roller speeds shall be controlled with an accuracy of ±0.2 km/h.

6.6.1.5. Roller surface

The roller surface shall be clean, dry and free from foreign material that might
cause tyre slippage.

6.6.1.6. Cooling

The cooling fan shall be as described in paragraph 6.5.1.6. of this annex.

6.6.2. Dynamometer measurement

The measurement shall be performed as described in paragraph 6.5.2. of this

annex.

6.6.3. Correcting measured chassis dynamometer forces to those on a flat surface

The measured forces on the chassis dynamometer shall be corrected to a

reference equivalent to the road (flat surface) and the result shall be referred to
as fj.

1
𝑓𝑗 = 𝑓𝑗𝐷𝑦𝑛𝑜 × 𝑐1 × + 𝑓𝑗𝐷𝑦𝑛𝑜 × (1 − 𝑐1)
√𝑅𝑊ℎ𝑒𝑒𝑙
𝑅𝐷𝑦𝑛𝑜 × 𝑐2 + 1

where:

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within the following recommended limits throughout the coastdown runs of the
road load determination:

6.6.1.2.1. Vehicle position

The vehicle to be tested shall be installed on the chassis dynamometer roller as

defined in paragraph 7.3.3. of this annex.

6.6.1.2.2. Vertical force

The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this
annex.

6.6.1.3. Accuracy of measured forces

The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of

this annex apart from the force in the x-direction that shall be measured with
an accuracy as described in paragraph 2.4.1. of Annex B5.

6.6.1.4. Dynamometer speed control

The roller speeds shall be controlled with an accuracy of ±0.2 km/h.

6.6.1.5. Roller surface

The roller surface shall be clean, dry and free from foreign material that might
cause tyre slippage.

6.6.1.6. Cooling

The cooling fan shall be as described in paragraph 6.5.1.6. of this annex.

6.6.2. Dynamometer measurement

The measurement shall be performed as described in paragraph 6.5.2. of this

annex.

6.6.3. Correcting measured chassis dynamometer forces to those on a flat surface

The measured forces on the chassis dynamometer shall be corrected to a

reference equivalent to the road (flat surface) and the result shall be referred to
as fj.

1
𝑓𝑗 = 𝑓𝑗𝐷𝑦𝑛𝑜 × 𝑐1 × + 𝑓𝑗𝐷𝑦𝑛𝑜 × (1 − 𝑐1)
√𝑅𝑊ℎ𝑒𝑒𝑙
𝑅𝐷𝑦𝑛𝑜 × 𝑐2 + 1

where:

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c1 is the tyre rolling resistance fraction of fjDyno;

c2 is a chassis dynamometer-specific radius correction factor;

fjDyno is the force calculated in paragraph 6.5.2.3.3. of this annex for each
reference speed j, N;

RWheel is one-half of the nominal design tyre diameter, m;

RDyno is the radius of the chassis dynamometer roller, m.

The manufacturer and the Test Agency shall agree on the factors c1 and c2 to
be used, based on correlation test evidence provided by the manufacturer for
the range of tyre characteristics intended to be tested on the chassis
dynamometer.

As an alternative the following conservative equation may be used:

1
𝑓𝑗 = 𝑓𝑗𝐷𝑦𝑛𝑜 ×
√𝑅𝑊ℎ𝑒𝑒𝑙
𝑅𝐷𝑦𝑛𝑜 × 0.2 + 1

C2 shall be 0.2 except that 2.0 shall be used if the road load delta method (see
paragraph 6.8. of this annex) is used and the road load delta calculated
according to paragraph 6.8.1. of this annex is negative.

6.7. Calculations

6.7.1. Correction of the flat belt and chassis dynamometer results

The measured forces determined in paragraphs 6.5. and 6.6. of this annex shall
be corrected to reference conditions using the following equation:

𝐹𝐷𝑗 = (𝑓𝑗 (1 − 𝐾1 )) × (1 + 𝐾0 (𝑇 − 293))

where:

𝐹𝐷𝑗 is the corrected resistance measured at the flat belt or chassis

dynamometer at reference speed j, N;

𝑓𝑗 is the measured force at reference speed j, N;

𝐾0 is the correction factor for rolling resistance as defined in

paragraph 4.5.2. of this annex, K-1;

𝐾1 is the test mass correction as defined in paragraph 4.5.4. of this annex, N;

T is the arithmetic average temperature in the test cell during the

measurement, K.

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c1 is the tyre rolling resistance fraction of fjDyno;

c2 is a chassis dynamometer-specific radius correction factor;

fjDyno is the force calculated in paragraph 6.5.2.3.3. of this annex for each
reference speed j, N;

RWheel is one-half of the nominal design tyre diameter, m;

RDyno is the radius of the chassis dynamometer roller, m.

The manufacturer and the Test Agency shall agree on the factors c1 and c2 to
be used, based on correlation test evidence provided by the manufacturer for
the range of tyre characteristics intended to be tested on the chassis
dynamometer.

As an alternative the following conservative equation may be used:

1
𝑓𝑗 = 𝑓𝑗𝐷𝑦𝑛𝑜 ×
√𝑅𝑊ℎ𝑒𝑒𝑙
𝑅𝐷𝑦𝑛𝑜 × 0.2 + 1

C2 shall be 0.2 except that 2.0 shall be used if the road load delta method (see
paragraph 6.8. of this annex) is used and the road load delta calculated
according to paragraph 6.8.1. of this annex is negative.

6.7. Calculations

6.7.1. Correction of the flat belt and chassis dynamometer results

The measured forces determined in paragraphs 6.5. and 6.6. of this annex shall
be corrected to reference conditions using the following equation:

𝐹𝐷𝑗 = (𝑓𝑗 (1 − 𝐾1 )) × (1 + 𝐾0 (𝑇 − 293))

where:

𝐹𝐷𝑗 is the corrected resistance measured at the flat belt or chassis

dynamometer at reference speed j, N;

𝑓𝑗 is the measured force at reference speed j, N;

𝐾0 is the correction factor for rolling resistance as defined in

paragraph 4.5.2. of this annex, K-1;

𝐾1 is the test mass correction as defined in paragraph 4.5.4. of this annex, N;

T is the arithmetic average temperature in the test cell during the

measurement, K.

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6.7.2. Calculation of the aerodynamic force

The calculation in paragraph 6.7.2.1. shall be applied considering the results of

both wind speeds. However, if the difference of the product of the drag
coefficient and frontal area (𝐶𝐷 × 𝐴𝑓 ) measured at the wind speeds vlow and
vhigh is less than 0.015 m², the calculation in paragraph 6.7.2.2. may be applied
at the request of the manufacturer.

6.7.2.1. The aerodynamic force of each wind speed 𝐹0𝑤𝑖𝑛𝑑 , 𝐹𝑙𝑜𝑤 , and 𝐹ℎ𝑖𝑔ℎ shall be
calculated using the equation below.

𝜌0 𝑣𝑤2
𝐹𝐴𝑤 = (𝐶𝐷 × 𝐴𝑓 )𝑤 × ×
2 3.62
where:

(𝐶𝐷 × 𝐴𝑓 )𝑗 is the product of the drag coefficient and frontal area measured
in the wind tunnel at a certain reference speed point j, if
applicable, m²;

𝜌0 is the dry air density defined in paragraph 3.2.10. of this

Regulation, kg/m³;

𝐹𝑤 is the aerodynamic force calculated at wind speed w, N;

vw is the applicable wind speed, km/h.

𝑤 is the reference to the applicable wind speed "0wind", "low" and

"high";

𝐹0𝑤𝑖𝑛𝑑 is the aerodynamic force at 0 km/h, N;

𝐹𝑙𝑜𝑤 is the aerodynamic force at vlow, N;

𝐹ℎ𝑖𝑔ℎ is the aerodynamic force at vhigh, N.

The aerodynamic force coefficients 𝑓1𝑎 and 𝑓2𝑎 shall be calculated with a least
square regression analysis using 𝐹0𝑤𝑖𝑛𝑑 , 𝐹𝑙𝑜𝑤 , and 𝐹ℎ𝑖𝑔ℎ and the equation
below:

𝐹 = 𝑓1𝑎 × 𝑣 + 𝑓2𝑎 × 𝑣 2

The final result for the aerodynamic force FAj shall be calculated with the
equation below at each reference speed point vj. If the vehicle is equipped with
velocity-dependent movable aerodynamic body parts, the corresponding
aerodynamic force shall be applied for the reference speed points concerned.

𝐹𝐴𝑗 = 𝑓1𝑎 × 𝑣𝑗 + 𝑓2𝑎 × 𝑣𝑗2

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6.7.2. Calculation of the aerodynamic force

The calculation in paragraph 6.7.2.1. shall be applied considering the results of

both wind speeds. However, if the difference of the product of the drag
coefficient and frontal area (𝐶𝐷 × 𝐴𝑓 ) measured at the wind speeds vlow and
vhigh is less than 0.015 m², the calculation in paragraph 6.7.2.2. may be applied
at the request of the manufacturer.

6.7.2.1. The aerodynamic force of each wind speed 𝐹0𝑤𝑖𝑛𝑑 , 𝐹𝑙𝑜𝑤 , and 𝐹ℎ𝑖𝑔ℎ shall be
calculated using the equation below.

𝜌0 𝑣𝑤2
𝐹𝐴𝑤 = (𝐶𝐷 × 𝐴𝑓 )𝑤 × ×
2 3.62
where:

(𝐶𝐷 × 𝐴𝑓 )𝑗 is the product of the drag coefficient and frontal area measured
in the wind tunnel at a certain reference speed point j, if
applicable, m²;

𝜌0 is the dry air density defined in paragraph 3.2.10. of this

Regulation, kg/m³;

𝐹𝑤 is the aerodynamic force calculated at wind speed w, N;

vw is the applicable wind speed, km/h.

𝑤 is the reference to the applicable wind speed "0wind", "low" and

"high";

𝐹0𝑤𝑖𝑛𝑑 is the aerodynamic force at 0 km/h, N;

𝐹𝑙𝑜𝑤 is the aerodynamic force at vlow, N;

𝐹ℎ𝑖𝑔ℎ is the aerodynamic force at vhigh, N.

The aerodynamic force coefficients 𝑓1𝑎 and 𝑓2𝑎 shall be calculated with a least
square regression analysis using 𝐹0𝑤𝑖𝑛𝑑 , 𝐹𝑙𝑜𝑤 , and 𝐹ℎ𝑖𝑔ℎ and the equation
below:

𝐹 = 𝑓1𝑎 × 𝑣 + 𝑓2𝑎 × 𝑣 2

The final result for the aerodynamic force FAj shall be calculated with the
equation below at each reference speed point vj. If the vehicle is equipped with
velocity-dependent movable aerodynamic body parts, the corresponding
aerodynamic force shall be applied for the reference speed points concerned.

𝐹𝐴𝑗 = 𝑓1𝑎 × 𝑣𝑗 + 𝑓2𝑎 × 𝑣𝑗2

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6.7.2.2. The aerodynamic force shall be calculated using the equation below, where the
final (𝐶𝐷 × 𝐴𝑓 ) of that wind speed shall be used, that is also used for
determination of optional equipment within the interpolation method. If the
vehicle is equipped with velocity-dependent movable aerodynamic body parts,
the corresponding (CD × Af) values shall be applied for the reference speed
points concerned.

𝜌0 𝑣𝑗2
𝐹𝐴𝑗 = (𝐶𝐷 × 𝐴𝑓 )𝑗 × ×
2 3.62
where:

𝐹𝐴𝑗 is the aerodynamic force calculated at reference speed j, N;

(𝐶𝐷 × 𝐴𝑓 )𝑗 is the product of the drag coefficient and frontal area measured
in the wind tunnel at a certain reference speed point j, if
applicable, m²;

𝜌0 is the dry air density defined in paragraph 3.2.10. of this

Regulation, kg/m³;

vj is the reference speed j, km/h.

6.7.3. Calculation of road load values

The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this
annex shall be calculated using the following equation:

𝐹𝑗∗ = 𝐹𝐷𝑗 + 𝐹𝐴𝑗

for all applicable reference speed points j, N.

For all calculated 𝐹𝑗∗ , the coefficients f0, f1 and f2 in the road load equation shall
be calculated with a least squares regression analysis and shall be used as the
target coefficients in paragraph 8.1.1. of this annex.

In the case that the vehicle tested according to the wind tunnel method is
representative of a road load matrix family vehicle, the coefficient f1 shall be
set to zero and the coefficients f0 and f2 shall be recalculated with a least squares
regression analysis.

6.8. Road load delta method

For the purpose of including options when using the interpolation method
which are not incorporated in the road load interpolation (i.e. aerodynamics,
rolling resistance and mass), a delta in vehicle friction may be measured by the
road load delta method (e.g. friction difference between brake systems). The
following steps shall be performed:

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6.7.2.2. The aerodynamic force shall be calculated using the equation below, where the
final (𝐶𝐷 × 𝐴𝑓 ) of that wind speed shall be used, that is also used for
determination of optional equipment within the interpolation method. If the
vehicle is equipped with velocity-dependent movable aerodynamic body parts,
the corresponding (CD × Af) values shall be applied for the reference speed
points concerned.

𝜌0 𝑣𝑗2
𝐹𝐴𝑗 = (𝐶𝐷 × 𝐴𝑓 )𝑗 × ×
2 3.62
where:

𝐹𝐴𝑗 is the aerodynamic force calculated at reference speed j, N;

(𝐶𝐷 × 𝐴𝑓 )𝑗 is the product of the drag coefficient and frontal area measured
in the wind tunnel at a certain reference speed point j, if
applicable, m²;

𝜌0 is the dry air density defined in paragraph 3.2.10. of this

Regulation, kg/m³;

vj is the reference speed j, km/h.

6.7.3. Calculation of road load values

The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this
annex shall be calculated using the following equation:

𝐹𝑗∗ = 𝐹𝐷𝑗 + 𝐹𝐴𝑗

for all applicable reference speed points j, N.

For all calculated 𝐹𝑗∗ , the coefficients f0, f1 and f2 in the road load equation shall
be calculated with a least squares regression analysis and shall be used as the
target coefficients in paragraph 8.1.1. of this annex.

In the case that the vehicle tested according to the wind tunnel method is
representative of a road load matrix family vehicle, the coefficient f1 shall be
set to zero and the coefficients f0 and f2 shall be recalculated with a least squares
regression analysis.

6.8. Road load delta method

For the purpose of including options when using the interpolation method
which are not incorporated in the road load interpolation (i.e. aerodynamics,
rolling resistance and mass), a delta in vehicle friction may be measured by the
road load delta method (e.g. friction difference between brake systems). The
following steps shall be performed:

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(a) The friction of reference vehicle R shall be measured;

(b) The friction of the vehicle with the option (vehicle N) causing the
difference in friction shall be measured;

(c) The difference shall be calculated according to paragraph 6.8.1. of this

annex.

These measurements shall be performed on a flat belt according to

paragraph 6.5. of this annex or on a chassis dynamometer according to
paragraph 6.6. of this annex, and the correction of the results (excluding
aerodynamic force) calculated according to paragraph 6.7.1. of this
annex.

The application of this method is permitted only if the following criterion

is fulfilled:

1 𝑛
| ∑ (𝐹𝐷𝑗,𝑅 − 𝐹𝐷𝑗,𝑁 )| ≤ 25 𝑁
𝑛 𝑗=1

where:

FDj,R is the corrected resistance of vehicle R measured on the flat belt or

chassis dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex, N;

FDj,N is the corrected resistance of vehicle N measured on the flat belt or

chassis dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex, N;

n is the total number of speed points.

This alternative road load determination method may only be applied if

vehicles R and N have identical aerodynamic resistance and if the measured
delta appropriately covers the entire influence on the vehicle's energy
consumption. This method shall not be applied if the overall accuracy of the
absolute road load of vehicle N is compromised in any way.

6.8.1. Determination of delta flat belt or chassis dynamometer coefficients

The delta road load shall be calculated using the following equation:

𝐹𝐷𝑗,𝐷𝑒𝑙𝑡𝑎 = 𝐹𝐷𝑗,𝑁 − 𝐹𝐷𝑗,𝑅

where:

𝐹𝐷𝑗,𝐷𝑒𝑙𝑡𝑎 is the delta road load at reference speed j, N;

𝐹𝐷𝑗,𝑁 is the corrected resistance measured on the flat belt or chassis

dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex for vehicle N, N;

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(a) The friction of reference vehicle R shall be measured;

(b) The friction of the vehicle with the option (vehicle N) causing the
difference in friction shall be measured;

(c) The difference shall be calculated according to paragraph 6.8.1. of this

annex.

These measurements shall be performed on a flat belt according to

paragraph 6.5. of this annex or on a chassis dynamometer according to
paragraph 6.6. of this annex, and the correction of the results (excluding
aerodynamic force) calculated according to paragraph 6.7.1. of this
annex.

The application of this method is permitted only if the following criterion

is fulfilled:

1 𝑛
| ∑ (𝐹𝐷𝑗,𝑅 − 𝐹𝐷𝑗,𝑁 )| ≤ 25 𝑁
𝑛 𝑗=1

where:

FDj,R is the corrected resistance of vehicle R measured on the flat belt or

chassis dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex, N;

FDj,N is the corrected resistance of vehicle N measured on the flat belt or

chassis dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex, N;

n is the total number of speed points.

This alternative road load determination method may only be applied if

vehicles R and N have identical aerodynamic resistance and if the measured
delta appropriately covers the entire influence on the vehicle's energy
consumption. This method shall not be applied if the overall accuracy of the
absolute road load of vehicle N is compromised in any way.

6.8.1. Determination of delta flat belt or chassis dynamometer coefficients

The delta road load shall be calculated using the following equation:

𝐹𝐷𝑗,𝐷𝑒𝑙𝑡𝑎 = 𝐹𝐷𝑗,𝑁 − 𝐹𝐷𝑗,𝑅

where:

𝐹𝐷𝑗,𝐷𝑒𝑙𝑡𝑎 is the delta road load at reference speed j, N;

𝐹𝐷𝑗,𝑁 is the corrected resistance measured on the flat belt or chassis

dynamometer at reference speed j calculated according to
paragraph 6.7.1. of this annex for vehicle N, N;

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𝐹𝐷𝑗,𝑅 is the corrected resistance of the reference vehicle measured on the

flat belt or chassis dynamometer at reference speed j calculated
according to paragraph 6.7.1. of this annex for reference vehicle R,
N.

For all calculated FDj,Delta, the coefficients f0,Delta, f1,Delta and f2,Delta in the road
load equation shall be calculated with a least squares regression analysis.

6.8.2. Determination of total road load

If the interpolation method (see paragraph 3.2.3.2. of Annex B7) is not used,
the road load delta method for vehicle N shall be calculated according to the
following equations:

𝑓0,𝑁 = 𝑓0,𝑅 + 𝑓0,𝐷𝑒𝑙𝑡𝑎

𝑓1,𝑁 = 𝑓1,𝑅 + 𝑓1,𝐷𝑒𝑙𝑡𝑎

𝑓2,𝑁 = 𝑓2,𝑅 + 𝑓2,𝐷𝑒𝑙𝑡𝑎

where:

N refers to the road load coefficients of vehicle N;

R refers to the road load coefficients of reference vehicle R;

Delta refers to the delta road load coefficients determined in paragraph 6.8.1.
of this annex.

7.0 Transferring road load to a chassis dynamometer

7.1. Preparation for chassis dynamometer test

7.1.0. Selection of dynamometer operation

The test shall be carried out in accordance with paragraph 2.4.2.4. of Annex B6

7.1.1. Laboratory conditions

7.1.1.1. Roller(s)

The chassis dynamometer roller(s) shall be clean, dry and free from foreign
material that might cause tyre slippage. The dynamometer shall be run in the
same coupled or uncoupled state as the subsequent Type I test. Chassis
dynamometer speed shall be measured from the roller coupled to the power
absorption unit.

7.1.1.1.1. Tyre slippage

Additional weight may be placed on or in the vehicle to eliminate tyre slippage.

The manufacturer shall perform the load setting on the chassis dynamometer
with the additional weight. The additional weight shall be present for both load

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𝐹𝐷𝑗,𝑅 is the corrected resistance of the reference vehicle measured on the

flat belt or chassis dynamometer at reference speed j calculated
according to paragraph 6.7.1. of this annex for reference vehicle R,
N.

For all calculated FDj,Delta, the coefficients f0,Delta, f1,Delta and f2,Delta in the road
load equation shall be calculated with a least squares regression analysis.

6.8.2. Determination of total road load

If the interpolation method (see paragraph 3.2.3.2. of Annex B7) is not used,
the road load delta method for vehicle N shall be calculated according to the
following equations:

𝑓0,𝑁 = 𝑓0,𝑅 + 𝑓0,𝐷𝑒𝑙𝑡𝑎

𝑓1,𝑁 = 𝑓1,𝑅 + 𝑓1,𝐷𝑒𝑙𝑡𝑎

𝑓2,𝑁 = 𝑓2,𝑅 + 𝑓2,𝐷𝑒𝑙𝑡𝑎

where:

N refers to the road load coefficients of vehicle N;

R refers to the road load coefficients of reference vehicle R;

Delta refers to the delta road load coefficients determined in paragraph 6.8.1.
of this annex.

7.0 Transferring road load to a chassis dynamometer

7.1. Preparation for chassis dynamometer test

7.1.0. Selection of dynamometer operation

The test shall be carried out in accordance with paragraph 2.4.2.4. of Annex B6

7.1.1. Laboratory conditions

7.1.1.1. Roller(s)

The chassis dynamometer roller(s) shall be clean, dry and free from foreign
material that might cause tyre slippage. The dynamometer shall be run in the
same coupled or uncoupled state as the subsequent Type I test. Chassis
dynamometer speed shall be measured from the roller coupled to the power
absorption unit.

7.1.1.1.1. Tyre slippage

Additional weight may be placed on or in the vehicle to eliminate tyre slippage.

The manufacturer shall perform the load setting on the chassis dynamometer
with the additional weight. The additional weight shall be present for both load

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setting and the emissions and fuel consumption tests. The use of any additional
weight shall be recorded.

7.1.1.2. Room temperature

The laboratory atmospheric temperature shall be at a set point of 23 °C and

shall not deviate by more than ±5 °C during the test unless otherwise required
by any subsequent test.

7.2. Preparation of chassis dynamometer

7.2.1. Inertia mass setting

The equivalent inertia mass of the chassis dynamometer shall be set according
to paragraph 2.5.3. of this annex. If the chassis dynamometer is not capable to
meet the inertia setting exactly, the next higher inertia setting shall be applied
with a maximum increase of 10 kg.

7.2.2. Chassis dynamometer warm-up

The chassis dynamometer shall be warmed up in accordance with the

dynamometer manufacturer’s recommendations, or as appropriate, so that the
frictional losses of the dynamometer may be stabilized.

7.3. Vehicle preparation

7.3.1. Tyre pressure adjustment

The tyre pressure at the soak temperature of a Type I test shall be set to no more
than 50 per cent above the lower limit of the tyre pressure range for the selected
tyre, as specified by the vehicle manufacturer (see paragraph 4.2.2.3. of this
annex), and shall be recorded.

7.3.2. If the determination of dynamometer settings cannot meet the criteria described
in paragraph 8.1.3. of this annex due to non-reproducible forces, the vehicle
shall be equipped with a vehicle coastdown mode. The coastdown mode shall
be approved by the Test Agency and its use shall be included in all relevant
test reports.

If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged

both during road load determination and on the chassis dynamometer.

7.3.3. Vehicle placement on the dynamometer

The tested vehicle shall be placed on the chassis dynamometer in a straight

ahead position and restrained in a safe manner.

7.3.3.1. In the case that a single roller chassis dynamometer is used, the vehicle shall
be positioned and stay positioned throughout the procedure according to the
requirements in 7.3.3.1.1. to 7.3.3.1.3.

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setting and the emissions and fuel consumption tests. The use of any additional
weight shall be recorded.

7.1.1.2. Room temperature

The laboratory atmospheric temperature shall be at a set point of 23 °C and

shall not deviate by more than ±5 °C during the test unless otherwise required
by any subsequent test.

7.2. Preparation of chassis dynamometer

7.2.1. Inertia mass setting

The equivalent inertia mass of the chassis dynamometer shall be set according
to paragraph 2.5.3. of this annex. If the chassis dynamometer is not capable to
meet the inertia setting exactly, the next higher inertia setting shall be applied
with a maximum increase of 10 kg.

7.2.2. Chassis dynamometer warm-up

The chassis dynamometer shall be warmed up in accordance with the

dynamometer manufacturer’s recommendations, or as appropriate, so that the
frictional losses of the dynamometer may be stabilized.

7.3. Vehicle preparation

7.3.1. Tyre pressure adjustment

The tyre pressure at the soak temperature of a Type I test shall be set to no more
than 50 per cent above the lower limit of the tyre pressure range for the selected
tyre, as specified by the vehicle manufacturer (see paragraph 4.2.2.3. of this
annex), and shall be recorded.

7.3.2. If the determination of dynamometer settings cannot meet the criteria described
in paragraph 8.1.3. of this annex due to non-reproducible forces, the vehicle
shall be equipped with a vehicle coastdown mode. The coastdown mode shall
be approved by the Test Agency and its use shall be included in all relevant
test reports.

If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged

both during road load determination and on the chassis dynamometer.

7.3.3. Vehicle placement on the dynamometer

The tested vehicle shall be placed on the chassis dynamometer in a straight

ahead position and restrained in a safe manner.

7.3.3.1. In the case that a single roller chassis dynamometer is used, the vehicle shall
be positioned and stay positioned throughout the procedure according to the
requirements in 7.3.3.1.1. to 7.3.3.1.3.

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7.3.3.1.1. Rotational alignment (rotation around z-axis)

The vehicle shall be positioned in line with the x-axis in order to minimise
rotation around the z-axis

7.3.3.1.2. Lateral position (y-axis)

The vehicle shall remain aligned in the y-direction and lateral movement shall
be minimised.

7.3.3.1.3. Front and rear position (x-axis)

For all rotating wheels the centre of the tyre’s contact patch on the roller shall
be within ±25 mm or ±2 per cent of the roller diameter, whichever is smaller,
from the top of the roller.

7.3.3.1.4. The tested vehicle shall be restrained with a system compliant with
paragraph 2.3.2. of Annex B5.

If the torque meter method is used, the tyre pressure shall be adjusted such that
the dynamic radius is within 0.5 per cent of the dynamic radius rj calculated
using the equations in paragraph 4.4.3.1. of this annex at the 80 km/h reference
speed point. The dynamic radius on the chassis dynamometer shall be
calculated according to the procedure described in paragraph 4.4.3.1. of this
annex.

If this adjustment is outside the range defined in paragraph 7.3.1. of this annex,
the torque meter method shall not apply.

7.3.4. Vehicle warm-up

7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the
vehicle was warmed up at 90 per cent of the maximum speed of the next higher
phase during the procedure defined in paragraph 4.2.4.1.2. of this annex, this
higher phase shall be added to the applicable WLTC.

Table A4/7

Vehicle warm-up

Adopt next higher

Vehicle class Applicable WLTC phase Warm-up cycle

Class 1 Low1+ Medium1 NA Low1+ Medium1

Class 2 Low2 + Medium2 + High2 NA Low2 + Medium2 + High2

Class 3 Low3 + Medium3 + High3 NA Low3 + Medium3 + High3

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7.3.3.1.1. Rotational alignment (rotation around z-axis)

The vehicle shall be positioned in line with the x-axis in order to minimise
rotation around the z-axis

7.3.3.1.2. Lateral position (y-axis)

The vehicle shall remain aligned in the y-direction and lateral movement shall
be minimised.

7.3.3.1.3. Front and rear position (x-axis)

For all rotating wheels the centre of the tyre’s contact patch on the roller shall
be within ±25 mm or ±2 per cent of the roller diameter, whichever is smaller,
from the top of the roller.

7.3.3.1.4. The tested vehicle shall be restrained with a system compliant with
paragraph 2.3.2. of Annex B5.

If the torque meter method is used, the tyre pressure shall be adjusted such that
the dynamic radius is within 0.5 per cent of the dynamic radius rj calculated
using the equations in paragraph 4.4.3.1. of this annex at the 80 km/h reference
speed point. The dynamic radius on the chassis dynamometer shall be
calculated according to the procedure described in paragraph 4.4.3.1. of this
annex.

If this adjustment is outside the range defined in paragraph 7.3.1. of this annex,
the torque meter method shall not apply.

7.3.4. Vehicle warm-up

7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the
vehicle was warmed up at 90 per cent of the maximum speed of the next higher
phase during the procedure defined in paragraph 4.2.4.1.2. of this annex, this
higher phase shall be added to the applicable WLTC.

Table A4/7

Vehicle warm-up

Adopt next higher

Vehicle class Applicable WLTC phase Warm-up cycle

Class 1 Low1+ Medium1 NA Low1+ Medium1

Class 2 Low2 + Medium2 + High2 NA Low2 + Medium2 + High2

Class 3 Low3 + Medium3 + High3 NA Low3 + Medium3 + High3

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7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in
paragraph 7.3.4.1. of this annex, with the highest speed, shall be driven.

7.3.4.3. Alternative warm-up procedure

7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the Test
Agency, an alternative warm-up procedure may be used. The approved
alternative warm-up procedure may be used for vehicles within the same road
load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2.
to 7.3.4.3.5. inclusive of this annex.

7.3.4.3.2. At least one vehicle representing the road load family shall be selected.

7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of Annex B7

with corrected road load coefficients f0a, f1a and f2a, for the alternative warm-
up procedure shall be equal to or higher than the cycle energy demand
calculated with the target road load coefficients f0, f1, and f2, for each applicable
phase.

The corrected road load coefficients f0a, f1a and f2a, shall be calculated
according to the following equations:

𝑓0𝑎 = 𝑓0 + 𝐴𝑑𝑎𝑙𝑡 − 𝐴𝑑𝑊𝐿𝑇𝐶

𝑓1𝑎 = 𝑓1 + 𝐵𝑑_𝑎𝑙𝑡 − 𝐵𝑑_𝑊𝐿𝑇𝐶

𝑓2𝑎 = 𝑓2 + 𝐶𝑑_𝑎𝑙𝑡 − 𝐶𝑑_𝑊𝐿𝑇𝐶

where:

Ad_alt, Bd_alt and Cd_alt are the chassis dynamometer setting coefficients after
the alternative warm-up procedure;

Ad_WLTC, Bd_WLTC and Cd_WLTC are the chassis dynamometer setting

coefficients after a WLTC warm-up procedure described in paragraph 7.3.4.1. of
this annex and a valid chassis dynamometer load setting according to paragraph
8. of this annex.

7.3.4.3.4. The corrected road load coefficients f0a, f1a and f2a, shall be used only for the
purpose of paragraph 7.3.4.3.3. of this annex. For other purposes, the target
road load coefficients f0, f1 and f2, shall be used as the target road load
coefficients.

7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the Test
Agency.

8.0 Chassis dynamometer load setting

8.1. Chassis dynamometer load setting using the coastdown method

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7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in
paragraph 7.3.4.1. of this annex, with the highest speed, shall be driven.

7.3.4.3. Alternative warm-up procedure

7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the Test
Agency, an alternative warm-up procedure may be used. The approved
alternative warm-up procedure may be used for vehicles within the same road
load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2.
to 7.3.4.3.5. inclusive of this annex.

7.3.4.3.2. At least one vehicle representing the road load family shall be selected.

7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of Annex B7

with corrected road load coefficients f0a, f1a and f2a, for the alternative warm-
up procedure shall be equal to or higher than the cycle energy demand
calculated with the target road load coefficients f0, f1, and f2, for each applicable
phase.

The corrected road load coefficients f0a, f1a and f2a, shall be calculated
according to the following equations:

𝑓0𝑎 = 𝑓0 + 𝐴𝑑𝑎𝑙𝑡 − 𝐴𝑑𝑊𝐿𝑇𝐶

𝑓1𝑎 = 𝑓1 + 𝐵𝑑_𝑎𝑙𝑡 − 𝐵𝑑_𝑊𝐿𝑇𝐶

𝑓2𝑎 = 𝑓2 + 𝐶𝑑_𝑎𝑙𝑡 − 𝐶𝑑_𝑊𝐿𝑇𝐶

where:

Ad_alt, Bd_alt and Cd_alt are the chassis dynamometer setting coefficients after
the alternative warm-up procedure;

Ad_WLTC, Bd_WLTC and Cd_WLTC are the chassis dynamometer setting

coefficients after a WLTC warm-up procedure described in paragraph 7.3.4.1. of
this annex and a valid chassis dynamometer load setting according to paragraph
8. of this annex.

7.3.4.3.4. The corrected road load coefficients f0a, f1a and f2a, shall be used only for the
purpose of paragraph 7.3.4.3.3. of this annex. For other purposes, the target
road load coefficients f0, f1 and f2, shall be used as the target road load
coefficients.

7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the Test
Agency.

8.0 Chassis dynamometer load setting

8.1. Chassis dynamometer load setting using the coastdown method

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This method is applicable when the road load coefficients f0, f1 and f2 have
been determined.

In the case of a road load matrix family, this method shall be applied when the
road load of the representative vehicle is determined using the coastdown
method described in paragraph 4.3. of this annex. The target road load values
are the values calculated using the method described in paragraph 5.1. of this
annex.

8.1.1. Initial load setting

For a chassis dynamometer with coefficient control, the chassis dynamometer

power absorption unit shall be adjusted with the arbitrary initial coefficients,
𝐴𝑑 , 𝐵𝑑 and 𝐶𝑑 , of the following equation:

𝐹𝑑 = 𝐴𝑑 + 𝐵𝑑 𝑣 + 𝐶𝑑 𝑣 2

where:

𝐹𝑑 is the chassis dynamometer setting load, N;

𝑣 is the speed of the chassis dynamometer roller, km/h.

The following are recommended coefficients to be used for the initial load
setting:

(a) 𝐴𝑑 = 0.5 × 𝐴𝑡 , 𝐵𝑑 = 0.2 × 𝐵𝑡 , 𝐶𝑑 = 𝐶𝑡

for single-axis chassis dynamometers, or

𝐴𝑑 = 0.1 × 𝐴𝑡 , 𝐵𝑑 = 0.2 × 𝐵𝑡 , 𝐶𝑑 = 𝐶𝑡

for dual-axis chassis dynamometers, where 𝐴𝑡 , 𝐵𝑡 and 𝐶𝑡 are the target

road load coefficients;

(b) Empirical values, such as those used for the setting for a similar type of
vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each

reference speed shall be set to the chassis dynamometer power absorption unit.

8.1.2 Coastdown

The coastdown test on the chassis dynamometer shall be performed with the
procedure given in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex and shall
start no later than 120 seconds after completion of the warm-up procedure.
Consecutive coastdown runs shall be started immediately. At the request of the
manufacturer and with approval of the Test Agency, the time between the
warm-up procedure and coastdowns using the iterative method may be
extended to ensure a proper vehicle setting for the coastdown. The
manufacturer shall provide the Test Agency with evidence for requiring
additional time and evidence that the chassis dynamometer load setting

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This method is applicable when the road load coefficients f0, f1 and f2 have
been determined.

In the case of a road load matrix family, this method shall be applied when the
road load of the representative vehicle is determined using the coastdown
method described in paragraph 4.3. of this annex. The target road load values
are the values calculated using the method described in paragraph 5.1. of this
annex.

8.1.1. Initial load setting

For a chassis dynamometer with coefficient control, the chassis dynamometer

power absorption unit shall be adjusted with the arbitrary initial coefficients,
𝐴𝑑 , 𝐵𝑑 and 𝐶𝑑 , of the following equation:

𝐹𝑑 = 𝐴𝑑 + 𝐵𝑑 𝑣 + 𝐶𝑑 𝑣 2

where:

𝐹𝑑 is the chassis dynamometer setting load, N;

𝑣 is the speed of the chassis dynamometer roller, km/h.

The following are recommended coefficients to be used for the initial load
setting:

(a) 𝐴𝑑 = 0.5 × 𝐴𝑡 , 𝐵𝑑 = 0.2 × 𝐵𝑡 , 𝐶𝑑 = 𝐶𝑡

for single-axis chassis dynamometers, or

𝐴𝑑 = 0.1 × 𝐴𝑡 , 𝐵𝑑 = 0.2 × 𝐵𝑡 , 𝐶𝑑 = 𝐶𝑡

for dual-axis chassis dynamometers, where 𝐴𝑡 , 𝐵𝑡 and 𝐶𝑡 are the target

road load coefficients;

(b) Empirical values, such as those used for the setting for a similar type of
vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each

reference speed shall be set to the chassis dynamometer power absorption unit.

8.1.2 Coastdown

The coastdown test on the chassis dynamometer shall be performed with the
procedure given in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex and shall
start no later than 120 seconds after completion of the warm-up procedure.
Consecutive coastdown runs shall be started immediately. At the request of the
manufacturer and with approval of the Test Agency, the time between the
warm-up procedure and coastdowns using the iterative method may be
extended to ensure a proper vehicle setting for the coastdown. The
manufacturer shall provide the Test Agency with evidence for requiring
additional time and evidence that the chassis dynamometer load setting

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parameters (e.g. coolant and/or oil temperature, force on a dynamometer) are

not affected.

8.1.3 Verification

8.1.3.1. The target road load value shall be calculated using the target road load
coefficient, 𝐴𝑡 , 𝐵𝑡 and 𝐶𝑡 , for each reference speed, 𝑣𝑗 :

𝐹𝑡𝑗 = 𝐴𝑡 + 𝐵𝑡 𝑣𝑗 + 𝐶𝑡 𝑣𝑗2

where:

At, Bt and Ct are the target road load parameters;

𝐹𝑡𝑗 is the target road load at reference speed 𝑣𝑗 , N;

𝑣𝑗 is the jth reference speed, km/h.

8.1.3.2. The measured road load shall be calculated using the following equation:
1 2 × ∆𝑣
𝐹𝑚𝑗 = × (𝑇𝑀 + 𝑚𝑟 ) ×
3.6 ∆𝑡𝑗

where:

Δv is 5 km/h;

Fmj is the measured road load for each reference speed vj, N;

TM is the test mass of the vehicle, kg;

mr is the equivalent effective mass of rotating components according to

paragraph 2.5.1. of this annex, kg;

∆tj is the coastdown time corresponding to speed vj, s.

8.1.3.3. The coefficients As, Bs and Cs in the road load equation of the simulated road
load on the chassis dynamometer shall be calculated using a least squares
regression analysis:

𝐹𝑠 = 𝐴𝑠 + (𝐵𝑠 × 𝑣) + (𝐶𝑠 × 𝑣 2 )

The simulated road load for each reference speed vj shall be determined using
the following equation, using the calculated As, Bs and Cs:

𝐹𝑠𝑗 = 𝐴𝑠 + (𝐵𝑠 × 𝑣𝑗 ) + (𝐶𝑠 × 𝑣𝑗2 )

8.1.3.4. For dynamometer load setting, two different methods may be used. If the
vehicle is accelerated by the dynamometer, the methods described in
paragraph 8.1.3.4.1. of this annex shall be used. If the vehicle is accelerated
under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this
annex shall be used and the minimum acceleration multiplied by speed shall be

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parameters (e.g. coolant and/or oil temperature, force on a dynamometer) are

not affected.

8.1.3 Verification

8.1.3.1. The target road load value shall be calculated using the target road load
coefficient, 𝐴𝑡 , 𝐵𝑡 and 𝐶𝑡 , for each reference speed, 𝑣𝑗 :

𝐹𝑡𝑗 = 𝐴𝑡 + 𝐵𝑡 𝑣𝑗 + 𝐶𝑡 𝑣𝑗2

where:

At, Bt and Ct are the target road load parameters;

𝐹𝑡𝑗 is the target road load at reference speed 𝑣𝑗 , N;

𝑣𝑗 is the jth reference speed, km/h.

8.1.3.2. The measured road load shall be calculated using the following equation:
1 2 × ∆𝑣
𝐹𝑚𝑗 = × (𝑇𝑀 + 𝑚𝑟 ) ×
3.6 ∆𝑡𝑗

where:

Δv is 5 km/h;

Fmj is the measured road load for each reference speed vj, N;

TM is the test mass of the vehicle, kg;

mr is the equivalent effective mass of rotating components according to

paragraph 2.5.1. of this annex, kg;

∆tj is the coastdown time corresponding to speed vj, s.

8.1.3.3. The coefficients As, Bs and Cs in the road load equation of the simulated road
load on the chassis dynamometer shall be calculated using a least squares
regression analysis:

𝐹𝑠 = 𝐴𝑠 + (𝐵𝑠 × 𝑣) + (𝐶𝑠 × 𝑣 2 )

The simulated road load for each reference speed vj shall be determined using
the following equation, using the calculated As, Bs and Cs:

𝐹𝑠𝑗 = 𝐴𝑠 + (𝐵𝑠 × 𝑣𝑗 ) + (𝐶𝑠 × 𝑣𝑗2 )

8.1.3.4. For dynamometer load setting, two different methods may be used. If the
vehicle is accelerated by the dynamometer, the methods described in
paragraph 8.1.3.4.1. of this annex shall be used. If the vehicle is accelerated
under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this
annex shall be used and the minimum acceleration multiplied by speed shall be

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6 m²/sec³. Vehicles which are unable to achieve 6 m2/s3 shall be driven with
the acceleration control fully applied.

8.1.3.4.1 Fixed run method

8.1.3.4.1.1 The dynamometer software shall perform a total of four coastdowns. From the
first coastdown, the dynamometer setting coefficients for the second run shall
be calculated according to paragraph 8.1.4. of this annex. Following the first
coastdown, the software shall perform three additional coastdowns with either
the fixed dynamometer setting coefficients determined after the first coastdown
or the adjusted dynamometer setting coefficients according to paragraph 8.1.4.
of this annex.

8.1.3.4.1.2 The final dynamometer setting coefficients A, B and C shall be calculated using
the following equations:

∑4𝑛=2(𝐴𝑠𝑛 − 𝐴𝑑𝑛 )
𝐴 = 𝐴𝑡 −
3
∑4𝑛=2(𝐵𝑠𝑛 − 𝐵𝑑𝑛 )
𝐵 = 𝐵𝑡 −
3

∑4𝑛=2(𝐶𝑠𝑛 − 𝐶𝑑𝑛 )
𝐶 = 𝐶𝑡 −
3
where:

At, Bt and Ct are the target road load parameters;

𝐴𝑠𝑛 , 𝐵𝑠𝑛 and 𝐶𝑠𝑛 are the simulated road load coefficients of the nth run;

𝐴𝑑𝑛 , 𝐵𝑑𝑛 and 𝐶𝑑𝑛 are the dynamometer setting coefficients of the nth run;

n is the index number of coastdowns including the first

stabilisation run.

8.1.3.4.2 Iterative method

The calculated forces in the specified speed ranges shall either be within ±10 N
after a least squares regression of the forces for two consecutive coastdowns
when compared with the target values, or additional coastdowns shall be
performed after adjusting the chassis dynamometer load setting according to
paragraph 8.1.4. of this annex until the tolerance is satisfied.

8.1.4 Adjustment

The chassis dynamometer setting load shall be adjusted according to the

following equations:
∗
𝐹𝑑𝑗 = 𝐹𝑑𝑗 − 𝐹𝑗 = 𝐹𝑑𝑗 − 𝐹𝑠𝑗 + 𝐹𝑡𝑗

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6 m²/sec³. Vehicles which are unable to achieve 6 m2/s3 shall be driven with
the acceleration control fully applied.

8.1.3.4.1 Fixed run method

8.1.3.4.1.1 The dynamometer software shall perform a total of four coastdowns. From the
first coastdown, the dynamometer setting coefficients for the second run shall
be calculated according to paragraph 8.1.4. of this annex. Following the first
coastdown, the software shall perform three additional coastdowns with either
the fixed dynamometer setting coefficients determined after the first coastdown
or the adjusted dynamometer setting coefficients according to paragraph 8.1.4.
of this annex.

8.1.3.4.1.2 The final dynamometer setting coefficients A, B and C shall be calculated using
the following equations:

∑4𝑛=2(𝐴𝑠𝑛 − 𝐴𝑑𝑛 )
𝐴 = 𝐴𝑡 −
3
∑4𝑛=2(𝐵𝑠𝑛 − 𝐵𝑑𝑛 )
𝐵 = 𝐵𝑡 −
3

∑4𝑛=2(𝐶𝑠𝑛 − 𝐶𝑑𝑛 )
𝐶 = 𝐶𝑡 −
3
where:

At, Bt and Ct are the target road load parameters;

𝐴𝑠𝑛 , 𝐵𝑠𝑛 and 𝐶𝑠𝑛 are the simulated road load coefficients of the nth run;

𝐴𝑑𝑛 , 𝐵𝑑𝑛 and 𝐶𝑑𝑛 are the dynamometer setting coefficients of the nth run;

n is the index number of coastdowns including the first

stabilisation run.

8.1.3.4.2 Iterative method

The calculated forces in the specified speed ranges shall either be within ±10 N
after a least squares regression of the forces for two consecutive coastdowns
when compared with the target values, or additional coastdowns shall be
performed after adjusting the chassis dynamometer load setting according to
paragraph 8.1.4. of this annex until the tolerance is satisfied.

8.1.4 Adjustment

The chassis dynamometer setting load shall be adjusted according to the

following equations:
∗
𝐹𝑑𝑗 = 𝐹𝑑𝑗 − 𝐹𝑗 = 𝐹𝑑𝑗 − 𝐹𝑠𝑗 + 𝐹𝑡𝑗

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= (𝐴𝑑 + 𝐵𝑑 𝑣𝑗 + 𝐶𝑑 𝑣𝑗2 ) − (𝐴𝑠 + 𝐵𝑠 𝑣𝑗 + 𝐶𝑠 𝑣𝑗2 ) + (𝐴𝑡 + 𝐵𝑡 𝑣𝑗 + 𝐶𝑡 𝑣𝑗2 )

= (𝐴𝑑 + 𝐴𝑡 − 𝐴𝑠 ) + (𝐵𝑑 + 𝐵𝑡 −𝐵𝑠 )𝑣𝑗 + (𝐶𝑑 + 𝐶𝑡 − 𝐶𝑠 )𝑣𝑗2

Therefore:

𝐴∗𝑑 = 𝐴𝑑 + 𝐴𝑡 − 𝐴𝑠

𝐵𝑑∗ = 𝐵𝑑 + 𝐵𝑡 − 𝐵𝑠

𝐶𝑑∗ = 𝐶𝑑 + 𝐶𝑡 − 𝐶𝑠

where:

Fdj is the initial chassis dynamometer setting load, N;

∗
𝐹𝑑𝑗 is the adjusted chassis dynamometer setting load, N;

Fj is the adjustment road load equal to (𝐹𝑠𝑗 − 𝐹𝑡𝑗 ), N;

Fsj is the simulated road load at reference speed vj, N;

Ftj is the target road load at reference speed vj, N;

𝐴∗𝑑 , 𝐵𝑑∗ and 𝐶𝑑∗ are the new chassis dynamometer setting coefficients.

8.1.5. At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used
for the following purposes:

(a) Determination of downscaling, paragraph 8. of Annex B1;

(b) Determination of gearshift points, Annex B2;

(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3. of Annex B7;

(d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4.

of Annex B8;

8.2. Chassis dynamometer load setting using the torque meter method

This method is applicable when the running resistance is determined using the
torque meter method described in paragraph 4.4. of this annex.

In the case of a road load matrix family, this method shall be applied when the
running resistance of the representative vehicle is determined using the torque
meter method as specified in paragraph 4.4. of this annex. The target running
resistance values are the values calculated using the method specified in
paragraph 5.1. of this annex.

8.2.1. Initial load setting

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= (𝐴𝑑 + 𝐵𝑑 𝑣𝑗 + 𝐶𝑑 𝑣𝑗2 ) − (𝐴𝑠 + 𝐵𝑠 𝑣𝑗 + 𝐶𝑠 𝑣𝑗2 ) + (𝐴𝑡 + 𝐵𝑡 𝑣𝑗 + 𝐶𝑡 𝑣𝑗2 )

= (𝐴𝑑 + 𝐴𝑡 − 𝐴𝑠 ) + (𝐵𝑑 + 𝐵𝑡 −𝐵𝑠 )𝑣𝑗 + (𝐶𝑑 + 𝐶𝑡 − 𝐶𝑠 )𝑣𝑗2

Therefore:

𝐴∗𝑑 = 𝐴𝑑 + 𝐴𝑡 − 𝐴𝑠

𝐵𝑑∗ = 𝐵𝑑 + 𝐵𝑡 − 𝐵𝑠

𝐶𝑑∗ = 𝐶𝑑 + 𝐶𝑡 − 𝐶𝑠

where:

Fdj is the initial chassis dynamometer setting load, N;

∗
𝐹𝑑𝑗 is the adjusted chassis dynamometer setting load, N;

Fj is the adjustment road load equal to (𝐹𝑠𝑗 − 𝐹𝑡𝑗 ), N;

Fsj is the simulated road load at reference speed vj, N;

Ftj is the target road load at reference speed vj, N;

𝐴∗𝑑 , 𝐵𝑑∗ and 𝐶𝑑∗ are the new chassis dynamometer setting coefficients.

8.1.5. At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used
for the following purposes:

(a) Determination of downscaling, paragraph 8. of Annex B1;

(b) Determination of gearshift points, Annex B2;

(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3. of Annex B7;

(d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4.

of Annex B8;

8.2. Chassis dynamometer load setting using the torque meter method

This method is applicable when the running resistance is determined using the
torque meter method described in paragraph 4.4. of this annex.

In the case of a road load matrix family, this method shall be applied when the
running resistance of the representative vehicle is determined using the torque
meter method as specified in paragraph 4.4. of this annex. The target running
resistance values are the values calculated using the method specified in
paragraph 5.1. of this annex.

8.2.1. Initial load setting

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For a chassis dynamometer of coefficient control, the chassis dynamometer

power absorption unit shall be adjusted with the arbitrary initial coefficients,
𝐴𝑑 , 𝐵𝑑 and 𝐶𝑑 , of the following equation:

𝐹𝑑 = 𝐴𝑑 + 𝐵𝑑 𝑣 + 𝐶𝑑 𝑣 2

where:

𝐹𝑑 is the chassis dynamometer setting load, N;

𝑣 is the speed of the chassis dynamometer roller, km/h.

The following coefficients are recommended for the initial load setting:

(a) 𝑎𝑡 𝑏𝑡 𝑐𝑡
𝐴𝑑 = 0.5 × ′
, 𝐵𝑑 = 0.2 × ′ , 𝐶𝑑 = ′
𝑟 𝑟 𝑟
For single-axis chassis dynamometers, or
𝑎 𝑏 𝑐
𝐴𝑑 = 0.1 × 𝑟 𝑡′ , 𝐵𝑑 = 0.2 × 𝑟𝑡′ , 𝐶𝑑 = 𝑟𝑡′

For dual-axis chassis dynamometers, where:

𝑎𝑡 , 𝑏𝑡 and 𝑐𝑡 are the target running resistance coefficients; and

𝑟 ′ is the dynamic radius of the tyre on the chassis dynamometer obtained

at 80 km/h, m, or

(b) Empirical values, such as those used for the setting for a similar type of
vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each

reference speed shall be set for the chassis dynamometer power absorption unit.

8.2.2. Wheel torque measurement

The torque measurement test on the chassis dynamometer shall be performed

with the procedure defined in paragraph 4.4.2. of this annex. The torque
meter(s) shall be identical to the one(s) used in the preceding road test.

8.2.3. Verification

8.2.3.1. The target running resistance (torque) curve shall be determined using the
equation in paragraph 4.5.5.2.1. of this annex and may be written as follows:

𝐶𝑡∗ = 𝑎𝑡 + 𝑏𝑡 × 𝑣𝑗 + 𝑐𝑡 × 𝑣𝑗2

8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer
shall be calculated according to the method described and the measurement
precision specified in paragraph 4.4.3.2. of this annex, and the running
resistance (torque) curve determination as described in paragraph 4.4.4. of this
annex with applicable corrections according to paragraph 4.5. of this annex, all
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For a chassis dynamometer of coefficient control, the chassis dynamometer

power absorption unit shall be adjusted with the arbitrary initial coefficients,
𝐴𝑑 , 𝐵𝑑 and 𝐶𝑑 , of the following equation:

𝐹𝑑 = 𝐴𝑑 + 𝐵𝑑 𝑣 + 𝐶𝑑 𝑣 2

where:

𝐹𝑑 is the chassis dynamometer setting load, N;

𝑣 is the speed of the chassis dynamometer roller, km/h.

The following coefficients are recommended for the initial load setting:

(a) 𝑎𝑡 𝑏𝑡 𝑐𝑡
𝐴𝑑 = 0.5 × ′
, 𝐵𝑑 = 0.2 × ′ , 𝐶𝑑 = ′
𝑟 𝑟 𝑟
For single-axis chassis dynamometers, or
𝑎 𝑏 𝑐
𝐴𝑑 = 0.1 × 𝑟 𝑡′ , 𝐵𝑑 = 0.2 × 𝑟𝑡′ , 𝐶𝑑 = 𝑟𝑡′

For dual-axis chassis dynamometers, where:

𝑎𝑡 , 𝑏𝑡 and 𝑐𝑡 are the target running resistance coefficients; and

𝑟 ′ is the dynamic radius of the tyre on the chassis dynamometer obtained

at 80 km/h, m, or

(b) Empirical values, such as those used for the setting for a similar type of
vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each

reference speed shall be set for the chassis dynamometer power absorption unit.

8.2.2. Wheel torque measurement

The torque measurement test on the chassis dynamometer shall be performed

with the procedure defined in paragraph 4.4.2. of this annex. The torque
meter(s) shall be identical to the one(s) used in the preceding road test.

8.2.3. Verification

8.2.3.1. The target running resistance (torque) curve shall be determined using the
equation in paragraph 4.5.5.2.1. of this annex and may be written as follows:

𝐶𝑡∗ = 𝑎𝑡 + 𝑏𝑡 × 𝑣𝑗 + 𝑐𝑡 × 𝑣𝑗2

8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer
shall be calculated according to the method described and the measurement
precision specified in paragraph 4.4.3.2. of this annex, and the running
resistance (torque) curve determination as described in paragraph 4.4.4. of this
annex with applicable corrections according to paragraph 4.5. of this annex, all
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with the exception of measuring in opposite directions, resulting in a simulated

running resistance curve:

𝐶𝑠∗ = 𝐶0𝑠 + 𝐶1𝑠 × 𝑣𝑗 + 𝐶2𝑠 × 𝑣𝑗2

The simulated running resistance (torque) shall be within a tolerance of

±10 N×r’ from the target running resistance at every speed reference point
where r’ is the dynamic radius of the tyre in metres on the chassis dynamometer
obtained at 80 km/h.

If the tolerance at any reference speed does not satisfy the criterion of the
method described in this paragraph, the procedure specified in
paragraph 8.2.3.3. of this annex shall be used to adjust the chassis
dynamometer load setting.

8.2.3.3. Adjustment

The chassis dynamometer load setting shall be adjusted using the following
equation:

∗
𝐹𝑒𝑗 𝐹𝑠𝑗 𝐹𝑡𝑗
𝐹𝑑𝑗 = 𝐹𝑑𝑗 − = 𝐹𝑑𝑗 − + ′
𝑟′ 𝑟′ 𝑟

(𝑎𝑠 + 𝑏𝑠 𝑣𝑗 + 𝑐𝑠 𝑣𝑗2 ) (𝑎𝑡 + 𝑏𝑡 𝑣𝑗 + 𝑐𝑡 𝑣𝑗2 )

= (𝐴𝑑 + 𝐵𝑑 𝑣𝑗 + 𝐶𝑑 𝑣𝑗2 ) − +
𝑟′ 𝑟′
(𝑎𝑡 − 𝑎𝑠 ) (𝑏𝑡 − 𝑏𝑠 ) (𝑐𝑡 − 𝑐𝑠 ) 2
= {𝐴𝑑 + } + {𝐵𝑑 + } 𝑣𝑗 + {𝐶𝑑 + } 𝑣𝑗
𝑟′ 𝑟′ 𝑟′

therefore:

𝑎𝑡 − 𝑎𝑠
𝐴∗𝑑 = 𝐴𝑑 +
𝑟′
𝑏𝑡 − 𝑏𝑠
𝐵𝑑∗ = 𝐵𝑑 +
𝑟′
𝑐𝑡 − 𝑐𝑠
𝐶𝑑∗ = 𝐶𝑑 +
𝑟′
where:
∗
𝐹𝑑𝑗 is the new chassis dynamometer setting load, N;

Fej is the adjustment road load equal to (Fsj-Ftj), Nm;

𝐹𝑠𝑗 is the simulated road load at reference speed vj, Nm;

𝐹𝑡𝑗 is the target road load at reference speed vj, Nm;

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with the exception of measuring in opposite directions, resulting in a simulated

running resistance curve:

𝐶𝑠∗ = 𝐶0𝑠 + 𝐶1𝑠 × 𝑣𝑗 + 𝐶2𝑠 × 𝑣𝑗2

The simulated running resistance (torque) shall be within a tolerance of

±10 N×r’ from the target running resistance at every speed reference point
where r’ is the dynamic radius of the tyre in metres on the chassis dynamometer
obtained at 80 km/h.

If the tolerance at any reference speed does not satisfy the criterion of the
method described in this paragraph, the procedure specified in
paragraph 8.2.3.3. of this annex shall be used to adjust the chassis
dynamometer load setting.

8.2.3.3. Adjustment

The chassis dynamometer load setting shall be adjusted using the following
equation:

∗
𝐹𝑒𝑗 𝐹𝑠𝑗 𝐹𝑡𝑗
𝐹𝑑𝑗 = 𝐹𝑑𝑗 − = 𝐹𝑑𝑗 − + ′
𝑟′ 𝑟′ 𝑟

(𝑎𝑠 + 𝑏𝑠 𝑣𝑗 + 𝑐𝑠 𝑣𝑗2 ) (𝑎𝑡 + 𝑏𝑡 𝑣𝑗 + 𝑐𝑡 𝑣𝑗2 )

= (𝐴𝑑 + 𝐵𝑑 𝑣𝑗 + 𝐶𝑑 𝑣𝑗2 ) − +
𝑟′ 𝑟′
(𝑎𝑡 − 𝑎𝑠 ) (𝑏𝑡 − 𝑏𝑠 ) (𝑐𝑡 − 𝑐𝑠 ) 2
= {𝐴𝑑 + } + {𝐵𝑑 + } 𝑣𝑗 + {𝐶𝑑 + } 𝑣𝑗
𝑟′ 𝑟′ 𝑟′

therefore:

𝑎𝑡 − 𝑎𝑠
𝐴∗𝑑 = 𝐴𝑑 +
𝑟′
𝑏𝑡 − 𝑏𝑠
𝐵𝑑∗ = 𝐵𝑑 +
𝑟′
𝑐𝑡 − 𝑐𝑠
𝐶𝑑∗ = 𝐶𝑑 +
𝑟′
where:
∗
𝐹𝑑𝑗 is the new chassis dynamometer setting load, N;

Fej is the adjustment road load equal to (Fsj-Ftj), Nm;

𝐹𝑠𝑗 is the simulated road load at reference speed vj, Nm;

𝐹𝑡𝑗 is the target road load at reference speed vj, Nm;

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𝐴∗𝑑 , 𝐵𝑑∗ and 𝐶𝑑∗ are the new chassis dynamometer setting coefficients;

r’ is the dynamic radius of the tyre on the chassis dynamometer

obtained at 80 km/h, m.

Paragraphs 8.2.2. and 8.2.3. of this annex shall be repeated until the tolerance
in paragraph 8.2.3.2. of this annex is met.

8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer
load setting shall be recorded when the requirement of paragraph 8.2.3.2. of
this annex is fulfilled.

8.2.4. Transforming running resistance coefficients to road load coefficients f0, f1, f2

8.2.4.1. If the vehicle does not coast down in a repeatable manner and a vehicle
coastdown mode according to paragraph 4.2.1.8.5. of this annex is not feasible,
the coefficients f0, f1 and f2 in the road load equation shall be calculated using
the equations in paragraph 8.2.4.1.1. of this annex. In any other case, the
procedure described in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this annex
shall be performed.

8.2.4.1.1. 𝑐0
𝑓0 = × 1.02
𝑟
𝑐1
𝑓1 = × 1.02
𝑟
𝑐2
𝑓2 = × 1.02
𝑟
where:

c0, c1, c2 are the running resistance coefficients determined in

paragraph 4.4.4. of this annex, Nm, Nm/(km/h), Nm/(km/h)²;

r is the dynamic tyre radius of the vehicle with which the running
resistance was determined, m;

1.02 is an approximate coefficient compensating for drivetrain losses.

8.2.4.1.2. The determined f0, f1, f2 values shall not be used for a chassis dynamometer
setting or any emission or range testing. They shall be used only in the
following cases:

(a) Determination of downscaling, paragraph 8. of Annex B1;

(b) Determination of gearshift points, Annex B2;

(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3 of Annex B7;

(d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4.

of Annex B8.

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𝐴∗𝑑 , 𝐵𝑑∗ and 𝐶𝑑∗ are the new chassis dynamometer setting coefficients;

r’ is the dynamic radius of the tyre on the chassis dynamometer

obtained at 80 km/h, m.

Paragraphs 8.2.2. and 8.2.3. of this annex shall be repeated until the tolerance
in paragraph 8.2.3.2. of this annex is met.

8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer
load setting shall be recorded when the requirement of paragraph 8.2.3.2. of
this annex is fulfilled.

8.2.4. Transforming running resistance coefficients to road load coefficients f0, f1, f2

8.2.4.1. If the vehicle does not coast down in a repeatable manner and a vehicle
coastdown mode according to paragraph 4.2.1.8.5. of this annex is not feasible,
the coefficients f0, f1 and f2 in the road load equation shall be calculated using
the equations in paragraph 8.2.4.1.1. of this annex. In any other case, the
procedure described in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this annex
shall be performed.

8.2.4.1.1. 𝑐0
𝑓0 = × 1.02
𝑟
𝑐1
𝑓1 = × 1.02
𝑟
𝑐2
𝑓2 = × 1.02
𝑟
where:

c0, c1, c2 are the running resistance coefficients determined in

paragraph 4.4.4. of this annex, Nm, Nm/(km/h), Nm/(km/h)²;

r is the dynamic tyre radius of the vehicle with which the running
resistance was determined, m;

1.02 is an approximate coefficient compensating for drivetrain losses.

8.2.4.1.2. The determined f0, f1, f2 values shall not be used for a chassis dynamometer
setting or any emission or range testing. They shall be used only in the
following cases:

(a) Determination of downscaling, paragraph 8. of Annex B1;

(b) Determination of gearshift points, Annex B2;

(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3 of Annex B7;

(d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4.

of Annex B8.

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8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a
vehicle coastdown procedure shall be performed on the chassis dynamometer
as outlined in paragraph 4.3.1.3. of this annex. The coastdown times shall be
recorded.

8.2.4.3. The road load Fj at reference speed vj, N, shall be determined using the
following equation:

1 2 × ∆𝑣
𝐹𝑗 = × (𝑇𝑀 + 𝑚𝑟 ) ×
3.6 ∆𝑡𝑗

where:

Fj is the road load at reference speed vj, N;

TM is the test mass of the vehicle, kg;

mr is the equivalent effective mass of rotating components according to

paragraph 2.5.1. of this annex, kg;

∆v = 5 km/h

∆tj is the coastdown time corresponding to speed vj, s.

8.2.4.4. The coefficients f0, f1 and f2 in the road load equation shall be calculated with
a least squares regression analysis over the reference speed range.

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8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a
vehicle coastdown procedure shall be performed on the chassis dynamometer
as outlined in paragraph 4.3.1.3. of this annex. The coastdown times shall be
recorded.

8.2.4.3. The road load Fj at reference speed vj, N, shall be determined using the
following equation:

1 2 × ∆𝑣
𝐹𝑗 = × (𝑇𝑀 + 𝑚𝑟 ) ×
3.6 ∆𝑡𝑗

where:

Fj is the road load at reference speed vj, N;

TM is the test mass of the vehicle, kg;

mr is the equivalent effective mass of rotating components according to

paragraph 2.5.1. of this annex, kg;

∆v = 5 km/h

∆tj is the coastdown time corresponding to speed vj, s.

8.2.4.4. The coefficients f0, f1 and f2 in the road load equation shall be calculated with
a least squares regression analysis over the reference speed range.

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ANNEX B5

TEST EQUIPMENT AND CALIBRATIONS

1.0 Test bench specifications and settings

1.1. Cooling fan specifications

1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point
of the linear velocity of the air at the blower outlet shall be equal to the
corresponding roller speed above roller speeds of 5 km/h. The linear velocity of
the air at the blower outlet shall be within ±5 km/h or ±10 per cent of the
corresponding roller speed, whichever is greater.

1.1.2. The above-mentioned air velocity shall be determined as an averaged value of a

number of measuring points that:

(a) For fans with rectangular outlets, are located at the centre of each rectangle
dividing the whole of the fan outlet into 9 areas (dividing both horizontal
and vertical sides of the fan outlet into 3 equal parts). The centre area shall
not be measured (as shown in Figure A5/1);

Figure A5/1

Fan with rectangular outlet

(b) For fans with circular outlets, the outlet shall be divided into 8 equal
sectors by vertical, horizontal and 45° lines. The measurement points shall
lie on the radial centre line of each sector (22.5°) at two-thirds of the outlet
radius (as shown in Figure A5/2).

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ANNEX B5

TEST EQUIPMENT AND CALIBRATIONS

1.0 Test bench specifications and settings

1.1. Cooling fan specifications

1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point
of the linear velocity of the air at the blower outlet shall be equal to the
corresponding roller speed above roller speeds of 5 km/h. The linear velocity of
the air at the blower outlet shall be within ±5 km/h or ±10 per cent of the
corresponding roller speed, whichever is greater.

1.1.2. The above-mentioned air velocity shall be determined as an averaged value of a

number of measuring points that:

(a) For fans with rectangular outlets, are located at the centre of each rectangle
dividing the whole of the fan outlet into 9 areas (dividing both horizontal
and vertical sides of the fan outlet into 3 equal parts). The centre area shall
not be measured (as shown in Figure A5/1);

Figure A5/1

Fan with rectangular outlet

(b) For fans with circular outlets, the outlet shall be divided into 8 equal
sectors by vertical, horizontal and 45° lines. The measurement points shall
lie on the radial centre line of each sector (22.5°) at two-thirds of the outlet
radius (as shown in Figure A5/2).

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Figure A5/2

Fan with circular outlet

These measurements shall be made with no vehicle or other obstruction in

front of the fan. The device used to measure the linear velocity of the air shall
be located between 0 and 20 cm from the air outlet.

1.1.3. The outlet of the fan shall have the following characteristics:

(a) An area of at least 0.3 m2; and

(b) A width/diameter of at least 0.8 metre.

1.1.4. The position of the fan shall be as follows:

(a) Height of the lower edge above ground: approximately 20 cm;

(b) Distance from the front of the vehicle: approximately 30 cm;

(c) Approximately on the longitudinal centreline of the vehicle.

1.1.5. At the request of the manufacturer and if considered appropriate by the Test
Agency, the height, lateral position and distance from the vehicle of the
cooling fan may be modified.

If the specified fan configuration is impractical for special vehicle designs,

such as vehicles with rear-mounted engines or side air intakes, or it does not
provide adequate cooling to properly represent in-use operation, at the request
of the manufacturer and if considered appropriate by the Test Agency, the
height, capacity, longitudinal and lateral position of the cooling fan may be
modified and additional fans which may have different specifications
(including constant speed fans) may be used.

1.1.6. In the cases described in paragraph 1.1.5. of this annex, the position and
capacity of the cooling fan(s) and details of the justification supplied to the
Test Agency shall be recorded. For any subsequent testing, similar positions

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Figure A5/2

Fan with circular outlet

These measurements shall be made with no vehicle or other obstruction in

front of the fan. The device used to measure the linear velocity of the air shall
be located between 0 and 20 cm from the air outlet.

1.1.3. The outlet of the fan shall have the following characteristics:

(a) An area of at least 0.3 m2; and

(b) A width/diameter of at least 0.8 metre.

1.1.4. The position of the fan shall be as follows:

(a) Height of the lower edge above ground: approximately 20 cm;

(b) Distance from the front of the vehicle: approximately 30 cm;

(c) Approximately on the longitudinal centreline of the vehicle.

1.1.5. At the request of the manufacturer and if considered appropriate by the Test
Agency, the height, lateral position and distance from the vehicle of the
cooling fan may be modified.

If the specified fan configuration is impractical for special vehicle designs,

such as vehicles with rear-mounted engines or side air intakes, or it does not
provide adequate cooling to properly represent in-use operation, at the request
of the manufacturer and if considered appropriate by the Test Agency, the
height, capacity, longitudinal and lateral position of the cooling fan may be
modified and additional fans which may have different specifications
(including constant speed fans) may be used.

1.1.6. In the cases described in paragraph 1.1.5. of this annex, the position and
capacity of the cooling fan(s) and details of the justification supplied to the
Test Agency shall be recorded. For any subsequent testing, similar positions

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and specifications shall be used in consideration of the justification to avoid

non-representative cooling characteristics.

2.0 Chassis dynamometer

2.1. General requirements

2.1.1. The dynamometer shall be capable of simulating road load with three road
load coefficients that can be adjusted to shape the load curve.

2.1.2. The chassis dynamometer may have a single or twin-roller configuration. In

the case that twin-roller chassis dynamometers are used, the rollers shall be
permanently coupled or the front roller shall drive, directly or indirectly, any
inertial masses and the power absorption device.

2.2. Specific requirements

The following specific requirements relate to the dynamometer

manufacturer's specifications.

2.2.1. The roller run-out shall be less than 0.25 mm at all measured locations.

2.2.2. The roller diameter shall be within ±1.0 mm of the specified nominal value at
all measurement locations.

2.2.3. The dynamometer shall have a time measurement system for use in
determining acceleration rates and for measuring vehicle/dynamometer
coastdown times. This time measurement system shall not exceed an accuracy
of ±0.001 per cent after at least 1,000 seconds of operation. This shall be
verified upon initial installation.

2.2.4. The dynamometer shall have a speed measurement system with an accuracy
of at least ±0.080 km/h. This shall be verified upon initial installation.

2.2.5. The dynamometer shall have a response time (90 per cent response to a
tractive effort step change) of less than 100 ms with instantaneous
accelerations that are at least 3 m/s2. This shall be verified upon initial
installation and after major maintenance.

2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer
manufacturer and shall be confirmed to within 0.5 per cent or 7.5 kg
whichever is the greater for each measured base inertia and ±0.2 per cent
relative to any arithmetic average value by dynamic derivation from trials at
constant acceleration, deceleration and force.

2.2.7. Roller speed shall be measured at a frequency of not less than 10 Hz.

2.3. Additional specific requirements for a chassis dynamometer in 4WD

operation

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and specifications shall be used in consideration of the justification to avoid

non-representative cooling characteristics.

2.0 Chassis dynamometer

2.1. General requirements

2.1.1. The dynamometer shall be capable of simulating road load with three road
load coefficients that can be adjusted to shape the load curve.

2.1.2. The chassis dynamometer may have a single or twin-roller configuration. In

the case that twin-roller chassis dynamometers are used, the rollers shall be
permanently coupled or the front roller shall drive, directly or indirectly, any
inertial masses and the power absorption device.

2.2. Specific requirements

The following specific requirements relate to the dynamometer

manufacturer's specifications.

2.2.1. The roller run-out shall be less than 0.25 mm at all measured locations.

2.2.2. The roller diameter shall be within ±1.0 mm of the specified nominal value at
all measurement locations.

2.2.3. The dynamometer shall have a time measurement system for use in
determining acceleration rates and for measuring vehicle/dynamometer
coastdown times. This time measurement system shall not exceed an accuracy
of ±0.001 per cent after at least 1,000 seconds of operation. This shall be
verified upon initial installation.

2.2.4. The dynamometer shall have a speed measurement system with an accuracy
of at least ±0.080 km/h. This shall be verified upon initial installation.

2.2.5. The dynamometer shall have a response time (90 per cent response to a
tractive effort step change) of less than 100 ms with instantaneous
accelerations that are at least 3 m/s2. This shall be verified upon initial
installation and after major maintenance.

2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer
manufacturer and shall be confirmed to within 0.5 per cent or 7.5 kg
whichever is the greater for each measured base inertia and ±0.2 per cent
relative to any arithmetic average value by dynamic derivation from trials at
constant acceleration, deceleration and force.

2.2.7. Roller speed shall be measured at a frequency of not less than 10 Hz.

2.3. Additional specific requirements for a chassis dynamometer in 4WD

operation

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2.3.1. For testing in 4WD operation, the chassis dynamometer shall have a single
roller configuration. The 4WD control system shall be designed such that the
following requirements are fulfilled when tested with a vehicle driven over
the WLTC.

2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD
operation reproduces the same proportioning of forces as would be
encountered when driving the vehicle on a smooth, dry, level road surface.

2.3.1.2. Upon initial installation and after major maintenance, the requirements of
paragraph 2.3.1.2.1. of this annex and of either paragraph 2.3.1.2.2. or
2.3.1.2.3. of this annex shall be satisfied. The speed difference between the
front and rear rollers shall be assessed by applying a 1 second moving average
filter to roller speed data acquired at a minimum frequency of 20 Hz.

2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less
than 0.2 per cent of the distance driven over the WLTC. The absolute number
shall be integrated for the calculation of the total difference in distance over
the WLTC.

2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less
than 0.1 m in any 200 ms time period.

2.3.1.2.3. The speed difference of all roller speeds shall be within ±0.16 km/h.

2.3.2. Vehicle restraint system for single roller chassis dynamometers

2.3.2.1. Vertical force

In addition to the requirement of paragraph 7.3.3.1.3. of Annex B4, the

restraint system shall be designed so that the vertical force imposed to the
vehicle is minimised and is the same during the chassis dynamometer setting
and all tests. This criteria is fulfilled, if either the restraint system is designed
such that it cannot impose any different vertical force, or if a procedure to
demonstrate how this requirement can be met is agreed between the Test
Agency and the manufacturer.

2.3.2.2. Restraint stiffness

The restraint system shall exhibit sufficient stiffness in order to minimize any
movements and rotations. Only limited movements along the z-axis and
rotations over the y-axis are allowed to avoid non-negligible effects towards
the test results and to fulfil the requirements of paragraph 2.3.2.1. of this
annex.

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2.3.1. For testing in 4WD operation, the chassis dynamometer shall have a single
roller configuration. The 4WD control system shall be designed such that the
following requirements are fulfilled when tested with a vehicle driven over
the WLTC.

2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD
operation reproduces the same proportioning of forces as would be
encountered when driving the vehicle on a smooth, dry, level road surface.

2.3.1.2. Upon initial installation and after major maintenance, the requirements of
paragraph 2.3.1.2.1. of this annex and of either paragraph 2.3.1.2.2. or
2.3.1.2.3. of this annex shall be satisfied. The speed difference between the
front and rear rollers shall be assessed by applying a 1 second moving average
filter to roller speed data acquired at a minimum frequency of 20 Hz.

2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less
than 0.2 per cent of the distance driven over the WLTC. The absolute number
shall be integrated for the calculation of the total difference in distance over
the WLTC.

2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less
than 0.1 m in any 200 ms time period.

2.3.1.2.3. The speed difference of all roller speeds shall be within ±0.16 km/h.

2.3.2. Vehicle restraint system for single roller chassis dynamometers

2.3.2.1. Vertical force

In addition to the requirement of paragraph 7.3.3.1.3. of Annex B4, the

restraint system shall be designed so that the vertical force imposed to the
vehicle is minimised and is the same during the chassis dynamometer setting
and all tests. This criteria is fulfilled, if either the restraint system is designed
such that it cannot impose any different vertical force, or if a procedure to
demonstrate how this requirement can be met is agreed between the Test
Agency and the manufacturer.

2.3.2.2. Restraint stiffness

The restraint system shall exhibit sufficient stiffness in order to minimize any
movements and rotations. Only limited movements along the z-axis and
rotations over the y-axis are allowed to avoid non-negligible effects towards
the test results and to fulfil the requirements of paragraph 2.3.2.1. of this
annex.

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2.4. Chassis dynamometer calibration

2.4.1. Force measurement system

The accuracy of the force transducer shall be at least ±10 N for all measured
increments. This shall be verified upon initial installation, after major
maintenance and within 370 days before testing.

2.4.2. Dynamometer parasitic loss calibration

The dynamometer's parasitic losses shall be measured and updated if any

measured value differs from the current loss curve by more than 9.0 N. This
shall be verified upon initial installation, after major maintenance and within
35 days before testing.

2.4.3. Verification of road load simulation without a vehicle

The dynamometer performance shall be verified by performing an unloaded

coastdown test upon initial installation, after major maintenance, and within
7 days before testing. The arithmetic average coastdown force error shall be
less than 10 N or 2 per cent, whichever is greater, at each reference speed
point.

3.0 Exhaust gas dilution system

3.1. System specification

3.1.1. Overview

3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust
shall be continuously diluted with ambient air under controlled conditions
using a constant volume sampler. A critical flow venturi (CFV) or multiple
critical flow venturis arranged in parallel, a positive displacement pump
(PDP), a subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be
used. The total volume of the mixture of exhaust and dilution air shall be
measured and a continuously proportional sample of the volume shall be
collected for analysis. The quantities of exhaust gas compounds shall be
determined from the sample concentrations, corrected for their respective
content of the dilution air and the totalised flow over the test period.

3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing
device and dilution tunnel, dilution air conditioning, a suction device and a
flow measurement device. Sampling probes shall be fitted in the dilution
tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this annex.

3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this annex shall be a
vessel such as that illustrated in Figure A5/3 in which vehicle exhaust gases
and the dilution air are combined so as to produce a homogeneous mixture at
the sampling position.

3.2. General requirements

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2.4. Chassis dynamometer calibration

2.4.1. Force measurement system

The accuracy of the force transducer shall be at least ±10 N for all measured
increments. This shall be verified upon initial installation, after major
maintenance and within 370 days before testing.

2.4.2. Dynamometer parasitic loss calibration

The dynamometer's parasitic losses shall be measured and updated if any

measured value differs from the current loss curve by more than 9.0 N. This
shall be verified upon initial installation, after major maintenance and within
35 days before testing.

2.4.3. Verification of road load simulation without a vehicle

The dynamometer performance shall be verified by performing an unloaded

coastdown test upon initial installation, after major maintenance, and within
7 days before testing. The arithmetic average coastdown force error shall be
less than 10 N or 2 per cent, whichever is greater, at each reference speed
point.

3.0 Exhaust gas dilution system

3.1. System specification

3.1.1. Overview

3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust
shall be continuously diluted with ambient air under controlled conditions
using a constant volume sampler. A critical flow venturi (CFV) or multiple
critical flow venturis arranged in parallel, a positive displacement pump
(PDP), a subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be
used. The total volume of the mixture of exhaust and dilution air shall be
measured and a continuously proportional sample of the volume shall be
collected for analysis. The quantities of exhaust gas compounds shall be
determined from the sample concentrations, corrected for their respective
content of the dilution air and the totalised flow over the test period.

3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing
device and dilution tunnel, dilution air conditioning, a suction device and a
flow measurement device. Sampling probes shall be fitted in the dilution
tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this annex.

3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this annex shall be a
vessel such as that illustrated in Figure A5/3 in which vehicle exhaust gases
and the dilution air are combined so as to produce a homogeneous mixture at
the sampling position.

3.2. General requirements

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3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient
air to prevent any water condensation in the sampling and measuring system
at all conditions that may occur during a test.

3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where
the sampling probes are located (see paragraph 3.3.3. of this annex). The
sampling probes shall extract representative samples of the diluted exhaust
gas.

3.2.3. The system shall enable the total volume of the diluted exhaust gases to be
measured.

3.2.4. The sampling system shall be gas-tight. The design of the variable dilution
sampling system and the materials used in its construction shall be such that
the concentration of any compound in the diluted exhaust gases is not affected.
If any component in the system (heat exchanger, cyclone separator, suction
device, etc.) changes the concentration of any of the exhaust gas compounds
and the systematic error cannot be corrected, sampling for that compound
shall be carried out upstream from that component.

3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall
be designed to minimise deposition or alteration of the particulate or particles.
All parts shall be made of electrically conductive materials that do not react
with exhaust gas components, and shall be electrically grounded to prevent
electrostatic effects.

3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several
branches, the connecting tubes shall be connected as near as possible to the
vehicle without adversely affecting their operation.

3.3. Specific requirements

3.3.1. Connection to vehicle exhaust

3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the
connecting tube is the sample point, or first point of dilution.

For multiple tailpipe configurations where all the tailpipes are combined, the
start of the connecting tube shall be taken at the last joint of where all the
tailpipes are combined. In this case, the tube between the exit of the tailpipe
and the start of the connecting tube may or may not be insulated or heated.

3.3.1.2. The connecting tube between the vehicle and dilution system shall be
designed so as to minimize heat loss.

3.3.1.3. The connecting tube shall satisfy the following requirements:

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3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient
air to prevent any water condensation in the sampling and measuring system
at all conditions that may occur during a test.

3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where
the sampling probes are located (see paragraph 3.3.3. of this annex). The
sampling probes shall extract representative samples of the diluted exhaust
gas.

3.2.3. The system shall enable the total volume of the diluted exhaust gases to be
measured.

3.2.4. The sampling system shall be gas-tight. The design of the variable dilution
sampling system and the materials used in its construction shall be such that
the concentration of any compound in the diluted exhaust gases is not affected.
If any component in the system (heat exchanger, cyclone separator, suction
device, etc.) changes the concentration of any of the exhaust gas compounds
and the systematic error cannot be corrected, sampling for that compound
shall be carried out upstream from that component.

3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall
be designed to minimise deposition or alteration of the particulate or particles.
All parts shall be made of electrically conductive materials that do not react
with exhaust gas components, and shall be electrically grounded to prevent
electrostatic effects.

3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several
branches, the connecting tubes shall be connected as near as possible to the
vehicle without adversely affecting their operation.

3.3. Specific requirements

3.3.1. Connection to vehicle exhaust

3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the
connecting tube is the sample point, or first point of dilution.

For multiple tailpipe configurations where all the tailpipes are combined, the
start of the connecting tube shall be taken at the last joint of where all the
tailpipes are combined. In this case, the tube between the exit of the tailpipe
and the start of the connecting tube may or may not be insulated or heated.

3.3.1.2. The connecting tube between the vehicle and dilution system shall be
designed so as to minimize heat loss.

3.3.1.3. The connecting tube shall satisfy the following requirements:

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(a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-
insulated. Its internal diameter shall not exceed 105 mm; the insulating
materials shall have a thickness of at least 25 mm and thermal
conductivity shall not exceed 0.1 W/m-1K-1 at 400 °C. Optionally, the
tube may be heated to a temperature above the dew point. This may
be assumed to be achieved if the tube is heated to 70 °C;

(b) Not cause the static pressure at the exhaust outlets on the vehicle
being tested to differ by more than 0.75 kPa at 50 km/h, or more
than 1.25 kPa for the duration of the test from the static pressures
recorded when nothing is connected to the vehicle exhaust pipes. The
pressure shall be measured in the exhaust outlet or in an extension
having the same diameter and as near as possible to the end of the
tailpipe. Sampling systems capable of maintaining the static pressure
to within 0.25 kPa may be used if a written request from a
manufacturer to the Test Agency substantiates the need for the tighter
tolerance;

(c) No component of the connecting tube shall be of a material that

might affect the gaseous or solid composition of the exhaust gas. To
avoid generation of any particles from elastomer connectors,
elastomers employed shall be as thermally stable as possible and
have minimum exposure to the exhaust gas. It is recommended not
to use elastomer connectors to bridge the connection between the
vehicle exhaust and the connecting tube.

3.3.2. Dilution air conditioning

3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel
shall pass through a medium capable of reducing particles of the most
penetrating particle size in the filter material by ≤ 99.95 per cent, or through
a filter of at least Class H13 of EN 1822:2009. This represents the
specification of High Efficiency Particulate Air (HEPA) filters. The dilution
air may optionally be charcoal-scrubbed before being passed to the HEPA
filter. It is recommended that an additional coarse particle filter be situated
before the HEPA filter and after the charcoal scrubber, if used.

3.3.2.2. At the vehicle manufacturer's request, the dilution air may be sampled
according to good engineering practice to determine the tunnel contribution
to background particulate and, if PN measurement is required particle levels,
which can be subsequently subtracted from the values measured in the diluted
exhaust. See paragraph 2.1.3. of Annex B6.

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(a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-
insulated. Its internal diameter shall not exceed 105 mm; the insulating
materials shall have a thickness of at least 25 mm and thermal
conductivity shall not exceed 0.1 W/m-1K-1 at 400 °C. Optionally, the
tube may be heated to a temperature above the dew point. This may
be assumed to be achieved if the tube is heated to 70 °C;

(b) Not cause the static pressure at the exhaust outlets on the vehicle
being tested to differ by more than 0.75 kPa at 50 km/h, or more
than 1.25 kPa for the duration of the test from the static pressures
recorded when nothing is connected to the vehicle exhaust pipes. The
pressure shall be measured in the exhaust outlet or in an extension
having the same diameter and as near as possible to the end of the
tailpipe. Sampling systems capable of maintaining the static pressure
to within 0.25 kPa may be used if a written request from a
manufacturer to the Test Agency substantiates the need for the tighter
tolerance;

(c) No component of the connecting tube shall be of a material that

might affect the gaseous or solid composition of the exhaust gas. To
avoid generation of any particles from elastomer connectors,
elastomers employed shall be as thermally stable as possible and
have minimum exposure to the exhaust gas. It is recommended not
to use elastomer connectors to bridge the connection between the
vehicle exhaust and the connecting tube.

3.3.2. Dilution air conditioning

3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel
shall pass through a medium capable of reducing particles of the most
penetrating particle size in the filter material by ≤ 99.95 per cent, or through
a filter of at least Class H13 of EN 1822:2009. This represents the
specification of High Efficiency Particulate Air (HEPA) filters. The dilution
air may optionally be charcoal-scrubbed before being passed to the HEPA
filter. It is recommended that an additional coarse particle filter be situated
before the HEPA filter and after the charcoal scrubber, if used.

3.3.2.2. At the vehicle manufacturer's request, the dilution air may be sampled
according to good engineering practice to determine the tunnel contribution
to background particulate and, if PN measurement is required particle levels,
which can be subsequently subtracted from the values measured in the diluted
exhaust. See paragraph 2.1.3. of Annex B6.

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3.3.3. Dilution tunnel

3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to
be mixed. A mixing device may be used.

3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the
sampling probe shall not vary by more than ±2 per cent from the arithmetic
average of the values obtained for at least five points located at equal intervals
on the diameter of the gas stream.

3.3.3.3. For PM and PN (if PN measurement is required) emissions sampling, a

dilution tunnel shall be used that:

(a) Consists of a straight tube of electrically-conductive material that is

grounded;

(b) Causes turbulent flow (Reynolds number  4,000) and be of

sufficient length to cause complete mixing of the exhaust and
dilution air;

(c) Is at least 200 mm in diameter;

(d) May be insulated and/or heated.

3.3.4. Suction device

3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to
prevent any water condensation. This result is obtained if the flow is either:

(a) Twice as high as the maximum flow of exhaust gas produced by

accelerations of the driving cycle; or

(b) Sufficient to ensure that the CO2 concentration in the dilute exhaust
sample bag is less than 3 per cent by volume for petrol and diesel,
less than 2.2 per cent by volume for LPG and less than 1.5 per cent
by volume for NG/biomethane.

3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this annex may not
be necessary if the CVS system is designed to inhibit condensation by such
techniques, or combination of techniques, as:

(a) Reducing water content in the dilution air (dilution air

dehumidification);

(b) Heating of the CVS dilution air and of all components up to the
diluted exhaust flow measurement device and, optionally, the bag
sampling system including the sample bags and also the system for
the measurement of the bag concentrations.

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3.3.3. Dilution tunnel

3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to
be mixed. A mixing device may be used.

3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the
sampling probe shall not vary by more than ±2 per cent from the arithmetic
average of the values obtained for at least five points located at equal intervals
on the diameter of the gas stream.

3.3.3.3. For PM and PN (if PN measurement is required) emissions sampling, a

dilution tunnel shall be used that:

(a) Consists of a straight tube of electrically-conductive material that is

grounded;

(b) Causes turbulent flow (Reynolds number  4,000) and be of

sufficient length to cause complete mixing of the exhaust and
dilution air;

(c) Is at least 200 mm in diameter;

(d) May be insulated and/or heated.

3.3.4. Suction device

3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to
prevent any water condensation. This result is obtained if the flow is either:

(a) Twice as high as the maximum flow of exhaust gas produced by

accelerations of the driving cycle; or

(b) Sufficient to ensure that the CO2 concentration in the dilute exhaust
sample bag is less than 3 per cent by volume for petrol and diesel,
less than 2.2 per cent by volume for LPG and less than 1.5 per cent
by volume for NG/biomethane.

3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this annex may not
be necessary if the CVS system is designed to inhibit condensation by such
techniques, or combination of techniques, as:

(a) Reducing water content in the dilution air (dilution air

dehumidification);

(b) Heating of the CVS dilution air and of all components up to the
diluted exhaust flow measurement device and, optionally, the bag
sampling system including the sample bags and also the system for
the measurement of the bag concentrations.

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In such cases, the selection of the CVS flow rate for the test shall be justified
by showing that condensation of water cannot occur at any point within the
CVS, bag sampling or analytical system.

3.3.5. Volume measurement in the primary dilution system

3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the
constant volume sampler shall be such that measurement is accurate to
±2 per cent under all operating conditions. If the device cannot compensate
for variations in the temperature of the mixture of exhaust gases and dilution
air at the measuring point, a heat exchanger shall be used to maintain the
temperature to within ±6 °C of the specified operating temperature for a PDP
CVS, ±11 °C for a CFV CVS, ±6 °C for a UFM CVS, and ±11 °C for an SSV
CVS.

3.3.5.2. If necessary, some form of protection for the volume measuring device may
be used e.g. a cyclone separator, bulk stream filter, etc.

3.3.5.3. A temperature sensor shall be installed immediately before the volume

measuring device. This temperature sensor shall have an accuracy of ±1 °C
and a response time of 1 second or less at 62 per cent of a given temperature
variation (value measured in water or silicone oil).

3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be

taken upstream from and, if necessary, downstream from the volume
measuring device.

3.3.5.5. The pressure measurements shall have a precision and an accuracy of

±0.4 kPa during the test. See Table A5/5.

3.3.6. Recommended system description

Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the
requirements of this annex.

The following components are recommended:

(a) A dilution air filter, which may be pre-heated if necessary. This filter
shall consist of the following filters in sequence: an optional activated
charcoal filter (inlet side), and a HEPA filter (outlet side). It is
recommended that an additional coarse particle filter be situated before
the HEPA filter and after the charcoal filter, if used. The purpose of
the charcoal filter is to reduce and stabilize the hydrocarbon
concentrations of ambient emissions in the dilution air;

(b) A connecting tube by which vehicle exhaust is admitted into a dilution

tunnel;

(c) An optional heat exchanger as described in paragraph 3.3.5.1. of this

annex;

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In such cases, the selection of the CVS flow rate for the test shall be justified
by showing that condensation of water cannot occur at any point within the
CVS, bag sampling or analytical system.

3.3.5. Volume measurement in the primary dilution system

3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the
constant volume sampler shall be such that measurement is accurate to
±2 per cent under all operating conditions. If the device cannot compensate
for variations in the temperature of the mixture of exhaust gases and dilution
air at the measuring point, a heat exchanger shall be used to maintain the
temperature to within ±6 °C of the specified operating temperature for a PDP
CVS, ±11 °C for a CFV CVS, ±6 °C for a UFM CVS, and ±11 °C for an SSV
CVS.

3.3.5.2. If necessary, some form of protection for the volume measuring device may
be used e.g. a cyclone separator, bulk stream filter, etc.

3.3.5.3. A temperature sensor shall be installed immediately before the volume

measuring device. This temperature sensor shall have an accuracy of ±1 °C
and a response time of 1 second or less at 62 per cent of a given temperature
variation (value measured in water or silicone oil).

3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be

taken upstream from and, if necessary, downstream from the volume
measuring device.

3.3.5.5. The pressure measurements shall have a precision and an accuracy of

±0.4 kPa during the test. See Table A5/5.

3.3.6. Recommended system description

Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the
requirements of this annex.

The following components are recommended:

(a) A dilution air filter, which may be pre-heated if necessary. This filter
shall consist of the following filters in sequence: an optional activated
charcoal filter (inlet side), and a HEPA filter (outlet side). It is
recommended that an additional coarse particle filter be situated before
the HEPA filter and after the charcoal filter, if used. The purpose of
the charcoal filter is to reduce and stabilize the hydrocarbon
concentrations of ambient emissions in the dilution air;

(b) A connecting tube by which vehicle exhaust is admitted into a dilution

tunnel;

(c) An optional heat exchanger as described in paragraph 3.3.5.1. of this

annex;

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(d) A mixing device in which exhaust gas and dilution air are mixed
homogeneously, and which may be located close to the vehicle so that
the length of the connecting tube is minimized;

(e) A dilution tunnel from which particulate and, if applicable, particles

are sampled;

(f) Some form of protection for the measurement system may be used e.g.
a cyclone separator, bulk stream filter, etc.;

(g) A suction device of sufficient capacity to handle the total volume of

diluted exhaust gas.

Exact conformity with these figures is not essential. Additional components

such as instruments, valves, solenoids and switches may be used to provide
additional information and co-ordinate the functions of the component
system.

Figure A5/3

Exhaust dilution system

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(d) A mixing device in which exhaust gas and dilution air are mixed
homogeneously, and which may be located close to the vehicle so that
the length of the connecting tube is minimized;

(e) A dilution tunnel from which particulate and, if applicable, particles

are sampled;

(f) Some form of protection for the measurement system may be used e.g.
a cyclone separator, bulk stream filter, etc.;

(g) A suction device of sufficient capacity to handle the total volume of

diluted exhaust gas.

Exact conformity with these figures is not essential. Additional components

such as instruments, valves, solenoids and switches may be used to provide
additional information and co-ordinate the functions of the component
system.

Figure A5/3

Exhaust dilution system

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3.3.6.1. Positive displacement pump (PDP)

A positive displacement pump (PDP) full flow exhaust dilution system

satisfies the requirements of this annex by metering the flow of gas through
the pump at constant temperature and pressure. The total volume is measured
by counting the revolutions made by the calibrated positive displacement
pump. The proportional sample is achieved by sampling with pump, flow
meter and flow control valve at a constant flow rate.

3.3.6.2. Critical flow venturi (CFV)

3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the
principles of flow mechanics for critical flow. The variable mixture flow rate
of dilution and exhaust gas is maintained at sonic velocity that is directly
proportional to the square root of the gas temperature. Flow is continually
monitored, computed and integrated throughout the test.

3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality
of the gas samples taken from the dilution tunnel. As both pressure and
temperature are equal at the two venturi inlets, the volume of the gas flow
diverted for sampling is proportional to the total volume of diluted exhaust gas
mixture produced, and thus the requirements of this annex are fulfilled.

3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas.

3.3.6.3. Subsonic flow venturi (SSV)

3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is
based on the principles of flow mechanics. The variable mixture flow rate of
dilution and exhaust gas is maintained at a subsonic velocity that is calculated
from the physical dimensions of the subsonic venturi and measurement of the
absolute temperature (T) and pressure (P) at the venturi inlet and the pressure
in the throat of the venturi. Flow is continually monitored, computed and
integrated throughout the test.

3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.

Figure A5/4

Schematic of a subsonic venturi tube (SSV)

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 Draft AIS 175 / Final Draft
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3.3.6.1. Positive displacement pump (PDP)

A positive displacement pump (PDP) full flow exhaust dilution system

satisfies the requirements of this annex by metering the flow of gas through
the pump at constant temperature and pressure. The total volume is measured
by counting the revolutions made by the calibrated positive displacement
pump. The proportional sample is achieved by sampling with pump, flow
meter and flow control valve at a constant flow rate.

3.3.6.2. Critical flow venturi (CFV)

3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the
principles of flow mechanics for critical flow. The variable mixture flow rate
of dilution and exhaust gas is maintained at sonic velocity that is directly
proportional to the square root of the gas temperature. Flow is continually
monitored, computed and integrated throughout the test.

3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality
of the gas samples taken from the dilution tunnel. As both pressure and
temperature are equal at the two venturi inlets, the volume of the gas flow
diverted for sampling is proportional to the total volume of diluted exhaust gas
mixture produced, and thus the requirements of this annex are fulfilled.

3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas.

3.3.6.3. Subsonic flow venturi (SSV)

3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is
based on the principles of flow mechanics. The variable mixture flow rate of
dilution and exhaust gas is maintained at a subsonic velocity that is calculated
from the physical dimensions of the subsonic venturi and measurement of the
absolute temperature (T) and pressure (P) at the venturi inlet and the pressure
in the throat of the venturi. Flow is continually monitored, computed and
integrated throughout the test.

3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.

Figure A5/4

Schematic of a subsonic venturi tube (SSV)

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3.3.6.4. Ultrasonic flow meter (UFM)

3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping
using the principle of ultrasonic flow detection by means of a pair, or multiple
pairs, of ultrasonic transmitters/receivers mounted within the pipe as in
Figure A5/5. The velocity of the flowing gas is determined by the difference
in the time required for the ultrasonic signal to travel from transmitter to
receiver in the upstream direction and the downstream direction. The gas
velocity is converted to standard volumetric flow using a calibration factor
for the tube diameter with real time corrections for the diluted exhaust
temperature and absolute pressure.

3.3.6.4.2. Components of the system include:

(a) A suction device fitted with speed control, flow valve or other method for
setting the CVS flow rate and also for maintaining constant volumetric
flow at standard conditions;

(b) A UFM;

(c) Temperature and pressure measurement devices, T and P, required for

flow correction;

(d) An optional heat exchanger for controlling the temperature of the diluted
exhaust to the UFM. If installed, the heat exchanger shall be capable of
controlling the temperature of the diluted exhaust to that specified in
paragraph 3.3.5.1. of this annex. Throughout the test, the temperature of
the air/exhaust gas mixture measured at a point immediately upstream of
the suction device shall be within ±6 °C of the arithmetic average
operating temperature during the test.

Figure A5/5

Schematic of an ultrasonic flow meter (UFM)

3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type
CVS:

(a) The velocity of the diluted exhaust gas shall provide a Reynolds number
higher than 4,000 in order to maintain a consistent turbulent flow before
the ultrasonic flow meter;

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3.3.6.4. Ultrasonic flow meter (UFM)

3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping
using the principle of ultrasonic flow detection by means of a pair, or multiple
pairs, of ultrasonic transmitters/receivers mounted within the pipe as in
Figure A5/5. The velocity of the flowing gas is determined by the difference
in the time required for the ultrasonic signal to travel from transmitter to
receiver in the upstream direction and the downstream direction. The gas
velocity is converted to standard volumetric flow using a calibration factor
for the tube diameter with real time corrections for the diluted exhaust
temperature and absolute pressure.

3.3.6.4.2. Components of the system include:

(a) A suction device fitted with speed control, flow valve or other method for
setting the CVS flow rate and also for maintaining constant volumetric
flow at standard conditions;

(b) A UFM;

(c) Temperature and pressure measurement devices, T and P, required for

flow correction;

(d) An optional heat exchanger for controlling the temperature of the diluted
exhaust to the UFM. If installed, the heat exchanger shall be capable of
controlling the temperature of the diluted exhaust to that specified in
paragraph 3.3.5.1. of this annex. Throughout the test, the temperature of
the air/exhaust gas mixture measured at a point immediately upstream of
the suction device shall be within ±6 °C of the arithmetic average
operating temperature during the test.

Figure A5/5

Schematic of an ultrasonic flow meter (UFM)

3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type
CVS:

(a) The velocity of the diluted exhaust gas shall provide a Reynolds number
higher than 4,000 in order to maintain a consistent turbulent flow before
the ultrasonic flow meter;

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(b) An ultrasonic flow meter shall be installed in a pipe of constant diameter

with a length of 10 times the internal diameter upstream and 5 times the
diameter downstream;

(c) A temperature sensor (T) for the diluted exhaust shall be installed
immediately before the ultrasonic flow meter. This sensor shall have an
accuracy of ±1 °C and a response time of 0.1 seconds at 62 per cent of a
given temperature variation (value measured in silicone oil);

(d) The absolute pressure (P) of the diluted exhaust shall be measured
immediately before the ultrasonic flow meter to within ±0.3 kPa;

(e) If a heat exchanger is not installed upstream of the ultrasonic flow meter,
the flow rate of the diluted exhaust, corrected to standard conditions, shall
be maintained at a constant level during the test. This may be achieved by
control of the suction device, flow valve or other method.

3.4. CVS calibration procedure

3.4.1. General requirements

3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a
restricting device and at the intervals listed in Table A5/4. The flow through
the system shall be measured at various pressure readings and the control
parameters of the system measured and related to the flows. The flow metering
device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine
meter) shall be dynamic and suitable for the high flow rate encountered in
constant volume sampler testing. The device shall be of certified accuracy.

3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV
and UFM units using a laminar flow meter, which gives the required accuracy,
along with a statistical check on the calibration validity.

3.4.2. Calibration of a positive displacement pump (PDP)

3.4.2.1. The following calibration procedure outlines the equipment, the test
configuration and the various parameters that are measured to establish the
flow rate of the CVS pump. All the parameters related to the pump are
simultaneously measured with the parameters related to the flow meter that is
connected in series with the pump. The calculated flow rate (given in m3/min
at pump inlet for the measured absolute pressure and temperature) shall be
subsequently plotted versus a correlation function that includes the relevant
pump parameters. The linear equation that relates the pump flow and the
correlation function shall be subsequently determined. In the case that a CVS
has a multiple speed drive, a calibration for each range used shall be performed.

3.4.2.2. This calibration procedure is based on the measurement of the absolute values
of the pump and flow meter parameters relating the flow rate at each point. The
following conditions shall be maintained to ensure the accuracy and integrity
of the calibration curve:

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(b) An ultrasonic flow meter shall be installed in a pipe of constant diameter

with a length of 10 times the internal diameter upstream and 5 times the
diameter downstream;

(c) A temperature sensor (T) for the diluted exhaust shall be installed
immediately before the ultrasonic flow meter. This sensor shall have an
accuracy of ±1 °C and a response time of 0.1 seconds at 62 per cent of a
given temperature variation (value measured in silicone oil);

(d) The absolute pressure (P) of the diluted exhaust shall be measured
immediately before the ultrasonic flow meter to within ±0.3 kPa;

(e) If a heat exchanger is not installed upstream of the ultrasonic flow meter,
the flow rate of the diluted exhaust, corrected to standard conditions, shall
be maintained at a constant level during the test. This may be achieved by
control of the suction device, flow valve or other method.

3.4. CVS calibration procedure

3.4.1. General requirements

3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a
restricting device and at the intervals listed in Table A5/4. The flow through
the system shall be measured at various pressure readings and the control
parameters of the system measured and related to the flows. The flow metering
device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine
meter) shall be dynamic and suitable for the high flow rate encountered in
constant volume sampler testing. The device shall be of certified accuracy.

3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV
and UFM units using a laminar flow meter, which gives the required accuracy,
along with a statistical check on the calibration validity.

3.4.2. Calibration of a positive displacement pump (PDP)

3.4.2.1. The following calibration procedure outlines the equipment, the test
configuration and the various parameters that are measured to establish the
flow rate of the CVS pump. All the parameters related to the pump are
simultaneously measured with the parameters related to the flow meter that is
connected in series with the pump. The calculated flow rate (given in m3/min
at pump inlet for the measured absolute pressure and temperature) shall be
subsequently plotted versus a correlation function that includes the relevant
pump parameters. The linear equation that relates the pump flow and the
correlation function shall be subsequently determined. In the case that a CVS
has a multiple speed drive, a calibration for each range used shall be performed.

3.4.2.2. This calibration procedure is based on the measurement of the absolute values
of the pump and flow meter parameters relating the flow rate at each point. The
following conditions shall be maintained to ensure the accuracy and integrity
of the calibration curve:

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3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at
the external piping on the pump inlet and outlet. Pressure taps that are mounted
at the top centre and bottom centre of the pump drive head plate are exposed
to the actual pump cavity pressures, and therefore reflect the absolute pressure
differentials.

3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar
flow meter is sensitive to inlet temperature oscillations that cause data points
to be scattered. Gradual changes of ±1 °C in temperature are acceptable as long
as they occur over a period of several minutes.

3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of
leakage.

3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used
to calculate the flow rate from the calibration equation.

3.4.2.4. Figure A5/6 of this annex shows an example of a calibration set-up. Variations
are permissible, provided that the Test Agency approves them as being of
comparable accuracy. If the set-up shown in Figure A5/6 is used, the following
data shall be found within the limits of accuracy given:

Barometric pressure (corrected), 𝑃𝑏 ±0.03 kPa

Ambient temperature, 𝑇 ±0.2 °C

Air temperature at LFE, ETI ±0.15 °C

Pressure depression upstream of LFE, EPI ±0.01 kPa

Pressure drop across the LFE matrix, EDP ±0.0015 kPa

Air temperature at CVS pump inlet, PTI ±0.2 °C

Air temperature at CVS pump outlet, PTO ±0.2 °C

Pressure depression at CVS pump inlet, PPI ±0.22 kPa

Pressure head at CVS pump outlet, PPO ±0.22 kPa

Pump revolutions during test period, 𝑛 ±1 min-1

Elapsed time for period (minimum 250 s), t ±0.1 s

Figure A5/6
PDP calibration configuration

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3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at
the external piping on the pump inlet and outlet. Pressure taps that are mounted
at the top centre and bottom centre of the pump drive head plate are exposed
to the actual pump cavity pressures, and therefore reflect the absolute pressure
differentials.

3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar
flow meter is sensitive to inlet temperature oscillations that cause data points
to be scattered. Gradual changes of ±1 °C in temperature are acceptable as long
as they occur over a period of several minutes.

3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of
leakage.

3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used
to calculate the flow rate from the calibration equation.

3.4.2.4. Figure A5/6 of this annex shows an example of a calibration set-up. Variations
are permissible, provided that the Test Agency approves them as being of
comparable accuracy. If the set-up shown in Figure A5/6 is used, the following
data shall be found within the limits of accuracy given:

Barometric pressure (corrected), 𝑃𝑏 ±0.03 kPa

Ambient temperature, 𝑇 ±0.2 °C

Air temperature at LFE, ETI ±0.15 °C

Pressure depression upstream of LFE, EPI ±0.01 kPa

Pressure drop across the LFE matrix, EDP ±0.0015 kPa

Air temperature at CVS pump inlet, PTI ±0.2 °C

Air temperature at CVS pump outlet, PTO ±0.2 °C

Pressure depression at CVS pump inlet, PPI ±0.22 kPa

Pressure head at CVS pump outlet, PPO ±0.22 kPa

Pump revolutions during test period, 𝑛 ±1 min-1

Elapsed time for period (minimum 250 s), t ±0.1 s

Figure A5/6
PDP calibration configuration

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3.4.2.5. After the system has been connected as shown in Figure A5/6, the variable
restrictor shall be set in the wide-open position and the CVS pump shall run
for 20 minutes before starting the calibration.

3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments
of pump inlet depression (about 1 kPa) that will yield a minimum of six data
points for the total calibration. The system shall be allowed to stabilize for
3 minutes before the data acquisition is repeated.

3.4.2.5.2. The air flow rate 𝑄𝑠 at each test point shall be calculated in standard m3/min
from the flow meter data using the manufacturer's prescribed method.

3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow 𝑉0 in m3/rev
at absolute pump inlet temperature and pressure.

𝑄𝑠 𝑇𝑝 101.325 𝑘𝑃𝑎
𝑉0 = × ×
𝑛 273.15 𝐾 𝑃𝑝

where:

𝑉0 is the pump flow rate at 𝑇𝑝 and 𝑃𝑝 , m3/rev;

𝑄𝑠 is the air flow at 101.325 kPa and 273.15 K (0 °C), m3/min;

𝑇𝑝 is the pump inlet temperature, Kelvin (K);

𝑃𝑝 is the absolute pump inlet pressure, kPa;

𝑛 is the pump speed, min-1.

3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the
pump and the pump slip rate, the correlation function 𝑥0 between the pump
speed 𝑛, the pressure differential from pump inlet to pump outlet and the

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3.4.2.5. After the system has been connected as shown in Figure A5/6, the variable
restrictor shall be set in the wide-open position and the CVS pump shall run
for 20 minutes before starting the calibration.

3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments
of pump inlet depression (about 1 kPa) that will yield a minimum of six data
points for the total calibration. The system shall be allowed to stabilize for
3 minutes before the data acquisition is repeated.

3.4.2.5.2. The air flow rate 𝑄𝑠 at each test point shall be calculated in standard m3/min
from the flow meter data using the manufacturer's prescribed method.

3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow 𝑉0 in m3/rev
at absolute pump inlet temperature and pressure.

𝑄𝑠 𝑇𝑝 101.325 𝑘𝑃𝑎
𝑉0 = × ×
𝑛 273.15 𝐾 𝑃𝑝

where:

𝑉0 is the pump flow rate at 𝑇𝑝 and 𝑃𝑝 , m3/rev;

𝑄𝑠 is the air flow at 101.325 kPa and 273.15 K (0 °C), m3/min;

𝑇𝑝 is the pump inlet temperature, Kelvin (K);

𝑃𝑝 is the absolute pump inlet pressure, kPa;

𝑛 is the pump speed, min-1.

3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the
pump and the pump slip rate, the correlation function 𝑥0 between the pump
speed 𝑛, the pressure differential from pump inlet to pump outlet and the

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absolute pump outlet pressure shall be calculated using the following

equation:

1 ∆𝑃𝑝
𝑥0 = √
𝑛 𝑃𝑒

where:

𝑥0 is the correlation function;

∆𝑃𝑝 is the pressure differential from pump inlet to pump outlet, kPa;

𝑃𝑒 absolute outlet pressure (𝑃𝑃𝑂 + 𝑃𝑏 ), kPa.

A linear least squares fit shall be performed to generate the calibration

equations having the following form:

𝑉0 = 𝐷0 − 𝑀 × 𝑥0

𝑛 = 𝐴 − 𝐵 × ∆𝑃𝑝

where B and M are the slopes, and A and D0 are the intercepts of the lines.

3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used.
The calibration curves generated for the ranges shall be approximately parallel
and the intercept values 𝐷0 shall increase as the pump flow range decreases.

3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the
measured value of 𝑉0. Values of 𝑀 will vary from one pump to another. A
calibration shall be performed at initial installation and after major
maintenance.

3.4.3. Calibration of a critical flow venturi (CFV)

3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi:

𝐾𝑣 𝑃
𝑄𝑠 =
√𝑇

where:

𝑄𝑠 is the flow, m³/min;

𝐾𝑣 is the calibration coefficient;

𝑃 is the absolute pressure, kPa;

𝑇 is the absolute temperature, Kelvin (K).

Gas flow is a function of inlet pressure and temperature.

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absolute pump outlet pressure shall be calculated using the following

equation:

1 ∆𝑃𝑝
𝑥0 = √
𝑛 𝑃𝑒

where:

𝑥0 is the correlation function;

∆𝑃𝑝 is the pressure differential from pump inlet to pump outlet, kPa;

𝑃𝑒 absolute outlet pressure (𝑃𝑃𝑂 + 𝑃𝑏 ), kPa.

A linear least squares fit shall be performed to generate the calibration

equations having the following form:

𝑉0 = 𝐷0 − 𝑀 × 𝑥0

𝑛 = 𝐴 − 𝐵 × ∆𝑃𝑝

where B and M are the slopes, and A and D0 are the intercepts of the lines.

3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used.
The calibration curves generated for the ranges shall be approximately parallel
and the intercept values 𝐷0 shall increase as the pump flow range decreases.

3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the
measured value of 𝑉0. Values of 𝑀 will vary from one pump to another. A
calibration shall be performed at initial installation and after major
maintenance.

3.4.3. Calibration of a critical flow venturi (CFV)

3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi:

𝐾𝑣 𝑃
𝑄𝑠 =
√𝑇

where:

𝑄𝑠 is the flow, m³/min;

𝐾𝑣 is the calibration coefficient;

𝑃 is the absolute pressure, kPa;

𝑇 is the absolute temperature, Kelvin (K).

Gas flow is a function of inlet pressure and temperature.

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The calibration procedure described in paragraphs 3.4.3.2. to 3.4.3.3.3.4.

inclusive of this annex establishes the value of the calibration coefficient at
measured values of pressure, temperature and air flow.

3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and
the following data shall be within the limits of accuracy given:

Barometric pressure (corrected), 𝑃𝑏 ±0.03 kPa,

LFE air temperature, flow meter, ETI ±0.15 °C,

Pressure depression upstream of LFE, EPI ±0.01 kPa,

Pressure drop across LFE matrix, EDP ±0.0015 kPa,

Air flow, Qs ±0.5 per cent,

CFV inlet depression, PPI ±0.02 kPa,

Temperature at venturi inlet, 𝑇𝑣 ±0.2 °C.

3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks.
Any leaks between the flow-measuring device and the critical flow venturi
will seriously affect the accuracy of the calibration and shall therefore be
prevented.

Figure A5/7

CFV calibration configuration

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The calibration procedure described in paragraphs 3.4.3.2. to 3.4.3.3.3.4.

inclusive of this annex establishes the value of the calibration coefficient at
measured values of pressure, temperature and air flow.

3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and
the following data shall be within the limits of accuracy given:

Barometric pressure (corrected), 𝑃𝑏 ±0.03 kPa,

LFE air temperature, flow meter, ETI ±0.15 °C,

Pressure depression upstream of LFE, EPI ±0.01 kPa,

Pressure drop across LFE matrix, EDP ±0.0015 kPa,

Air flow, Qs ±0.5 per cent,

CFV inlet depression, PPI ±0.02 kPa,

Temperature at venturi inlet, 𝑇𝑣 ±0.2 °C.

3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks.
Any leaks between the flow-measuring device and the critical flow venturi
will seriously affect the accuracy of the calibration and shall therefore be
prevented.

Figure A5/7

CFV calibration configuration

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3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction
device shall be started and the system stabilized. Data from all instruments
shall be collected.

3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical
flow range of the venturi shall be made.

3.4.3.3.3. The data recorded during the calibration shall be used in the following
calculation:

3.4.3.3.3.1. The air flow rate Qs at each test point shall be calculated from the flow
meter data using the manufacturer's prescribed method.

Values of the calibration coefficient shall be calculated for each test point:

𝑄𝑠 √𝑇𝑣
𝐾𝑣 =
𝑃𝑣

where:

𝑄𝑠 is the flow rate, m3/min at 273.15 K (0 °C) and 101.325, kPa;

𝑇𝑣 is the temperature at the venturi inlet, Kelvin (K);

𝑃𝑣 is the absolute pressure at the venturi inlet, kPa.

3.4.3.3.3.2 𝐾𝑣 shall be plotted as a function of venturi inlet pressure Pv. For sonic flow
𝐾𝑣 will have a relatively constant value. As pressure decreases (vacuum
increases), the venturi becomes unchoked and 𝐾𝑣 decreases. These values of
𝐾𝑣 shall not be used for further calculations

3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average 𝐾𝑣
and the standard deviation shall be calculated.

3.4.3.3.3.4. If the standard deviation exceeds 0.3 per cent of the arithmetic average 𝐾𝑣 ,
corrective action shall be taken.

3.4.4. Calibration of a subsonic venturi (SSV)

3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi.
Gas flow is a function of inlet pressure and temperature, and the pressure drop
between the SSV inlet and throat.

3.4.4.2. Data analysis

3.4.4.2.1. The airflow rate, 𝑄𝑆𝑆𝑉 , at each restriction setting (minimum 16 settings) shall
be calculated in standard m3/s from the flow meter data using the
manufacturer's prescribed method. The discharge coefficient 𝐶𝑑 shall be
calculated from the calibration data for each setting using the following
equation:

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3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction
device shall be started and the system stabilized. Data from all instruments
shall be collected.

3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical
flow range of the venturi shall be made.

3.4.3.3.3. The data recorded during the calibration shall be used in the following
calculation:

3.4.3.3.3.1. The air flow rate Qs at each test point shall be calculated from the flow
meter data using the manufacturer's prescribed method.

Values of the calibration coefficient shall be calculated for each test point:

𝑄𝑠 √𝑇𝑣
𝐾𝑣 =
𝑃𝑣

where:

𝑄𝑠 is the flow rate, m3/min at 273.15 K (0 °C) and 101.325, kPa;

𝑇𝑣 is the temperature at the venturi inlet, Kelvin (K);

𝑃𝑣 is the absolute pressure at the venturi inlet, kPa.

3.4.3.3.3.2 𝐾𝑣 shall be plotted as a function of venturi inlet pressure Pv. For sonic flow
𝐾𝑣 will have a relatively constant value. As pressure decreases (vacuum
increases), the venturi becomes unchoked and 𝐾𝑣 decreases. These values of
𝐾𝑣 shall not be used for further calculations

3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average 𝐾𝑣
and the standard deviation shall be calculated.

3.4.3.3.3.4. If the standard deviation exceeds 0.3 per cent of the arithmetic average 𝐾𝑣 ,
corrective action shall be taken.

3.4.4. Calibration of a subsonic venturi (SSV)

3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi.
Gas flow is a function of inlet pressure and temperature, and the pressure drop
between the SSV inlet and throat.

3.4.4.2. Data analysis

3.4.4.2.1. The airflow rate, 𝑄𝑆𝑆𝑉 , at each restriction setting (minimum 16 settings) shall
be calculated in standard m3/s from the flow meter data using the
manufacturer's prescribed method. The discharge coefficient 𝐶𝑑 shall be
calculated from the calibration data for each setting using the following
equation:

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𝑄𝑆𝑆𝑉
𝐶𝑑 =
1 1
𝑑𝑉2 × 𝑝𝑝 × √{𝑇 × (𝑟𝑝1.426 − 𝑟𝑝1.713 ) × ( )}
1− 𝑟𝐷4 × 𝑟𝑝1.426

where:

QSSV is the airflow rate at standard conditions (101.325 kPa, 273.15 K

(0 °C)), m3/s;

T is the temperature at the venturi inlet, Kelvin (K);

𝑑𝑉 is the diameter of the SSV throat, m;

rp is the ratio of the SSV throat pressure to inlet absolute static

∆𝑝
pressure, 1 − 𝑝 ;
𝑝

𝑟𝐷 is the ratio of the SSV throat diameter dV to the inlet pipe inner
diameter 𝐷;

𝐶𝑑 is the discharge coefficient of the SSV;

𝑝𝑝 is the absolute pressure at venturi inlet, kPa.

To determine the range of subsonic flow, 𝐶𝑑 shall be plotted as a function of

Reynolds number 𝑅𝑒 at the SSV throat. The Reynolds number at the SSV
throat shall be calculated using the following equation:

𝑄𝑆𝑆𝑉
𝑅𝑒 = 𝐴1 ×
𝑑𝑉 × 𝜇

where:

𝑏 × 𝑇 1.5
=
𝑆+𝑇

𝐴1 𝜇

1 𝑚𝑖𝑛 𝑚𝑚
is 25.55152 in SI, (𝑚3 ) ( )( );
𝑠 𝑚

𝑄𝑆𝑆𝑉 is the airflow rate at standard conditions (101.325 kPa, 273.15 K

(0 °C)), m3/s;

𝑑𝑉 is the diameter of the SSV throat, m;

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𝑄𝑆𝑆𝑉
𝐶𝑑 =
1 1
𝑑𝑉2 × 𝑝𝑝 × √{𝑇 × (𝑟𝑝1.426 − 𝑟𝑝1.713 ) × ( )}
1− 𝑟𝐷4 × 𝑟𝑝1.426

where:

QSSV is the airflow rate at standard conditions (101.325 kPa, 273.15 K

(0 °C)), m3/s;

T is the temperature at the venturi inlet, Kelvin (K);

𝑑𝑉 is the diameter of the SSV throat, m;

rp is the ratio of the SSV throat pressure to inlet absolute static

∆𝑝
pressure, 1 − 𝑝 ;
𝑝

𝑟𝐷 is the ratio of the SSV throat diameter dV to the inlet pipe inner
diameter 𝐷;

𝐶𝑑 is the discharge coefficient of the SSV;

𝑝𝑝 is the absolute pressure at venturi inlet, kPa.

To determine the range of subsonic flow, 𝐶𝑑 shall be plotted as a function of

Reynolds number 𝑅𝑒 at the SSV throat. The Reynolds number at the SSV
throat shall be calculated using the following equation:

𝑄𝑆𝑆𝑉
𝑅𝑒 = 𝐴1 ×
𝑑𝑉 × 𝜇

where:

𝑏 × 𝑇 1.5
=
𝑆+𝑇

𝐴1 𝜇

1 𝑚𝑖𝑛 𝑚𝑚
is 25.55152 in SI, (𝑚3 ) ( )( );
𝑠 𝑚

𝑄𝑆𝑆𝑉 is the airflow rate at standard conditions (101.325 kPa, 273.15 K

(0 °C)), m3/s;

𝑑𝑉 is the diameter of the SSV throat, m;

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𝜇 is the absolute or dynamic viscosity of the gas, kg/ms;

𝑏 is 1.458 × 106 (empirical constant), kg/ms K0.5;

𝑆 is 110.4 (empirical constant), Kelvin (K).

3.4.4.2.2. Because QSSV is an input to the Re equation, the calculations shall be started
with an initial estimate for QSSV or Cd of the calibration venturi, and repeated
until QSSV converges. The convergence method shall be accurate to at least
0.1 per cent.

3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated
values of Cd from the resulting calibration curve fit equation shall be within
±0.5 per cent of the measured Cd for each calibration point.

3.4.5. Calibration of an ultrasonic flow meter (UFM)

3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter.

3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the
test cell (diluted exhaust piping, suction device) and checked for leaks. See
Figure A5/8.

3.4.5.3. A heater shall be installed to condition the calibration flow in the event that
the UFM system does not include a heat exchanger.

3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed
at temperatures from room temperature to the maximum that will be
experienced during vehicle testing.

3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating

the electronic portions (temperature (T) and pressure (P) sensors) of the UFM.

3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required
and the following data (in the case that a laminar flow element is used) shall
be found within the limits of accuracy given:

Barometric pressure (corrected), 𝑃𝑏 ±0.03 kPa,

LFE air temperature, flow meter, ETI ±0.15 °C,

Pressure depression upstream of LFE, EPI ±0.01 kPa,

Pressure drop across (EDP) LFE matrix ±0.0015 kPa,

Air flow, 𝑄𝑠 ±0.5 per cent,

UFM inlet depression, 𝑃𝑎𝑐𝑡 ±0.02 kPa,

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𝜇 is the absolute or dynamic viscosity of the gas, kg/ms;

𝑏 is 1.458 × 106 (empirical constant), kg/ms K0.5;

𝑆 is 110.4 (empirical constant), Kelvin (K).

3.4.4.2.2. Because QSSV is an input to the Re equation, the calculations shall be started
with an initial estimate for QSSV or Cd of the calibration venturi, and repeated
until QSSV converges. The convergence method shall be accurate to at least
0.1 per cent.

3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated
values of Cd from the resulting calibration curve fit equation shall be within
±0.5 per cent of the measured Cd for each calibration point.

3.4.5. Calibration of an ultrasonic flow meter (UFM)

3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter.

3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the
test cell (diluted exhaust piping, suction device) and checked for leaks. See
Figure A5/8.

3.4.5.3. A heater shall be installed to condition the calibration flow in the event that
the UFM system does not include a heat exchanger.

3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed
at temperatures from room temperature to the maximum that will be
experienced during vehicle testing.

3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating

the electronic portions (temperature (T) and pressure (P) sensors) of the UFM.

3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required
and the following data (in the case that a laminar flow element is used) shall
be found within the limits of accuracy given:

Barometric pressure (corrected), 𝑃𝑏 ±0.03 kPa,

LFE air temperature, flow meter, ETI ±0.15 °C,

Pressure depression upstream of LFE, EPI ±0.01 kPa,

Pressure drop across (EDP) LFE matrix ±0.0015 kPa,

Air flow, 𝑄𝑠 ±0.5 per cent,

UFM inlet depression, 𝑃𝑎𝑐𝑡 ±0.02 kPa,

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Temperature at UFM inlet, 𝑇𝑎𝑐𝑡 ±0.2 °C.

3.4.5.7. Procedure

3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks.
Any leaks between the flow-measuring device and the UFM will seriously
affect the accuracy of the calibration.

Figure A5/8

UFM calibration configuration

3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow
valve shall be adjusted to provide the set flow for the validation and the system
stabilised. Data from all instruments shall be collected.

3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to
increase the temperature of the calibration air, allowed to stabilise and data
from all the instruments recorded. The temperature shall be increased in
reasonable steps until the maximum expected diluted exhaust temperature
expected during the emissions test is reached.

3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or
flow valve shall be adjusted to the next flow setting that will be used for vehicle
emissions testing after which the calibration sequence shall be repeated.

3.4.5.8. The data recorded during the calibration shall be used in the following
calculations. The air flow rate Qs at each test point shall be calculated from the
flow meter data using the manufacturer's prescribed method.

𝑄𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒
𝐾𝑣 =
𝑄𝑠

where:
𝑄𝑠 is the air flow rate at standard conditions (101.325 kPa,
273.15 K (0 °C)), m3/s;

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Temperature at UFM inlet, 𝑇𝑎𝑐𝑡 ±0.2 °C.

3.4.5.7. Procedure

3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks.
Any leaks between the flow-measuring device and the UFM will seriously
affect the accuracy of the calibration.

Figure A5/8

UFM calibration configuration

3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow
valve shall be adjusted to provide the set flow for the validation and the system
stabilised. Data from all instruments shall be collected.

3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to
increase the temperature of the calibration air, allowed to stabilise and data
from all the instruments recorded. The temperature shall be increased in
reasonable steps until the maximum expected diluted exhaust temperature
expected during the emissions test is reached.

3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or
flow valve shall be adjusted to the next flow setting that will be used for vehicle
emissions testing after which the calibration sequence shall be repeated.

3.4.5.8. The data recorded during the calibration shall be used in the following
calculations. The air flow rate Qs at each test point shall be calculated from the
flow meter data using the manufacturer's prescribed method.

𝑄𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒
𝐾𝑣 =
𝑄𝑠

where:
𝑄𝑠 is the air flow rate at standard conditions (101.325 kPa,
273.15 K (0 °C)), m3/s;

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𝑄𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 is the air flow rate of the calibration flow meter at

standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s;

𝐾𝑣 is the calibration coefficient.

For UFM systems without a heat exchanger, 𝐾𝑣 shall be plotted as a function

of Tact.

The maximum variation in 𝐾𝑣 shall not exceed 0.3 per cent of the arithmetic
average 𝐾𝑣 value of all the measurements taken at the different temperatures.

3.5. System verification procedure

3.5.1. General requirements

3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall
be determined by introducing a known mass of an emissions gas compound
into the system whilst it is being operated under normal test conditions and
subsequently analysing and calculating the emission gas compounds
according to the equations of Annex B7. The CFO method described in
paragraph 3.5.1.1.1. of this annex and the gravimetric method described in
paragraph 3.5.1.1.2. of this annex are both known to give sufficient accuracy.

The maximum permissible deviation between the quantity of gas introduced

and the quantity of gas measured is ±2 per cent.

3.5.1.1.1. Critical flow orifice (CFO) method

The CFO method meters a constant flow of pure gas (CO, CO2, or C3H8)
using a critical flow orifice device.

A known mass of pure carbon monoxide, carbon dioxide or propane gas shall
be introduced into the CVS system through the calibrated critical orifice. If
the inlet pressure is high enough, the flow rate 𝑞 which is restricted by means
of the critical flow orifice, is independent of orifice outlet pressure (critical
flow). The CVS system shall be operated as in a normal exhaust emissions
test and enough time shall be allowed for subsequent analysis. The gas
collected in the sample bag shall be analysed by the usual equipment (see
paragraph 4.1. of this annex) and the results compared to the concentration of
the known gas samples. If deviations exceed ±2 per cent, the cause of the
malfunction shall be determined and corrected.

3.5.1.1.2. Gravimetric method

The gravimetric method weighs a quantity of pure gas (CO, CO2, or C3H8).

The weight of a small cylinder filled with either pure carbon monoxide,
carbon dioxide or propane shall be determined with a precision of ±0.01 g.
The CVS system shall operate under normal exhaust emissions test conditions

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𝑄𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 is the air flow rate of the calibration flow meter at

standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s;

𝐾𝑣 is the calibration coefficient.

For UFM systems without a heat exchanger, 𝐾𝑣 shall be plotted as a function

of Tact.

The maximum variation in 𝐾𝑣 shall not exceed 0.3 per cent of the arithmetic
average 𝐾𝑣 value of all the measurements taken at the different temperatures.

3.5. System verification procedure

3.5.1. General requirements

3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall
be determined by introducing a known mass of an emissions gas compound
into the system whilst it is being operated under normal test conditions and
subsequently analysing and calculating the emission gas compounds
according to the equations of Annex B7. The CFO method described in
paragraph 3.5.1.1.1. of this annex and the gravimetric method described in
paragraph 3.5.1.1.2. of this annex are both known to give sufficient accuracy.

The maximum permissible deviation between the quantity of gas introduced

and the quantity of gas measured is ±2 per cent.

3.5.1.1.1. Critical flow orifice (CFO) method

The CFO method meters a constant flow of pure gas (CO, CO2, or C3H8)
using a critical flow orifice device.

A known mass of pure carbon monoxide, carbon dioxide or propane gas shall
be introduced into the CVS system through the calibrated critical orifice. If
the inlet pressure is high enough, the flow rate 𝑞 which is restricted by means
of the critical flow orifice, is independent of orifice outlet pressure (critical
flow). The CVS system shall be operated as in a normal exhaust emissions
test and enough time shall be allowed for subsequent analysis. The gas
collected in the sample bag shall be analysed by the usual equipment (see
paragraph 4.1. of this annex) and the results compared to the concentration of
the known gas samples. If deviations exceed ±2 per cent, the cause of the
malfunction shall be determined and corrected.

3.5.1.1.2. Gravimetric method

The gravimetric method weighs a quantity of pure gas (CO, CO2, or C3H8).

The weight of a small cylinder filled with either pure carbon monoxide,
carbon dioxide or propane shall be determined with a precision of ±0.01 g.
The CVS system shall operate under normal exhaust emissions test conditions

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while the pure gas is injected into the system for a time sufficient for
subsequent analysis. The quantity of pure gas involved shall

be determined by means of differential weighing. The gas accumulated in the

bag shall be analysed by means of the equipment normally used for exhaust
gas analysis as described in paragraph 4.1. of this annex. The results shall be
subsequently compared to the concentration figures computed previously. If
deviations exceed ±2 per cent, the cause of the malfunction shall be
determined and corrected.

4.0 Emissions measurement equipment

4.1. Gaseous emissions measurement equipment

4.1.1. System overview

4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the
dilution air shall be collected for analysis.

4.1.1.2. The mass of gaseous emissions shall be determined from the proportional
sample concentrations and the total volume measured during the test. Sample
concentrations shall be corrected to consider the respective compound
concentrations in dilution air.

4.1.2. Sampling system requirements

4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction
device.

With the exception of paragraphs 4.1.3.1. (hydrocarbon sampling system),

paragraph 4.2. (PM measurement equipment) and paragraph 4.3 (PN
measurement equipment) of this annex, the dilute exhaust gas sample may be
taken downstream of the conditioning devices (if any).

4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of
dilution air and diluted exhaust in the CVS bags to allow concentration
measurement and shall not exceed 0.3 per cent of the flow rate of the dilute
exhaust gases, unless the diluted exhaust bag fill volume is added to the
integrated CVS volume.

4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the
filter if one is fitted).

4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the
mixing area.

4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the
dilute exhaust gases.

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while the pure gas is injected into the system for a time sufficient for
subsequent analysis. The quantity of pure gas involved shall

be determined by means of differential weighing. The gas accumulated in the

bag shall be analysed by means of the equipment normally used for exhaust
gas analysis as described in paragraph 4.1. of this annex. The results shall be
subsequently compared to the concentration figures computed previously. If
deviations exceed ±2 per cent, the cause of the malfunction shall be
determined and corrected.

4.0 Emissions measurement equipment

4.1. Gaseous emissions measurement equipment

4.1.1. System overview

4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the
dilution air shall be collected for analysis.

4.1.1.2. The mass of gaseous emissions shall be determined from the proportional
sample concentrations and the total volume measured during the test. Sample
concentrations shall be corrected to consider the respective compound
concentrations in dilution air.

4.1.2. Sampling system requirements

4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction
device.

With the exception of paragraphs 4.1.3.1. (hydrocarbon sampling system),

paragraph 4.2. (PM measurement equipment) and paragraph 4.3 (PN
measurement equipment) of this annex, the dilute exhaust gas sample may be
taken downstream of the conditioning devices (if any).

4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of
dilution air and diluted exhaust in the CVS bags to allow concentration
measurement and shall not exceed 0.3 per cent of the flow rate of the dilute
exhaust gases, unless the diluted exhaust bag fill volume is added to the
integrated CVS volume.

4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the
filter if one is fitted).

4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the
mixing area.

4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the
dilute exhaust gases.

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4.1.2.6. The materials used for the sampling operations shall be such as not to change
the concentration of the emissions compounds.

4.1.2.7. Filters may be used in order to extract the solid particles from the sample.

4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment,
quick-acting type.

4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way

valves and the sample bags, the connections sealing themselves automatically
on the bag side. Other systems may be used for conveying the samples to the
analyser (e.g. three-way stop valves).

4.1.2.10. Sample storage

4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as
not to impede the sample flow.

4.1.2.10.2. The bag material shall be such as to affect neither the measurements
themselves nor the chemical composition of the gas samples by more than
±2 per cent after 30 minutes (e.g., laminated polyethylene/polyamide films,
or fluorinated polyhydrocarbons).

4.1.3. Sampling systems

4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID)

4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe,
line, filter and pump. The sample shall be taken upstream of the heat
exchanger (if fitted). The sampling probe shall be installed at the same
distance from the exhaust gas inlet as the particulate sampling probe and in
such a way that neither interferes with samples taken by the other. It shall
have a minimum internal diameter of 4 mm.

4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ±10 °C by the
heating system.

4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be

determined by integration of the second-by-second data divided by the phase
or test duration.

4.1.3.1.4. The heated sampling line shall be fitted with a heated filter FH having a
99 per cent efficiency for particles ≥ 0.3 μm to extract any solid particles
from the continuous flow of gas required for analysis.

4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall
be no more than 4 seconds.

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4.1.2.6. The materials used for the sampling operations shall be such as not to change
the concentration of the emissions compounds.

4.1.2.7. Filters may be used in order to extract the solid particles from the sample.

4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment,
quick-acting type.

4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way

valves and the sample bags, the connections sealing themselves automatically
on the bag side. Other systems may be used for conveying the samples to the
analyser (e.g. three-way stop valves).

4.1.2.10. Sample storage

4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as
not to impede the sample flow.

4.1.2.10.2. The bag material shall be such as to affect neither the measurements
themselves nor the chemical composition of the gas samples by more than
±2 per cent after 30 minutes (e.g., laminated polyethylene/polyamide films,
or fluorinated polyhydrocarbons).

4.1.3. Sampling systems

4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID)

4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe,
line, filter and pump. The sample shall be taken upstream of the heat
exchanger (if fitted). The sampling probe shall be installed at the same
distance from the exhaust gas inlet as the particulate sampling probe and in
such a way that neither interferes with samples taken by the other. It shall
have a minimum internal diameter of 4 mm.

4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ±10 °C by the
heating system.

4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be

determined by integration of the second-by-second data divided by the phase
or test duration.

4.1.3.1.4. The heated sampling line shall be fitted with a heated filter FH having a
99 per cent efficiency for particles ≥ 0.3 μm to extract any solid particles
from the continuous flow of gas required for analysis.

4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall
be no more than 4 seconds.

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4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to
ensure a representative sample, unless compensation for varying CVS volume
flow is made.

4.1.3.2. (Reserved)

4.1.4. Analysers

4.1.4.1. General requirements for gas analysis

4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy
required to measure the concentrations of the exhaust gas sample compounds.

4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ±2 per cent
(intrinsic error of analyser) disregarding the reference value for the calibration
gases.

4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same
range.

4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to
have no effect on the content of the compound in the gas stream.

4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO2) analysis

The analysers shall be of the non-dispersive infrared (NDIR) absorption type.

4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel

The analyser shall be of the flame ionization (FID) type calibrated with
propane gas expressed in equivalent carbon atoms (C1).

4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels

The analyser shall be of the heated flame ionization type with detector, valves,
pipework, etc., heated to 190 °C  10 °C. It shall be calibrated with propane
gas expressed equivalent to carbon atoms (C1).

4.1.4.5. Methane (CH4) analysis

The analyser shall be either a gas chromatograph combined with a flame

ionization detector (FID), or a flame ionization detector (FID) combined
with a non-methane cutter (NMC-FID), calibrated with methane or propane
gas expressed equivalent to carbon atoms (C1).

4.1.4.6. Nitrogen oxides (NOx) analysis

The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-

violet resonance absorption (NDUV) types.

4.1.4.7. (Reserved)

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4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to
ensure a representative sample, unless compensation for varying CVS volume
flow is made.

4.1.3.2. (Reserved)

4.1.4. Analysers

4.1.4.1. General requirements for gas analysis

4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy
required to measure the concentrations of the exhaust gas sample compounds.

4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ±2 per cent
(intrinsic error of analyser) disregarding the reference value for the calibration
gases.

4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same
range.

4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to
have no effect on the content of the compound in the gas stream.

4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO2) analysis

The analysers shall be of the non-dispersive infrared (NDIR) absorption type.

4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel

The analyser shall be of the flame ionization (FID) type calibrated with
propane gas expressed in equivalent carbon atoms (C1).

4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels

The analyser shall be of the heated flame ionization type with detector, valves,
pipework, etc., heated to 190 °C  10 °C. It shall be calibrated with propane
gas expressed equivalent to carbon atoms (C1).

4.1.4.5. Methane (CH4) analysis

The analyser shall be either a gas chromatograph combined with a flame

ionization detector (FID), or a flame ionization detector (FID) combined
with a non-methane cutter (NMC-FID), calibrated with methane or propane
gas expressed equivalent to carbon atoms (C1).

4.1.4.6. Nitrogen oxides (NOx) analysis

The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-

violet resonance absorption (NDUV) types.

4.1.4.7. (Reserved)

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4.1.4.8. (Reserved)

4.1.4.9. (Reserved)

4.1.4.10. (Reserved)

4.1.4.11. Hydrogen (H2) analysis (if applicable)

The analyser shall be of the sector field mass spectrometry type, calibrated
with hydrogen.

4.1.4.12. Water (H2O) analysis (if applicable)

The analyser shall be of the non-dispersive infrared analyzer (NDIR)

absorption type. The NDIR shall be calibrated either with water vapour or
with propylene (C3H6). If the NDIR is calibrated with water vapour, it shall
be ensured that no water condensation can occur in tubes and connections
during the calibration process. If the NDIR is calibrated with propylene, the
manufacturer of the analyzer shall provide the information for converting the
concentration of propylene to its corresponding concentration of water
vapour. The values for conversion shall be periodically checked by the
manufacturer of the analyzer, and at least once per year.

4.1.5. Recommended system descriptions

4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling

system.

Figure A5/9
Full flow exhaust dilution system schematic
Dilution air

Dilution air sample to:

- CVS bags
- PM sampling (optional)
- other devices

- continuous diluted exhaust analysers

- other sampling systems
- CVS bag sample (optional)

HFID

PDP, CFV, SSV, UFM

Dilution tunnel

MC Flow meter and Vent

Vehicle suction device

Mixing Heat
exhaust device
exchanger
PN PM - CVS bag sampling
(optional)
- other sampling systems

4.1.5.2. Examples of system components are as listed below.

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4.1.4.8. (Reserved)

4.1.4.9. (Reserved)

4.1.4.10. (Reserved)

4.1.4.11. Hydrogen (H2) analysis (if applicable)

The analyser shall be of the sector field mass spectrometry type, calibrated
with hydrogen.

4.1.4.12. Water (H2O) analysis (if applicable)

The analyser shall be of the non-dispersive infrared analyzer (NDIR)

absorption type. The NDIR shall be calibrated either with water vapour or
with propylene (C3H6). If the NDIR is calibrated with water vapour, it shall
be ensured that no water condensation can occur in tubes and connections
during the calibration process. If the NDIR is calibrated with propylene, the
manufacturer of the analyzer shall provide the information for converting the
concentration of propylene to its corresponding concentration of water
vapour. The values for conversion shall be periodically checked by the
manufacturer of the analyzer, and at least once per year.

4.1.5. Recommended system descriptions

4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling

system.

Figure A5/9
Full flow exhaust dilution system schematic
Dilution air

Dilution air sample to:

- CVS bags
- PM sampling (optional)
- other devices

- continuous diluted exhaust analysers

- other sampling systems
- CVS bag sample (optional)

HFID

PDP, CFV, SSV, UFM

Dilution tunnel

MC Flow meter and Vent

Vehicle suction device

Mixing Heat
exhaust device
exchanger
PN PM - CVS bag sampling
(optional)
- other sampling systems

4.1.5.2. Examples of system components are as listed below.

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4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the
diluted exhaust gas/air mixture.

4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis.

4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted
exhaust gas and dilution air samples taken during the course of the test from
sampling probes and flow of the gas samples shall be such that, at the end
of each test, the quantity of the samples is sufficient for analysis.

4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample
bags or to the outside vent.

4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves

and the sample bags. The coupling shall close automatically on the sampling
bag side. As an alternative, other methods of transporting the samples to the
analyser may be used (three-way stopcocks, for instance).

4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air
during the test.

4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted
exhaust gas (CFV-CVS only).

4.1.5.3. Additional components required for hydrocarbon sampling using a heated

flame ionization detector (HFID) as shown in Figure A5/10.

4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane
as the particulate and, if applicable, particle sample probes.

4.1.5.3.2. Heated filter located after the sampling point and before the HFID.

4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the
HFID.

4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon

concentrations.

4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the
HFID.

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4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the
diluted exhaust gas/air mixture.

4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis.

4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted
exhaust gas and dilution air samples taken during the course of the test from
sampling probes and flow of the gas samples shall be such that, at the end
of each test, the quantity of the samples is sufficient for analysis.

4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample
bags or to the outside vent.

4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves

and the sample bags. The coupling shall close automatically on the sampling
bag side. As an alternative, other methods of transporting the samples to the
analyser may be used (three-way stopcocks, for instance).

4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air
during the test.

4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted
exhaust gas (CFV-CVS only).

4.1.5.3. Additional components required for hydrocarbon sampling using a heated

flame ionization detector (HFID) as shown in Figure A5/10.

4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane
as the particulate and, if applicable, particle sample probes.

4.1.5.3.2. Heated filter located after the sampling point and before the HFID.

4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the
HFID.

4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon

concentrations.

4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the
HFID.

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Figure A5/10

Components required for hydrocarbon sampling using an HFID

4.2. PM measurement equipment

4.2.1. Specification

4.2.1.1. System overview

4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in
the dilution tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s),
flow rate regulators and measuring units. See Figures A5/11, A5/12 and A5/13.

4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used.
In such case, it is recommended that it be employed upstream of the filter
holder.

Figure A5/11

Alternative particulate sampling probe configuration

4.2.1.2. General requirements

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 Draft AIS 175 / Final Draft
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Figure A5/10

Components required for hydrocarbon sampling using an HFID

4.2. PM measurement equipment

4.2.1. Specification

4.2.1.1. System overview

4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in
the dilution tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s),
flow rate regulators and measuring units. See Figures A5/11, A5/12 and A5/13.

4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used.
In such case, it is recommended that it be employed upstream of the filter
holder.

Figure A5/11

Alternative particulate sampling probe configuration

4.2.1.2. General requirements

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4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged
within the dilution tunnel so that a representative sample gas flow can be taken
from the homogeneous air/exhaust mixture and shall be upstream of a heat
exchanger (if any).

4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow
of diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 per cent
of the particulate sample flow rate. The verification of the proportionality of
the particulate sampling shall be made during the commissioning of the
system and as required by the Test Agency.

4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above
20 °C and below 52 °C within 20 cm upstream or downstream of the
particulate sampling filter face. Heating or insulation of components of the
particulate sampling system to achieve this is permitted.

In the event that the 52 °C limit is exceeded during a test where periodic
regeneration event does not occur, the CVS flow rate shall be increased or
double dilution shall be applied (assuming that the CVS flow rate is already
sufficient so as not to cause condensation within the CVS, sample bags or
analytical system).

4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a
holder in the sampled dilute exhaust gas flow.

4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe
up to the filter holder that are in contact with raw and diluted exhaust gas shall
be designed to minimise deposition or alteration of the particulate. All parts
shall be made of electrically conductive materials that do not react with
exhaust gas components, and shall be electrically grounded to prevent
electrostatic effects.

4.2.1.2.6. If it is not possible to compensate for variations in the flow rate, provision
shall be made for a heat exchanger and a temperature control device as
specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of this annex, so as to ensure that
the flow rate in the system is constant and the sampling rate accordingly
proportional.

4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an

accuracy of ±1 °C and a response time (𝑡90 – 𝑡10 ) of 15 seconds or less.

4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy
of ±2.5 per cent of reading or ±1.5 per cent full scale, whichever is the least.

The accuracy specified above of the sample flow from the CVS tunnel is also
applicable where double dilution is used. Consequently, the measurement and
control of the secondary dilution air flow and diluted exhaust flow rates
through the filter shall be of a higher accuracy.

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4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged
within the dilution tunnel so that a representative sample gas flow can be taken
from the homogeneous air/exhaust mixture and shall be upstream of a heat
exchanger (if any).

4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow
of diluted exhaust gas in the dilution tunnel to within a tolerance of ±5 per cent
of the particulate sample flow rate. The verification of the proportionality of
the particulate sampling shall be made during the commissioning of the
system and as required by the Test Agency.

4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above
20 °C and below 52 °C within 20 cm upstream or downstream of the
particulate sampling filter face. Heating or insulation of components of the
particulate sampling system to achieve this is permitted.

In the event that the 52 °C limit is exceeded during a test where periodic
regeneration event does not occur, the CVS flow rate shall be increased or
double dilution shall be applied (assuming that the CVS flow rate is already
sufficient so as not to cause condensation within the CVS, sample bags or
analytical system).

4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a
holder in the sampled dilute exhaust gas flow.

4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe
up to the filter holder that are in contact with raw and diluted exhaust gas shall
be designed to minimise deposition or alteration of the particulate. All parts
shall be made of electrically conductive materials that do not react with
exhaust gas components, and shall be electrically grounded to prevent
electrostatic effects.

4.2.1.2.6. If it is not possible to compensate for variations in the flow rate, provision
shall be made for a heat exchanger and a temperature control device as
specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of this annex, so as to ensure that
the flow rate in the system is constant and the sampling rate accordingly
proportional.

4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an

accuracy of ±1 °C and a response time (𝑡90 – 𝑡10 ) of 15 seconds or less.

4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy
of ±2.5 per cent of reading or ±1.5 per cent full scale, whichever is the least.

The accuracy specified above of the sample flow from the CVS tunnel is also
applicable where double dilution is used. Consequently, the measurement and
control of the secondary dilution air flow and diluted exhaust flow rates
through the filter shall be of a higher accuracy.

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4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a
frequency of 1 Hz or faster. Typically, these would include:

(a) Diluted exhaust temperature at the particulate sampling filter;

(b) Sampling flow rate;

(c) Secondary dilution air flow rate (if secondary dilution is used);

(d) Secondary dilution air temperature (if secondary dilution is used).

4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred
from the dilution tunnel Vep defined in paragraph 3.3.2. of Annex B7 in the
equation is not measured directly but determined by differential flow
measurement.

The accuracy of the flow meters used for the measurement and control of the
double diluted exhaust passing through the particulate sampling filters and for
the measurement/control of secondary dilution air shall be sufficient so that
the differential volume Vep shall meet the accuracy and proportional sampling
requirements specified for single dilution.

The requirement that no condensation of the exhaust gas occur in the CVS
dilution tunnel, diluted exhaust flow rate measurement system, CVS bag
collection or analysis systems shall also apply in the case that double dilution
systems are used.

4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system
shall be subjected to a linearity verification as required by the instrument
manufacturer.

Figure A5/12
Particulate sampling system

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4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a
frequency of 1 Hz or faster. Typically, these would include:

(a) Diluted exhaust temperature at the particulate sampling filter;

(b) Sampling flow rate;

(c) Secondary dilution air flow rate (if secondary dilution is used);

(d) Secondary dilution air temperature (if secondary dilution is used).

4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred
from the dilution tunnel Vep defined in paragraph 3.3.2. of Annex B7 in the
equation is not measured directly but determined by differential flow
measurement.

The accuracy of the flow meters used for the measurement and control of the
double diluted exhaust passing through the particulate sampling filters and for
the measurement/control of secondary dilution air shall be sufficient so that
the differential volume Vep shall meet the accuracy and proportional sampling
requirements specified for single dilution.

The requirement that no condensation of the exhaust gas occur in the CVS
dilution tunnel, diluted exhaust flow rate measurement system, CVS bag
collection or analysis systems shall also apply in the case that double dilution
systems are used.

4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system
shall be subjected to a linearity verification as required by the instrument
manufacturer.

Figure A5/12
Particulate sampling system

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Figure A5/13
Double dilution particulate sampling system

4.2.1.3. Specific requirements

4.2.1.3.1. Sample probe

4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance
specified in paragraph 4.2.1.3.1.4. of this annex. It is recommended that this
performance be achieved by the use of a sharp-edged, open-ended probe
facing directly into the direction of flow plus a pre-classifier (cyclone
impactor, etc.). An appropriate sample probe, such as that indicated in
Figure A5/11, may alternatively be used provided it achieves the pre-
classification performance specified in paragraph 4.2.1.3.1.4. of this annex.

4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream
of the exhaust gas inlet to the tunnel and have an internal diameter of at least
8 mm.

If more than one simultaneous sample is drawn from a single sample probe,
the flow drawn from that probe shall be split into identical sub-flows to avoid
sampling artefacts.
If multiple probes are used, each probe shall be sharp-edged, open-ended and
facing directly into the direction of flow. Probes shall be equally spaced
around the central longitudinal axis of the dilution tunnel, with a spacing
between probes of at least 5 cm.

4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five
probe diameters, but shall not exceed 2,000 mm.

4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of
the filter holder assembly. The pre-classifier 50 per cent cut point particle
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Figure A5/13
Double dilution particulate sampling system

4.2.1.3. Specific requirements

4.2.1.3.1. Sample probe

4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance
specified in paragraph 4.2.1.3.1.4. of this annex. It is recommended that this
performance be achieved by the use of a sharp-edged, open-ended probe
facing directly into the direction of flow plus a pre-classifier (cyclone
impactor, etc.). An appropriate sample probe, such as that indicated in
Figure A5/11, may alternatively be used provided it achieves the pre-
classification performance specified in paragraph 4.2.1.3.1.4. of this annex.

4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream
of the exhaust gas inlet to the tunnel and have an internal diameter of at least
8 mm.

If more than one simultaneous sample is drawn from a single sample probe,
the flow drawn from that probe shall be split into identical sub-flows to avoid
sampling artefacts.
If multiple probes are used, each probe shall be sharp-edged, open-ended and
facing directly into the direction of flow. Probes shall be equally spaced
around the central longitudinal axis of the dilution tunnel, with a spacing
between probes of at least 5 cm.

4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five
probe diameters, but shall not exceed 2,000 mm.

4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of
the filter holder assembly. The pre-classifier 50 per cent cut point particle
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diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate

selected for sampling PM. The pre-classifier shall allow at least 99 per cent
of the mass concentration of 1 μm particles entering the pre-classifier to pass
through the exit of the pre-classifier at the volumetric flow rate selected for
sampling PM.

4.2.1.3.2. Particle transfer tube (PTT)

Any bends in the PTT shall be smooth and have the largest possible radii.

4.2.1.3.3. Secondary dilution

4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM
measurement may be diluted at a second stage, subject to the following
requirements:

4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing
particles in the most penetrating particle size of the filter material by
≥ 99.95 per cent, or through a HEPA filter of at least Class H13 of
EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before
being passed to the HEPA filter. It is recommended that an additional coarse
particle filter be situated before the HEPA filter and after the charcoal
scrubber, if used.

4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the
outlet of the diluted exhaust from the dilution tunnel as possible.

4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the
filter face shall be at least 0.25 seconds, but no longer than 5 seconds.

4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample
return shall be selected so that it does not interfere with the extraction of other
samples from the CVS.

4.2.1.3.4. Sample pump and flow meter

4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow
regulators and flow measuring units.

4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more
than ±3 °C except:

(a) When the sampling flow meter has real time monitoring and flow control
operating at a frequency of 1 Hz or faster;

(b) During regeneration tests on vehicles equipped with periodically

regenerating after-treatment devices.

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diameter shall be between 2.5 μm and 10 μm at the volumetric flow rate

selected for sampling PM. The pre-classifier shall allow at least 99 per cent
of the mass concentration of 1 μm particles entering the pre-classifier to pass
through the exit of the pre-classifier at the volumetric flow rate selected for
sampling PM.

4.2.1.3.2. Particle transfer tube (PTT)

Any bends in the PTT shall be smooth and have the largest possible radii.

4.2.1.3.3. Secondary dilution

4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM
measurement may be diluted at a second stage, subject to the following
requirements:

4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing
particles in the most penetrating particle size of the filter material by
≥ 99.95 per cent, or through a HEPA filter of at least Class H13 of
EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before
being passed to the HEPA filter. It is recommended that an additional coarse
particle filter be situated before the HEPA filter and after the charcoal
scrubber, if used.

4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the
outlet of the diluted exhaust from the dilution tunnel as possible.

4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the
filter face shall be at least 0.25 seconds, but no longer than 5 seconds.

4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample
return shall be selected so that it does not interfere with the extraction of other
samples from the CVS.

4.2.1.3.4. Sample pump and flow meter

4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow
regulators and flow measuring units.

4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more
than ±3 °C except:

(a) When the sampling flow meter has real time monitoring and flow control
operating at a frequency of 1 Hz or faster;

(b) During regeneration tests on vehicles equipped with periodically

regenerating after-treatment devices.

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Should the volume of flow change unacceptably as a result of excessive filter

loading, the test shall be invalidated. When it is repeated, the flow rate shall
be decreased.

4.2.1.3.5. Filter and filter holder

4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The
valve shall open and close within 1 second of the start and end of test.

4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value
within the range 20 cm/s to 105 cm/s and shall be set at the start of the test
so that 105 cm/s will not be exceeded when the dilution system is being
operated with sampling flow proportional to CVS flow rate.

4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall
be used.
All filter types shall have a 0.3 μm DOP (di-octylphthalate) or PAO (poly-
alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at
least 99 per cent at a gas filter face velocity of 5.33 cm/s measured according
to one of the following standards:

(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282

method 102.8: DOP-Smoke Penetration of Aerosol-Filter Element;
(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282
method 502.1.1: DOP-Smoke Penetration of Gas-Mask Canisters;
(c) Institute of Environmental Sciences and Technology, IEST-RP-CC021:
Testing HEPA and ULPA Filter Media.
4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow
distribution across the filter stain area. The filter shall be round and have a
stain area of at least 1,075 mm2.

4.2.2. Weighing chamber (or room) and analytical balance specifications

4.2.2.1. Weighing chamber (or room) conditions

(a) The temperature of the weighing chamber (or room) in which the
particulate sampling filters are conditioned and weighed shall be
maintained to within 22 °C ±2 °C (22 °C ±1 °C if possible) during all
filter conditioning and weighing;
(b) Humidity shall be maintained at a dew point of less than 10.5 °C and a
relative humidity of 45 per cent ±8 per cent;
(c) Limited deviations from weighing chamber (or room) temperature and
humidity specifications shall be permitted provided their total duration
does not exceed 30 minutes in any one filter conditioning period;
(d) The levels of ambient contaminants in the weighing chamber (or room)
environment that would settle on the particulate sampling filters during
their stabilisation shall be minimised;

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Should the volume of flow change unacceptably as a result of excessive filter

loading, the test shall be invalidated. When it is repeated, the flow rate shall
be decreased.

4.2.1.3.5. Filter and filter holder

4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The
valve shall open and close within 1 second of the start and end of test.

4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value
within the range 20 cm/s to 105 cm/s and shall be set at the start of the test
so that 105 cm/s will not be exceeded when the dilution system is being
operated with sampling flow proportional to CVS flow rate.

4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall
be used.
All filter types shall have a 0.3 μm DOP (di-octylphthalate) or PAO (poly-
alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection efficiency of at
least 99 per cent at a gas filter face velocity of 5.33 cm/s measured according
to one of the following standards:

(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282

method 102.8: DOP-Smoke Penetration of Aerosol-Filter Element;
(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282
method 502.1.1: DOP-Smoke Penetration of Gas-Mask Canisters;
(c) Institute of Environmental Sciences and Technology, IEST-RP-CC021:
Testing HEPA and ULPA Filter Media.
4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow
distribution across the filter stain area. The filter shall be round and have a
stain area of at least 1,075 mm2.

4.2.2. Weighing chamber (or room) and analytical balance specifications

4.2.2.1. Weighing chamber (or room) conditions

(a) The temperature of the weighing chamber (or room) in which the
particulate sampling filters are conditioned and weighed shall be
maintained to within 22 °C ±2 °C (22 °C ±1 °C if possible) during all
filter conditioning and weighing;
(b) Humidity shall be maintained at a dew point of less than 10.5 °C and a
relative humidity of 45 per cent ±8 per cent;
(c) Limited deviations from weighing chamber (or room) temperature and
humidity specifications shall be permitted provided their total duration
does not exceed 30 minutes in any one filter conditioning period;
(d) The levels of ambient contaminants in the weighing chamber (or room)
environment that would settle on the particulate sampling filters during
their stabilisation shall be minimised;

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(e) During the weighing operation no deviations from the specified

conditions are permitted.
4.2.2.2. Linear response of an analytical balance
The analytical balance used to determine the filter weight shall meet the
linearity verification criteria of Table A5/1 applying a linear regression. This
implies a precision of at least ±2 µg and a resolution of at least 1 µg
(1 digit = 1 µg). At least 4 equally-spaced reference weights shall be tested.
The zero value shall be within ±1 µg.

Table A5/1
Analytical balance verification criteria
Measurement system Intercept a0 Slope a1 Standard error of Coefficient of
estimate ( SEE) determination r2
Particulate balance ≤ 1 µg 0.99 – 1.01 ≤ 1 per cent max ≥ 0.998

4.2.2.3. Elimination of static electricity effects

The effects of static electricity shall be nullified. This may be achieved by

grounding the balance through placement upon an antistatic mat and
neutralization of the particulate sampling filters prior to weighing using a
polonium neutraliser or a device of similar effect. Alternatively, nullification
of static effects may be achieved through equalization of the static charge.

4.2.2.4. Buoyancy correction

The sample and reference filter weights shall be corrected for their buoyancy
in air. The buoyancy correction is a function of sampling filter density, air
density and the density of the balance calibration weight, and does not
account for the buoyancy of the particulate matter itself.

If the density of the filter material is not known, the following densities shall
be used:

(a) PTFE coated glass fibre filter: 2,300 kg/m3;

(b) PTFE membrane filter: 2,144 kg/m3;

(c) PTFE membrane filter with polymethylpentene support ring:

920 kg/m3.

For stainless steel calibration weights, a density of 8,000 kg/m³ shall be used.
If the material of the calibration weight is different, its density shall be known
and be used. International Recommendation OIML R 111-1 Edition 2004(E)
(or equivalent) from International Organization of Legal Metrology on
calibration weights should be followed.

The following equation shall be used:

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(e) During the weighing operation no deviations from the specified

conditions are permitted.
4.2.2.2. Linear response of an analytical balance
The analytical balance used to determine the filter weight shall meet the
linearity verification criteria of Table A5/1 applying a linear regression. This
implies a precision of at least ±2 µg and a resolution of at least 1 µg
(1 digit = 1 µg). At least 4 equally-spaced reference weights shall be tested.
The zero value shall be within ±1 µg.

Table A5/1
Analytical balance verification criteria
Measurement system Intercept a0 Slope a1 Standard error of Coefficient of
estimate ( SEE) determination r2
Particulate balance ≤ 1 µg 0.99 – 1.01 ≤ 1 per cent max ≥ 0.998

4.2.2.3. Elimination of static electricity effects

The effects of static electricity shall be nullified. This may be achieved by

grounding the balance through placement upon an antistatic mat and
neutralization of the particulate sampling filters prior to weighing using a
polonium neutraliser or a device of similar effect. Alternatively, nullification
of static effects may be achieved through equalization of the static charge.

4.2.2.4. Buoyancy correction

The sample and reference filter weights shall be corrected for their buoyancy
in air. The buoyancy correction is a function of sampling filter density, air
density and the density of the balance calibration weight, and does not
account for the buoyancy of the particulate matter itself.

If the density of the filter material is not known, the following densities shall
be used:

(a) PTFE coated glass fibre filter: 2,300 kg/m3;

(b) PTFE membrane filter: 2,144 kg/m3;

(c) PTFE membrane filter with polymethylpentene support ring:

920 kg/m3.

For stainless steel calibration weights, a density of 8,000 kg/m³ shall be used.
If the material of the calibration weight is different, its density shall be known
and be used. International Recommendation OIML R 111-1 Edition 2004(E)
(or equivalent) from International Organization of Legal Metrology on
calibration weights should be followed.

The following equation shall be used:

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𝜌
1 − 𝜌𝑎
𝑤
𝑃𝑒𝑓 = 𝑃𝑒𝑢𝑛𝑐𝑜𝑟𝑟 × ( 𝜌𝑎 )
1−𝜌
𝑓

where:
𝑃𝑒𝑓 is the corrected particulate sample mass, mg;

𝑃𝑒𝑢𝑛𝑐𝑜𝑟𝑟 is the uncorrected particulate sample mass, mg;

𝜌𝑎 is the density of the air, kg/m3;

𝜌𝑤 is the density of balance calibration weight, kg/m3;

𝜌𝑓 is the density of the particulate sampling filter, kg/m3.

The density of the air 𝜌𝑎 shall be calculated using the following equation:
𝑝𝑏 × 𝑀𝑚𝑖𝑥
𝜌𝑎 =
𝑅 × 𝑇𝑎
𝑝𝑏 is the total atmospheric pressure, kPa;

𝑇𝑎 is the air temperature in the balance environment, Kelvin (K);

𝑀𝑚𝑖𝑥 is the molar mass of air in a balanced environment, 28.836 g mol-1;

R is the molar gas constant, 8.3144 J mol-1 K-1.

4.3. PN measurement equipment (if PN measurement is required)

4.3.1. Specification

4.3.1.1. System overview

4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point
extracting a sample from a homogenously mixed flow in a dilution system, a
volatile particle remover (VPR) upstream of a particle number counter (PNC)
and suitable transfer tubing. See Figure A5/14.
4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone,
impactor, etc.) be located prior to the inlet of the VPR. The PCF 50 per cent
cut point particle diameter shall be between 2.5 µm and 10 µm at the
volumetric flow rate selected for particle sampling. The PCF shall allow at
least 99 per cent of the mass concentration of 1 µm particles entering the PCF
to pass through the exit of the PCF at the volumetric flow rate selected for
particle sampling.
A sample probe acting as an appropriate size-classification device, such as
that shown in Figure A5/11, is an acceptable alternative to the use of a PCF.

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𝜌
1 − 𝜌𝑎
𝑤
𝑃𝑒𝑓 = 𝑃𝑒𝑢𝑛𝑐𝑜𝑟𝑟 × ( 𝜌𝑎 )
1−𝜌
𝑓

where:
𝑃𝑒𝑓 is the corrected particulate sample mass, mg;

𝑃𝑒𝑢𝑛𝑐𝑜𝑟𝑟 is the uncorrected particulate sample mass, mg;

𝜌𝑎 is the density of the air, kg/m3;

𝜌𝑤 is the density of balance calibration weight, kg/m3;

𝜌𝑓 is the density of the particulate sampling filter, kg/m3.

The density of the air 𝜌𝑎 shall be calculated using the following equation:
𝑝𝑏 × 𝑀𝑚𝑖𝑥
𝜌𝑎 =
𝑅 × 𝑇𝑎
𝑝𝑏 is the total atmospheric pressure, kPa;

𝑇𝑎 is the air temperature in the balance environment, Kelvin (K);

𝑀𝑚𝑖𝑥 is the molar mass of air in a balanced environment, 28.836 g mol-1;

R is the molar gas constant, 8.3144 J mol-1 K-1.

4.3. PN measurement equipment (if PN measurement is required)

4.3.1. Specification

4.3.1.1. System overview

4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point
extracting a sample from a homogenously mixed flow in a dilution system, a
volatile particle remover (VPR) upstream of a particle number counter (PNC)
and suitable transfer tubing. See Figure A5/14.
4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone,
impactor, etc.) be located prior to the inlet of the VPR. The PCF 50 per cent
cut point particle diameter shall be between 2.5 µm and 10 µm at the
volumetric flow rate selected for particle sampling. The PCF shall allow at
least 99 per cent of the mass concentration of 1 µm particles entering the PCF
to pass through the exit of the PCF at the volumetric flow rate selected for
particle sampling.
A sample probe acting as an appropriate size-classification device, such as
that shown in Figure A5/11, is an acceptable alternative to the use of a PCF.

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4.3.1.2. General requirements

4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the
case that a double dilution system is used, the particle sampling point shall
be located within the primary dilution system.

4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle
transfer system (PTS). The PTS conducts the sample from the dilution tunnel
to the entrance of the VPR. The PTS shall meet the following conditions:

(a) The sampling probe shall be installed at least 10 tunnel diameters

downstream of the exhaust gas inlet, facing upstream into the tunnel
gas flow with its axis at the tip parallel to that of the dilution tunnel;

(b) The sampling probe shall be upstream of any conditioning device

(e.g. heat exchanger);

(c) The sampling probe shall be positioned within the dilution tunnel so
that the sample is taken from a homogeneous diluent/exhaust mixture.

4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions:

(a) In the case that a full flow exhaust dilution system, is used it shall
have a flow Reynolds number Re lower than 1,700;

(b) In the case that a double dilution system is used, it shall have a flow
Reynolds number Re lower than 1,700 in the PTT i.e. downstream of
the sampling probe or point;

(c) Shall have a residence time ≤ 3 seconds.

4.3.1.2.1.3. SPN23:

Any other sampling configuration for the PTS for which equivalent particle
penetration at 30 nm can be demonstrated shall be considered acceptable.

4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet
of the PNC, shall have the following properties:

(a) An internal diameter ≥ 4mm;

(b) A sample gas flow residence time of ≤ 0.8 seconds.

4.3.1.2.1.5. SPN23:

Any other sampling configuration for the OT for which equivalent particle
penetration at 30 nm can be demonstrated shall be considered acceptable.

4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle
removal.

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4.3.1.2. General requirements

4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the
case that a double dilution system is used, the particle sampling point shall
be located within the primary dilution system.

4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle
transfer system (PTS). The PTS conducts the sample from the dilution tunnel
to the entrance of the VPR. The PTS shall meet the following conditions:

(a) The sampling probe shall be installed at least 10 tunnel diameters

downstream of the exhaust gas inlet, facing upstream into the tunnel
gas flow with its axis at the tip parallel to that of the dilution tunnel;

(b) The sampling probe shall be upstream of any conditioning device

(e.g. heat exchanger);

(c) The sampling probe shall be positioned within the dilution tunnel so
that the sample is taken from a homogeneous diluent/exhaust mixture.

4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions:

(a) In the case that a full flow exhaust dilution system, is used it shall
have a flow Reynolds number Re lower than 1,700;

(b) In the case that a double dilution system is used, it shall have a flow
Reynolds number Re lower than 1,700 in the PTT i.e. downstream of
the sampling probe or point;

(c) Shall have a residence time ≤ 3 seconds.

4.3.1.2.1.3. SPN23:

Any other sampling configuration for the PTS for which equivalent particle
penetration at 30 nm can be demonstrated shall be considered acceptable.

4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet
of the PNC, shall have the following properties:

(a) An internal diameter ≥ 4mm;

(b) A sample gas flow residence time of ≤ 0.8 seconds.

4.3.1.2.1.5. SPN23:

Any other sampling configuration for the OT for which equivalent particle
penetration at 30 nm can be demonstrated shall be considered acceptable.

4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle
removal.

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4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust
pipe up to the PNC, which are in contact with raw and diluted exhaust gas,
shall be designed to minimize deposition of the particles. All parts shall be
made of electrically conductive materials that do not react with exhaust gas
components, and shall be electrically grounded to prevent electrostatic
effects.

4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling
practice that includes the avoidance of sharp bends and abrupt changes in
cross-section, the use of smooth internal surfaces and the minimization of the
length of the sampling line. Gradual changes in the cross-section are
permitted.

4.3.1.3. Specific requirements

4.3.1.3.1. The particle sample shall not pass through a pump before passing through the
PNC.

4.3.1.3.2. A sample pre-classifier is recommended.

4.3.1.3.3. The sample preconditioning unit shall:

(a) Be capable of diluting the sample in one or more stages to

achieve a particle number concentration below the upper
threshold of the single particle count mode of the PNC

(b) Have a gas temperature at the inlet to the PNC below the
maximum allowed inlet temperature specified by the PNC
manufacturer;

(c) Include an initial heated dilution stage that outputs a sample at a

temperature of  150 °C and ≤ 350 °C ±10 °C, and dilutes by a
factor of at least 10;

(d) Control heated stages to constant nominal operating

temperatures, within the range ≥ 150 °C and ≤ 400 °C ±10 °C;

(e) Provide an indication of whether or not heated stages are at their

correct operating temperatures;

(f) Achieve a solid particle penetration efficiency of at least

70 per cent for particles of 100 nm electrical mobility diameter;

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4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust
pipe up to the PNC, which are in contact with raw and diluted exhaust gas,
shall be designed to minimize deposition of the particles. All parts shall be
made of electrically conductive materials that do not react with exhaust gas
components, and shall be electrically grounded to prevent electrostatic
effects.

4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling
practice that includes the avoidance of sharp bends and abrupt changes in
cross-section, the use of smooth internal surfaces and the minimization of the
length of the sampling line. Gradual changes in the cross-section are
permitted.

4.3.1.3. Specific requirements

4.3.1.3.1. The particle sample shall not pass through a pump before passing through the
PNC.

4.3.1.3.2. A sample pre-classifier is recommended.

4.3.1.3.3. The sample preconditioning unit shall:

(a) Be capable of diluting the sample in one or more stages to

achieve a particle number concentration below the upper
threshold of the single particle count mode of the PNC

(b) Have a gas temperature at the inlet to the PNC below the
maximum allowed inlet temperature specified by the PNC
manufacturer;

(c) Include an initial heated dilution stage that outputs a sample at a

temperature of  150 °C and ≤ 350 °C ±10 °C, and dilutes by a
factor of at least 10;

(d) Control heated stages to constant nominal operating

temperatures, within the range ≥ 150 °C and ≤ 400 °C ±10 °C;

(e) Provide an indication of whether or not heated stages are at their

correct operating temperatures;

(f) Achieve a solid particle penetration efficiency of at least

70 per cent for particles of 100 nm electrical mobility diameter;

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(g) SPN23:

Achieve a particle concentration reduction factor 𝑓𝑟 (𝑑𝑖 ) for

particles of 30 nm and 50 nm electrical mobility diameters that
is no more than 30 per cent and 20 per cent respectively higher,
and no more than 5 per cent lower than that for particles of
100 nm electrical mobility diameter for the VPR as a whole;

The particle concentration reduction factor at each particle size

𝑓𝑟 (𝑑𝑖 ) shall be calculated using the following equation:

𝑁𝑖𝑛 (𝑑𝑖 )
𝑓𝑟 (𝑑𝑖 ) =
𝑁𝑜𝑢𝑡 (𝑑𝑖 )

where:

𝑁𝑖𝑛 (𝑑𝑖 ) is the upstream particle number concentration for particles of

diameter 𝑑𝑖 ;

𝑁𝑜𝑢𝑡 (𝑑𝑖 ) is the downstream particle number concentration for particles of

diameter 𝑑𝑖 ;

𝑑𝑖 is the particle electrical mobility diameter (30, 50 or 100 nm).

𝑁𝑖𝑛 (𝑑𝑖 ) and 𝑁𝑜𝑢𝑡 (𝑑𝑖 ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor at

a given dilution setting 𝑓̅𝑟 shall be calculated using the following
equation:

𝑓𝑟 (30 𝑛𝑚) + 𝑓𝑟 (50 𝑛𝑚) + 𝑓𝑟 (100 𝑛𝑚)

𝑓̅𝑟 =
3
It is recommended that the VPR is calibrated and validated as a
complete unit;

(h) Be designed according to good engineering practice to ensure

particle concentration reduction factors are stable across a test;

(i) SPN23:

Achieve more than 99.0 per cent vaporization of 30 nm

tetracontane (CH3(CH2)38CH3) particles, with an inlet
concentration of ≥ 10,000 per cm³, by means of heating and
reduction of partial pressures of the tetracontane.

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(g) SPN23:

Achieve a particle concentration reduction factor 𝑓𝑟 (𝑑𝑖 ) for

particles of 30 nm and 50 nm electrical mobility diameters that
is no more than 30 per cent and 20 per cent respectively higher,
and no more than 5 per cent lower than that for particles of
100 nm electrical mobility diameter for the VPR as a whole;

The particle concentration reduction factor at each particle size

𝑓𝑟 (𝑑𝑖 ) shall be calculated using the following equation:

𝑁𝑖𝑛 (𝑑𝑖 )
𝑓𝑟 (𝑑𝑖 ) =
𝑁𝑜𝑢𝑡 (𝑑𝑖 )

where:

𝑁𝑖𝑛 (𝑑𝑖 ) is the upstream particle number concentration for particles of

diameter 𝑑𝑖 ;

𝑁𝑜𝑢𝑡 (𝑑𝑖 ) is the downstream particle number concentration for particles of

diameter 𝑑𝑖 ;

𝑑𝑖 is the particle electrical mobility diameter (30, 50 or 100 nm).

𝑁𝑖𝑛 (𝑑𝑖 ) and 𝑁𝑜𝑢𝑡 (𝑑𝑖 ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor at

a given dilution setting 𝑓̅𝑟 shall be calculated using the following
equation:

𝑓𝑟 (30 𝑛𝑚) + 𝑓𝑟 (50 𝑛𝑚) + 𝑓𝑟 (100 𝑛𝑚)

𝑓̅𝑟 =
3
It is recommended that the VPR is calibrated and validated as a
complete unit;

(h) Be designed according to good engineering practice to ensure

particle concentration reduction factors are stable across a test;

(i) SPN23:

Achieve more than 99.0 per cent vaporization of 30 nm

tetracontane (CH3(CH2)38CH3) particles, with an inlet
concentration of ≥ 10,000 per cm³, by means of heating and
reduction of partial pressures of the tetracontane.

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4.3.1.3.3.1 The solid particle penetration P_r (d_i ) at a particle size, d_i, shall be
calculated using the following equation:
𝑃𝑟 (𝑑𝑖 ) = DF⋅ 𝑁𝑜𝑢𝑡 (𝑑𝑖 )⁄𝑁𝑖𝑛 (𝑑𝑖 )
Where
Nin is the upstream particle number concentration for particles of
(di) diameter di;
Nout is the downstream particle number concentration for particles of
(di ) diameter di;
di is the particle electrical mobility diameter
DF is the dilution factor between measurement positions of Nin (di) and
Nout (di) determined either with trace gases, or flow measurements.

4.3.1.3.4. The PNC shall:

(a) Operate under full flow operating conditions;
(b) Have a counting accuracy of ±10 per cent across the range 1 per cm³
to the upper threshold of the single particle count mode of the PNC
against a suitable traceable standard. At concentrations below
100 per cm³, measurements averaged over extended sampling
periods may be required to demonstrate the accuracy of the PNC with
a high degree of statistical confidence;
(c) Have a resolution of at least 0.1 particles per cm³ at concentrations
below 100 per cm³;
(d) Have a linear response to particle number concentrations over the full
measurement range in single particle count mode;
(e) Have a data reporting frequency equal to or greater than a frequency
of 0.5 Hz;
(f) Have a t90 response time over the measured concentration range of
less than 5 seconds;
(g) Introduce a correction with an internal calibration factor as
determined in paragraph 5.7.1.3. of this annex.
(h) Have counting efficiencies at the different particle sizes as specified
in Table A5/2.
(i) SPN23:
The PNC calibration factor from the linearity calibration against a
traceable reference shall be applied to determine PNC counting
efficiency. The counting efficiency shall be reported including the
calibration factor from linearity calibration against a traceable
reference.
(j) If the PNC applies some other working liquid besides n-butyl alcohol
or isopropyl alcohol, the counting efficiency of the PNC shall be
demonstrated with 4cSt polyalphaolefin and soot-like particles.

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4.3.1.3.3.1 The solid particle penetration P_r (d_i ) at a particle size, d_i, shall be
calculated using the following equation:
𝑃𝑟 (𝑑𝑖 ) = DF⋅ 𝑁𝑜𝑢𝑡 (𝑑𝑖 )⁄𝑁𝑖𝑛 (𝑑𝑖 )
Where
Nin is the upstream particle number concentration for particles of
(di) diameter di;
Nout is the downstream particle number concentration for particles of
(di ) diameter di;
di is the particle electrical mobility diameter
DF is the dilution factor between measurement positions of Nin (di) and
Nout (di) determined either with trace gases, or flow measurements.

4.3.1.3.4. The PNC shall:

(a) Operate under full flow operating conditions;
(b) Have a counting accuracy of ±10 per cent across the range 1 per cm³
to the upper threshold of the single particle count mode of the PNC
against a suitable traceable standard. At concentrations below
100 per cm³, measurements averaged over extended sampling
periods may be required to demonstrate the accuracy of the PNC with
a high degree of statistical confidence;
(c) Have a resolution of at least 0.1 particles per cm³ at concentrations
below 100 per cm³;
(d) Have a linear response to particle number concentrations over the full
measurement range in single particle count mode;
(e) Have a data reporting frequency equal to or greater than a frequency
of 0.5 Hz;
(f) Have a t90 response time over the measured concentration range of
less than 5 seconds;
(g) Introduce a correction with an internal calibration factor as
determined in paragraph 5.7.1.3. of this annex.
(h) Have counting efficiencies at the different particle sizes as specified
in Table A5/2.
(i) SPN23:
The PNC calibration factor from the linearity calibration against a
traceable reference shall be applied to determine PNC counting
efficiency. The counting efficiency shall be reported including the
calibration factor from linearity calibration against a traceable
reference.
(j) If the PNC applies some other working liquid besides n-butyl alcohol
or isopropyl alcohol, the counting efficiency of the PNC shall be
demonstrated with 4cSt polyalphaolefin and soot-like particles.

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Table A5/2
PNC counting efficiency
Particle size electrical mobility PNC counting efficiency (per cent)
diameter (nm)
23 50 ±12
41 > 90
4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the
frequency specified by the instrument manufacturer.

4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow
rate is controlled, the pressure and/or temperature at the PNC inlet shall be
measured for the purposes of correcting particle number concentration
measurements to standard conditions.

4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t90 response
time of the PNC shall be no greater than 20 seconds.

4.3.1.4. Recommended system description

The following paragraph contains the recommended practice for

measurement of PN. However, systems meeting the performance
specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this annex are
acceptable. See Figure A5/14

Figure A5/14
A recommended particle sampling system

4.3.1.4.1. Sampling system description

4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle
sampling point in the dilution system, a PTT, a PCF, and a VPR, upstream
of the PNC unit.

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Table A5/2
PNC counting efficiency
Particle size electrical mobility PNC counting efficiency (per cent)
diameter (nm)
23 50 ±12
41 > 90
4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the
frequency specified by the instrument manufacturer.

4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow
rate is controlled, the pressure and/or temperature at the PNC inlet shall be
measured for the purposes of correcting particle number concentration
measurements to standard conditions.

4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t90 response
time of the PNC shall be no greater than 20 seconds.

4.3.1.4. Recommended system description

The following paragraph contains the recommended practice for

measurement of PN. However, systems meeting the performance
specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this annex are
acceptable. See Figure A5/14

Figure A5/14
A recommended particle sampling system

4.3.1.4.1. Sampling system description

4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle
sampling point in the dilution system, a PTT, a PCF, and a VPR, upstream
of the PNC unit.

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4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle number diluters:
PND1 and PND2) and particle evaporation (evaporation tube, ET).

4.3.1.4.1.3. SPN23:
The evaporation tube, ET, may be catalytically active.

4.3.1.4.1.4. The sampling probe or sampling point for the test gas flow shall be arranged
within the dilution tunnel so that a representative sample gas flow is taken
from a homogeneous diluent/exhaust mixture.

5.0 Calibration intervals and procedures

5.1. Calibration intervals

All instruments in Table A5/3 shall be calibrated at/after major maintenance
intervals.

Table A5/3
Instrument calibration intervals
Instrument checks Interval Criterion
Gas analyser linearization (calibration) Every 6 months ±2 per cent of reading
Mid-span Every 6 months ±2 per cent
CO NDIR: Monthly -1 to 3 ppm
CO2/H2O interference
NOx converter check Monthly > 95 per cent
CH4 cutter check Yearly 98 per cent of ethane
FID CH4 response Yearly See paragraph 5.4.3. of this
annex.
FID air/fuel flow At major According to the instrument
maintenance manufacturer.
NO/NO2 NDUV: At major According to the instrument
maintenance manufacturer.
H2O, HC interference
Laser infrared spectrometers Yearly According to the instrument
(modulated high resolution narrow band manufacturer.
infrared analysers): interference check
QCL Yearly According to the instrument
manufacturer.
GC methods See paragraph 7.2. See paragraph 7.2. of this
of this annex. annex.
LC methods Yearly According to the instrument
manufacturer.

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4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle number diluters:
PND1 and PND2) and particle evaporation (evaporation tube, ET).

4.3.1.4.1.3. SPN23:
The evaporation tube, ET, may be catalytically active.

4.3.1.4.1.4. The sampling probe or sampling point for the test gas flow shall be arranged
within the dilution tunnel so that a representative sample gas flow is taken
from a homogeneous diluent/exhaust mixture.

5.0 Calibration intervals and procedures

5.1. Calibration intervals

All instruments in Table A5/3 shall be calibrated at/after major maintenance
intervals.

Table A5/3
Instrument calibration intervals
Instrument checks Interval Criterion
Gas analyser linearization (calibration) Every 6 months ±2 per cent of reading
Mid-span Every 6 months ±2 per cent
CO NDIR: Monthly -1 to 3 ppm
CO2/H2O interference
NOx converter check Monthly > 95 per cent
CH4 cutter check Yearly 98 per cent of ethane
FID CH4 response Yearly See paragraph 5.4.3. of this
annex.
FID air/fuel flow At major According to the instrument
maintenance manufacturer.
NO/NO2 NDUV: At major According to the instrument
maintenance manufacturer.
H2O, HC interference
Laser infrared spectrometers Yearly According to the instrument
(modulated high resolution narrow band manufacturer.
infrared analysers): interference check
QCL Yearly According to the instrument
manufacturer.
GC methods See paragraph 7.2. See paragraph 7.2. of this
of this annex. annex.
LC methods Yearly According to the instrument
manufacturer.

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Photoacoustics Yearly According to the instrument

manufacturer.
FTIR: linearity verification Within 370 days See paragraph 7.1. of this
before testing annex.
Microgram balance linearity Yearly See paragraph 4.2.2.2. of
this annex.
PNC (particle number counter) (if See paragraph See paragraph 5.7.1.3. of
applicable) 5.7.1.1. of this this annex.
annex
VPR (volatile particle remover) See paragraph See paragraph 5.7.2. of this
5.7.2.1. of this annex.
annex.

Table A5/4
Constant volume sampler (CVS) calibration intervals
CVS Interval Criterion
CVS flow After overhaul ±2 per cent
Temperature sensor Yearly ±1 °C
Pressure sensor Yearly ±0.4 kPa
Injection check Weekly ±2 per cent

Table A5/5
Environmental data calibration intervals
Climate Interval Criterion
Temperature Yearly ±1 °C
Moisture dew Yearly ±5 per cent RH
Ambient pressure Yearly ±0.4 kPa
Cooling fan After overhaul According to paragraph
1.1.1. of this annex.

5.2. Analyser calibration procedures

5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer

or at least as often as specified in Table A5/3.

5.2.2. Each normally used operating range shall be linearized by the following
procedure:

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Photoacoustics Yearly According to the instrument

manufacturer.
FTIR: linearity verification Within 370 days See paragraph 7.1. of this
before testing annex.
Microgram balance linearity Yearly See paragraph 4.2.2.2. of
this annex.
PNC (particle number counter) (if See paragraph See paragraph 5.7.1.3. of
applicable) 5.7.1.1. of this this annex.
annex
VPR (volatile particle remover) See paragraph See paragraph 5.7.2. of this
5.7.2.1. of this annex.
annex.

Table A5/4
Constant volume sampler (CVS) calibration intervals
CVS Interval Criterion
CVS flow After overhaul ±2 per cent
Temperature sensor Yearly ±1 °C
Pressure sensor Yearly ±0.4 kPa
Injection check Weekly ±2 per cent

Table A5/5
Environmental data calibration intervals
Climate Interval Criterion
Temperature Yearly ±1 °C
Moisture dew Yearly ±5 per cent RH
Ambient pressure Yearly ±0.4 kPa
Cooling fan After overhaul According to paragraph
1.1.1. of this annex.

5.2. Analyser calibration procedures

5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer

or at least as often as specified in Table A5/3.

5.2.2. Each normally used operating range shall be linearized by the following
procedure:

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5.2.2.1. The analyser linearization curve shall be established by at least five

calibration points spaced as uniformly as possible. The nominal
concentration of the calibration gas of the highest concentration shall be not
less than 80 per cent of the full scale.

5.2.2.2. The calibration gas concentration required may be obtained by means of a

gas divider, diluting with purified N2 or with purified synthetic air.

5.2.2.3. The linearization curve shall be calculated by the least squares method. If the
resulting polynomial degree is greater than 3, the number of calibration
points shall be at least equal to this polynomial degree plus 2.

5.2.2.4. The linearization curve shall not differ by more than ±2 per cent from the
nominal value of each calibration gas.

5.2.2.5. From the trace of the linearization curve and the linearization points it is
possible to verify that the calibration has been carried out correctly. The
different characteristic parameters of the analyser shall be indicated,
particularly:

(a) Analyser and gas component;

(b) Range;

(c) Date of linearisation.

5.2.2.6. If the Test Agency is satisfied that alternative technologies (e.g. computer,
electronically controlled range switch, etc.) give equivalent accuracy, these
alternatives may be used.

5.3. Analyser zero and calibration verification procedure

5.3.1. Each normally used operating range shall be checked prior to each analysis
in accordance with paragraphs 5.3.1.1. and 5.3.1.2. of this annex

5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a
calibration gas according to paragraph 2.14.2.3. of Annex B6.

5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-
checking according to paragraph 2.14.2.4. of Annex B6.

5.4. FID hydrocarbon response check procedure

5.4.1. Detector response optimization

The FID shall be adjusted as specified by the instrument manufacturer.

Propane in air shall be used on the most common operating range.

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5.2.2.1. The analyser linearization curve shall be established by at least five

calibration points spaced as uniformly as possible. The nominal
concentration of the calibration gas of the highest concentration shall be not
less than 80 per cent of the full scale.

5.2.2.2. The calibration gas concentration required may be obtained by means of a

gas divider, diluting with purified N2 or with purified synthetic air.

5.2.2.3. The linearization curve shall be calculated by the least squares method. If the
resulting polynomial degree is greater than 3, the number of calibration
points shall be at least equal to this polynomial degree plus 2.

5.2.2.4. The linearization curve shall not differ by more than ±2 per cent from the
nominal value of each calibration gas.

5.2.2.5. From the trace of the linearization curve and the linearization points it is
possible to verify that the calibration has been carried out correctly. The
different characteristic parameters of the analyser shall be indicated,
particularly:

(a) Analyser and gas component;

(b) Range;

(c) Date of linearisation.

5.2.2.6. If the Test Agency is satisfied that alternative technologies (e.g. computer,
electronically controlled range switch, etc.) give equivalent accuracy, these
alternatives may be used.

5.3. Analyser zero and calibration verification procedure

5.3.1. Each normally used operating range shall be checked prior to each analysis
in accordance with paragraphs 5.3.1.1. and 5.3.1.2. of this annex

5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a
calibration gas according to paragraph 2.14.2.3. of Annex B6.

5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-
checking according to paragraph 2.14.2.4. of Annex B6.

5.4. FID hydrocarbon response check procedure

5.4.1. Detector response optimization

The FID shall be adjusted as specified by the instrument manufacturer.

Propane in air shall be used on the most common operating range.

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5.4.2. Calibration of the HC analyser

5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.

5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this annex shall be

established.
5.4.3. Response factors of different hydrocarbons and recommended limits

5.4.3.1. The response factor, Rf, for a particular hydrocarbon compound is the ratio
of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.
The concentration of the test gas shall be at a level to give a response of
approximately 80 per cent of full-scale deflection for the operating range.
The concentration shall be known to an accuracy of ±2 per cent in reference
to a gravimetric standard expressed in volume. In addition, the gas cylinder
shall be preconditioned for 24 hours at a temperature between 20 and 30 °C.
5.4.3.2. The methane factor RfCH4 shall be measured and determined when
introducing an analyser into service, and yearly thereafter or after major
maintenance intervals, whichever comes first.
The propylene response factor RfC3H6 and the toluene response factor RfC7H8
shall be measured when introducing an analyser into service. It is
recommended that they be measured at or after major maintenance which
might possibly affect the response factors.
The test gases to be used and the recommended response factors are:
Methane and purified air: 0.95 < 𝑅𝑓𝐶𝐻4 < 1.15
or 1.00 < Rf < 1.05 for NG/biomethane fuelled vehicles
Propylene and purified air: 0.85 < 𝑅𝑓𝐶3𝐻6 < 1.10
Toluene and purified air: 0.85 < 𝑅𝑓𝐶7𝐻8 < 1.10
The factors are relative to an 𝑅𝑓 of 1.00 for propane and purified air.
5.5. NOx converter efficiency test procedure

5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described
below, the efficiency of converters for the conversion of NO2 into NO shall
be tested by means of an ozonator as follows:
5.5.1.1. The analyser shall be calibrated in the most common operating range
following the manufacturer's specifications using zero and calibration gas
(the NO content of which shall amount to approximately 80 per cent of the
operating range and the NO2 concentration of the gas mixture shall be less
than 5 per cent of the NO concentration). The NOx analyser shall be in the
NO mode so that the calibration gas does not pass through the converter. The
indicated concentration shall be recorded.

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5.4.2. Calibration of the HC analyser

5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.

5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this annex shall be

established.
5.4.3. Response factors of different hydrocarbons and recommended limits

5.4.3.1. The response factor, Rf, for a particular hydrocarbon compound is the ratio
of the FID C1 reading to the gas cylinder concentration, expressed as ppm C1.
The concentration of the test gas shall be at a level to give a response of
approximately 80 per cent of full-scale deflection for the operating range.
The concentration shall be known to an accuracy of ±2 per cent in reference
to a gravimetric standard expressed in volume. In addition, the gas cylinder
shall be preconditioned for 24 hours at a temperature between 20 and 30 °C.
5.4.3.2. The methane factor RfCH4 shall be measured and determined when
introducing an analyser into service, and yearly thereafter or after major
maintenance intervals, whichever comes first.
The propylene response factor RfC3H6 and the toluene response factor RfC7H8
shall be measured when introducing an analyser into service. It is
recommended that they be measured at or after major maintenance which
might possibly affect the response factors.
The test gases to be used and the recommended response factors are:
Methane and purified air: 0.95 < 𝑅𝑓𝐶𝐻4 < 1.15
or 1.00 < Rf < 1.05 for NG/biomethane fuelled vehicles
Propylene and purified air: 0.85 < 𝑅𝑓𝐶3𝐻6 < 1.10
Toluene and purified air: 0.85 < 𝑅𝑓𝐶7𝐻8 < 1.10
The factors are relative to an 𝑅𝑓 of 1.00 for propane and purified air.
5.5. NOx converter efficiency test procedure

5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described
below, the efficiency of converters for the conversion of NO2 into NO shall
be tested by means of an ozonator as follows:
5.5.1.1. The analyser shall be calibrated in the most common operating range
following the manufacturer's specifications using zero and calibration gas
(the NO content of which shall amount to approximately 80 per cent of the
operating range and the NO2 concentration of the gas mixture shall be less
than 5 per cent of the NO concentration). The NOx analyser shall be in the
NO mode so that the calibration gas does not pass through the converter. The
indicated concentration shall be recorded.

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5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the
calibration gas flow until the concentration indicated is approximately
10 per cent less than the indicated calibration concentration given in
paragraph 5.5.1.1. of this annex. The indicated concentration (c) shall be
recorded. The ozonator shall be kept deactivated throughout this process.

5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the
NO concentration down to 20 per cent (minimum 10 per cent) of the
calibration concentration given in paragraph 5.5.1.1. of this annex. The
indicated concentration (d) shall be recorded.

5.5.1.4. The NOx analyser shall be subsequently switched to the NOx mode, whereby
the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the
converter. The indicated concentration (a) shall be recorded.

5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in
paragraph 5.5.1.2. of this annex shall pass through the converter into the
detector. The indicated concentration (b) shall be recorded.

Figure A5/15
NOx converter efficiency test configuration

5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be
shut off. The NO2 reading of the analyser shall then be no more than
5 per cent above the figure given in paragraph 5.5.1.1. of this annex.

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5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the
calibration gas flow until the concentration indicated is approximately
10 per cent less than the indicated calibration concentration given in
paragraph 5.5.1.1. of this annex. The indicated concentration (c) shall be
recorded. The ozonator shall be kept deactivated throughout this process.

5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the
NO concentration down to 20 per cent (minimum 10 per cent) of the
calibration concentration given in paragraph 5.5.1.1. of this annex. The
indicated concentration (d) shall be recorded.

5.5.1.4. The NOx analyser shall be subsequently switched to the NOx mode, whereby
the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the
converter. The indicated concentration (a) shall be recorded.

5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in
paragraph 5.5.1.2. of this annex shall pass through the converter into the
detector. The indicated concentration (b) shall be recorded.

Figure A5/15
NOx converter efficiency test configuration

5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be
shut off. The NO2 reading of the analyser shall then be no more than
5 per cent above the figure given in paragraph 5.5.1.1. of this annex.

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5.5.1.7. The per cent efficiency of the NOx converter shall be calculated using the
concentrations a, b, c and d determined in paragraphs 5.5.1.2. to 5.5.1.5.
inclusive of this annex using the following equation:

𝑎−𝑏
𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 = (1 + ) × 100
𝑐−𝑑

The efficiency of the converter shall not be less than 95 per cent. The
efficiency of the converter shall be tested in the frequency defined in
Table A5/3.

5.6. Calibration of the microgram balance

The calibration of the microgram balance used for particulate sampling filter
weighing shall be traceable to a national or international standard. The
balance shall comply with the linearity requirements given in
paragraph 4.2.2.2. of this annex. The linearity verification shall be
performed at least every 12 months or whenever a system repair or change
is made that could influence the calibration.

5.7. Calibration and validation of the particle sampling system

SPN23:

Examples of calibration/validation methods are available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/pmpFCP.html

5.7.1. Calibration of the PNC

5.7.1.1. The Test Agency shall ensure the existence of a calibration certificate for the
PNC demonstrating compliance with a traceable standard within a 13-
month period prior to the emissions test. Between calibrations either the
counting efficiency of the PNC shall be monitored for deterioration or the
PNC wick shall be routinely changed every 6 months. See Figures A5/16
and A5/17. PNC counting efficiency may be monitored against a reference
PNC or against at least two other measurement PNCs. If the PNC reports
particle number concentrations within ±10 per cent of the arithmetic average
of the concentrations from the reference PNC, or a group of two or more
PNCs, the PNC shall subsequently be considered stable, otherwise
maintenance of the PNC is required. Where the PNC is monitored against
two or more other measurement PNCs, it is permitted to use a reference
vehicle running sequentially in different test cells each with its own PNC.

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5.5.1.7. The per cent efficiency of the NOx converter shall be calculated using the
concentrations a, b, c and d determined in paragraphs 5.5.1.2. to 5.5.1.5.
inclusive of this annex using the following equation:

𝑎−𝑏
𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 = (1 + ) × 100
𝑐−𝑑

The efficiency of the converter shall not be less than 95 per cent. The
efficiency of the converter shall be tested in the frequency defined in
Table A5/3.

5.6. Calibration of the microgram balance

The calibration of the microgram balance used for particulate sampling filter
weighing shall be traceable to a national or international standard. The
balance shall comply with the linearity requirements given in
paragraph 4.2.2.2. of this annex. The linearity verification shall be
performed at least every 12 months or whenever a system repair or change
is made that could influence the calibration.

5.7. Calibration and validation of the particle sampling system

SPN23:

Examples of calibration/validation methods are available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/pmpFCP.html

5.7.1. Calibration of the PNC

5.7.1.1. The Test Agency shall ensure the existence of a calibration certificate for the
PNC demonstrating compliance with a traceable standard within a 13-
month period prior to the emissions test. Between calibrations either the
counting efficiency of the PNC shall be monitored for deterioration or the
PNC wick shall be routinely changed every 6 months. See Figures A5/16
and A5/17. PNC counting efficiency may be monitored against a reference
PNC or against at least two other measurement PNCs. If the PNC reports
particle number concentrations within ±10 per cent of the arithmetic average
of the concentrations from the reference PNC, or a group of two or more
PNCs, the PNC shall subsequently be considered stable, otherwise
maintenance of the PNC is required. Where the PNC is monitored against
two or more other measurement PNCs, it is permitted to use a reference
vehicle running sequentially in different test cells each with its own PNC.

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Figure A5/16
Nominal PNC annual sequence

Figure A5/17
Extended PNC annual sequence (in the case that a full PNC calibration
is delayed)

5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued
following any major maintenance.

5.7.1.3. Calibration shall be undertaken according to ISO 27891:2015 and traceable

to a national or international standard calibration method by comparing the
response of the PNC under calibration with that of:
(a) A calibrated aerosol electrometer when simultaneously sampling
electrostatically classified calibration particles; or
(b) SPN23:
A second full flow PNC with counting efficiency above 90 per cent for
23 nm equivalent electrical mobility diameter particles that has been
calibrated by the method described above. The second PNC counting
efficiency shall be taken into account in the calibration.
5.7.1.3.1. For the requirements of paragraph 5.7.1.3. (a) and 5.7.1.3.(b), calibration
shall be undertaken using at least six standard concentrations across the
PNC’s measurement range. These standard concentrations shall be as
uniformly spaced as possible between the standard concentration of 2,000
particles per cm³ or below and the maximum of the PNC’s range in single
particle count mode.,
5.7.1.3.2. Reserved

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Figure A5/16
Nominal PNC annual sequence

Figure A5/17
Extended PNC annual sequence (in the case that a full PNC calibration
is delayed)

5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued
following any major maintenance.

5.7.1.3. Calibration shall be undertaken according to ISO 27891:2015 and traceable

to a national or international standard calibration method by comparing the
response of the PNC under calibration with that of:
(a) A calibrated aerosol electrometer when simultaneously sampling
electrostatically classified calibration particles; or
(b) SPN23:
A second full flow PNC with counting efficiency above 90 per cent for
23 nm equivalent electrical mobility diameter particles that has been
calibrated by the method described above. The second PNC counting
efficiency shall be taken into account in the calibration.
5.7.1.3.1. For the requirements of paragraph 5.7.1.3. (a) and 5.7.1.3.(b), calibration
shall be undertaken using at least six standard concentrations across the
PNC’s measurement range. These standard concentrations shall be as
uniformly spaced as possible between the standard concentration of 2,000
particles per cm³ or below and the maximum of the PNC’s range in single
particle count mode.,
5.7.1.3.2. Reserved

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5.7.1.3.3. For the requirements of paragraphs 5.7.1.3.(a) and 5.7.1.3.(b), the selected
points shall include a nominal zero concentration point produced by
attaching HEPA filters of at least Class H13 of EN 1822:2008, or equivalent
performance, to the inlet of each instrument. The gradient from a linear least
squares regression of the two data sets shall be calculated and recorded. A
calibration factor equal to the reciprocal of the gradient shall be applied to
the PNC under calibration. Linearity of response is calculated as the square
of the Pearson product moment correlation coefficient (r) of the two data sets
and shall be equal to or greater than 0.97. In calculating both the gradient
and r2, the linear regression shall be forced through the origin (zero
concentration on both instruments). The calibration factor shall be between
0.9 and 1.1 or otherwise the PNC shall be rejected. Each concentration
measured with the PNC under calibration, shall be within ±5 per cent of the
measured reference concentration multiplied with the gradient, with the
exception of the zero point, otherwise the PNC under calibration shall be
rejected.
5.7.1.4. SPN23:
Calibration shall also include a check, according to the requirements of
paragraph 4.3.1.3.4.(h) of this annex, on the PNC’s detection efficiency with
particles of 23 nm electrical mobility diameter. A check of the counting
efficiency with 41 nm particles is not required.
5.7.2. Calibration/validation of the VPR
5.7.2.1. SPN23:
Calibration of the VPR’s particle concentration reduction factors across its
full range of dilution settings, at the instrument’s fixed nominal operating
temperatures, shall be required when the unit is new and following any major
maintenance. The periodic validation requirement for the VPR’s particle
concentration reduction factor is limited to a check at a single setting, typical
of that used for measurement on particulate filter-equipped vehicles. The
Test Agency shall ensure the existence of a calibration or validation
certificate for the VPR within a 6-month period prior to the emissions test.
If the VPR incorporates temperature monitoring alarms, a 13-month
validation interval is permitted.
It is recommended that the VPR is calibrated and validated as a complete
unit.
The VPR shall be characterised for particle concentration reduction factor with
solid particles of 30, 50 and 100 nm electrical mobility diameter. Particle
concentration reduction factors 𝑓𝑟 (𝑑) for particles of 30 nm and 50 nm
electrical mobility diameters shall be no more than 30 per cent and 20 per cent
higher respectively, and no more than 5 per cent lower than that for particles
of 100 nm electrical mobility diameter. For the purposes of validation, the
arithmetic average of the particle concentration reduction factor calculated for
particles of 30 nm, 50 nm and 100 nm electrical mobility diameters shall be
within ±10 per cent of the arithmetic average particle concentration reduction
factor 𝑓̅𝑟 determined during the primary calibration of the VPR.

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5.7.1.3.3. For the requirements of paragraphs 5.7.1.3.(a) and 5.7.1.3.(b), the selected
points shall include a nominal zero concentration point produced by
attaching HEPA filters of at least Class H13 of EN 1822:2008, or equivalent
performance, to the inlet of each instrument. The gradient from a linear least
squares regression of the two data sets shall be calculated and recorded. A
calibration factor equal to the reciprocal of the gradient shall be applied to
the PNC under calibration. Linearity of response is calculated as the square
of the Pearson product moment correlation coefficient (r) of the two data sets
and shall be equal to or greater than 0.97. In calculating both the gradient
and r2, the linear regression shall be forced through the origin (zero
concentration on both instruments). The calibration factor shall be between
0.9 and 1.1 or otherwise the PNC shall be rejected. Each concentration
measured with the PNC under calibration, shall be within ±5 per cent of the
measured reference concentration multiplied with the gradient, with the
exception of the zero point, otherwise the PNC under calibration shall be
rejected.
5.7.1.4. SPN23:
Calibration shall also include a check, according to the requirements of
paragraph 4.3.1.3.4.(h) of this annex, on the PNC’s detection efficiency with
particles of 23 nm electrical mobility diameter. A check of the counting
efficiency with 41 nm particles is not required.
5.7.2. Calibration/validation of the VPR
5.7.2.1. SPN23:
Calibration of the VPR’s particle concentration reduction factors across its
full range of dilution settings, at the instrument’s fixed nominal operating
temperatures, shall be required when the unit is new and following any major
maintenance. The periodic validation requirement for the VPR’s particle
concentration reduction factor is limited to a check at a single setting, typical
of that used for measurement on particulate filter-equipped vehicles. The
Test Agency shall ensure the existence of a calibration or validation
certificate for the VPR within a 6-month period prior to the emissions test.
If the VPR incorporates temperature monitoring alarms, a 13-month
validation interval is permitted.
It is recommended that the VPR is calibrated and validated as a complete
unit.
The VPR shall be characterised for particle concentration reduction factor with
solid particles of 30, 50 and 100 nm electrical mobility diameter. Particle
concentration reduction factors 𝑓𝑟 (𝑑) for particles of 30 nm and 50 nm
electrical mobility diameters shall be no more than 30 per cent and 20 per cent
higher respectively, and no more than 5 per cent lower than that for particles
of 100 nm electrical mobility diameter. For the purposes of validation, the
arithmetic average of the particle concentration reduction factor calculated for
particles of 30 nm, 50 nm and 100 nm electrical mobility diameters shall be
within ±10 per cent of the arithmetic average particle concentration reduction
factor 𝑓̅𝑟 determined during the primary calibration of the VPR.

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5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and
100 nm electrical mobility diameter and a minimum concentration of 5,000
particles per cm³ at the VPR inlet. As an option, a polydisperse aerosol with
an electrical mobility median diameter of 50 nm may be used for validation.
The test aerosol shall be thermally stable at the VPR operating temperatures.
Particle number concentrations shall be measured upstream and downstream
of the components.
The particle concentration reduction factor for each monodisperse particle
size, 𝑓𝑟 (𝑑𝑖 ), shall be calculated using the following equation:
𝑁𝑖𝑛 (𝑑𝑖 )
𝑓𝑟 (𝑑𝑖 ) =
𝑁𝑜𝑢𝑡 (𝑑𝑖 )

where:

𝑁𝑖𝑛 (𝑑𝑖 ) is the upstream particle number concentration for particles of

diameter 𝑑𝑖 ;

𝑁𝑜𝑢𝑡 (𝑑𝑖 ) is the downstream particle number concentration for particles

of diameter 𝑑𝑖 ;

𝑑𝑖 is the particle electrical mobility diameter (30, 50 or 100 nm).

𝑁𝑖𝑛 (𝑑𝑖 ) and 𝑁𝑜𝑢𝑡 (𝑑𝑖 ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor 𝑓̅𝑟 at a given

dilution setting shall be calculated using the following equation:
𝑓𝑟 (30𝑛𝑚) + 𝑓𝑟 (50𝑛𝑚) + 𝑓𝑟 (100𝑛𝑚)
𝑓̅𝑟 =
3
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic
average particle concentration reduction factor 𝑓̅𝑣 at the dilution setting used
for validation shall be calculated using the following equation:
𝑁𝑖𝑛
𝑓̅𝑣 =
𝑁𝑜𝑢𝑡

where:

𝑁𝑖𝑛 is the upstream particle number concentration;

𝑁𝑜𝑢𝑡 is the downstream particle number concentration.

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5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and
100 nm electrical mobility diameter and a minimum concentration of 5,000
particles per cm³ at the VPR inlet. As an option, a polydisperse aerosol with
an electrical mobility median diameter of 50 nm may be used for validation.
The test aerosol shall be thermally stable at the VPR operating temperatures.
Particle number concentrations shall be measured upstream and downstream
of the components.
The particle concentration reduction factor for each monodisperse particle
size, 𝑓𝑟 (𝑑𝑖 ), shall be calculated using the following equation:
𝑁𝑖𝑛 (𝑑𝑖 )
𝑓𝑟 (𝑑𝑖 ) =
𝑁𝑜𝑢𝑡 (𝑑𝑖 )

where:

𝑁𝑖𝑛 (𝑑𝑖 ) is the upstream particle number concentration for particles of

diameter 𝑑𝑖 ;

𝑁𝑜𝑢𝑡 (𝑑𝑖 ) is the downstream particle number concentration for particles

of diameter 𝑑𝑖 ;

𝑑𝑖 is the particle electrical mobility diameter (30, 50 or 100 nm).

𝑁𝑖𝑛 (𝑑𝑖 ) and 𝑁𝑜𝑢𝑡 (𝑑𝑖 ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor 𝑓̅𝑟 at a given

dilution setting shall be calculated using the following equation:
𝑓𝑟 (30𝑛𝑚) + 𝑓𝑟 (50𝑛𝑚) + 𝑓𝑟 (100𝑛𝑚)
𝑓̅𝑟 =
3
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic
average particle concentration reduction factor 𝑓̅𝑣 at the dilution setting used
for validation shall be calculated using the following equation:
𝑁𝑖𝑛
𝑓̅𝑣 =
𝑁𝑜𝑢𝑡

where:

𝑁𝑖𝑛 is the upstream particle number concentration;

𝑁𝑜𝑢𝑡 is the downstream particle number concentration.

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5.7.2.3. SPN23:
The VPR shall demonstrate greater than 99.0 per cent removal of
tetracontane (CH3(CH2)38CH3) particles of at least 30 nm electrical mobility
diameter with an inlet concentration ≥ 10,000 per cm³ when operated at its
minimum dilution setting and manufacturer's recommended operating
temperature.
5.7.2.4 The instrument manufacturer shall provide the maintenance or replacement
interval that ensures that the removal efficiency of the VPR does not drop
below the technical requirements. If such information is not provided, the
volatile removal efficiency shall be checked yearly for each instrument.
5.7.2.5 The instrument manufacturer shall prove the solid particle penetration Pr (di)
by testing one unit for each PN-system model. A PN-system model here
covers all PN-systems with the same hardware, i.e. same geometry, conduit
materials, flows and temperature profiles in the aerosol path. Pr (di) at a
particle size, di, shall be calculated using the following equation:
Pr (di)" = DF⋅(Nout (di ))⁄(Nin (di ) )
Where
Nin (di)
Nout (di ) is the downstream particle number concentration for particles of
diameter di;
di is the particle electrical mobility diameter
DF is the dilution factor between measurement positions of Nin (di )
and Nout (di ) determined either with trace gases, or flow
measurements.

5.7.3. PN measurement system check procedures

On a monthly basis, the flow into the PNC shall have a measured value within
5 per cent of the PNC nominal flow rate when checked with a calibrated flow
meter.
5.8. Accuracy of the mixing device
In the case that a gas divider is used to perform the calibrations as defined in
paragraph 5.2. of this annex, the accuracy of the mixing device shall be such
that the concentrations of the diluted calibration gases may be determined to
within ±2 per cent. A calibration curve shall be verified by a mid-span check
as described in paragraph 5.3. of this annex. A calibration gas with a
concentration below 50 per cent of the analyser range shall be within
2 per cent of its certified concentration.
6.0 Reference gases
6.1. Pure gases
6.1.1. All values in ppm mean volume-ppm (vpm)
6.1.2. The following pure gases shall be available, if necessary, for calibration and
operation:

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5.7.2.3. SPN23:
The VPR shall demonstrate greater than 99.0 per cent removal of
tetracontane (CH3(CH2)38CH3) particles of at least 30 nm electrical mobility
diameter with an inlet concentration ≥ 10,000 per cm³ when operated at its
minimum dilution setting and manufacturer's recommended operating
temperature.
5.7.2.4 The instrument manufacturer shall provide the maintenance or replacement
interval that ensures that the removal efficiency of the VPR does not drop
below the technical requirements. If such information is not provided, the
volatile removal efficiency shall be checked yearly for each instrument.
5.7.2.5 The instrument manufacturer shall prove the solid particle penetration Pr (di)
by testing one unit for each PN-system model. A PN-system model here
covers all PN-systems with the same hardware, i.e. same geometry, conduit
materials, flows and temperature profiles in the aerosol path. Pr (di) at a
particle size, di, shall be calculated using the following equation:
Pr (di)" = DF⋅(Nout (di ))⁄(Nin (di ) )
Where
Nin (di)
Nout (di ) is the downstream particle number concentration for particles of
diameter di;
di is the particle electrical mobility diameter
DF is the dilution factor between measurement positions of Nin (di )
and Nout (di ) determined either with trace gases, or flow
measurements.

5.7.3. PN measurement system check procedures

On a monthly basis, the flow into the PNC shall have a measured value within
5 per cent of the PNC nominal flow rate when checked with a calibrated flow
meter.
5.8. Accuracy of the mixing device
In the case that a gas divider is used to perform the calibrations as defined in
paragraph 5.2. of this annex, the accuracy of the mixing device shall be such
that the concentrations of the diluted calibration gases may be determined to
within ±2 per cent. A calibration curve shall be verified by a mid-span check
as described in paragraph 5.3. of this annex. A calibration gas with a
concentration below 50 per cent of the analyser range shall be within
2 per cent of its certified concentration.
6.0 Reference gases
6.1. Pure gases
6.1.1. All values in ppm mean volume-ppm (vpm)
6.1.2. The following pure gases shall be available, if necessary, for calibration and
operation:

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6.1.2.1. Nitrogen:
Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0.1 ppm NO,
≤0.1 ppm N2O, ≤0.1 ppm NH3.
6.1.2.2. Synthetic air:
Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0.1 ppm NO, ≤0.1 ppm
NO2; oxygen content between 18 and 21 per cent volume.
6.1.2.3 Oxygen:
Purity: > 99.5 per cent vol. O2.
6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):
Purity: ≤1 ppm C1, ≤400 ppm CO2; hydrogen content between 39 and 41 per
cent volume.
6.1.2.5. Carbon monoxide:
Minimum purity 99.5 per cent.
6.1.2.6. Propane:
Minimum purity 99.5 per cent.
6.2. Calibration gases
The true concentration of a calibration gas shall be within 1 per cent of the
stated value or as given below, and shall be traceable to national or
international standards.
Mixtures of gases having the following compositions shall be available with
bulk gas specifications according to paragraphs 6.1.2.1. or 6.1.2.2. of this
annex:
(a) C3H8 in synthetic air (see paragraph 6.1.2.2. of this annex);
(b) CO in nitrogen;
(c) CO2 in nitrogen;
(d) CH4 in synthetic air;
(e) NO in nitrogen (the amount of NO2 contained in this calibration gas
shall not exceed 5 per cent of the NO content).

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6.1.2.1. Nitrogen:
Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0.1 ppm NO,
≤0.1 ppm N2O, ≤0.1 ppm NH3.
6.1.2.2. Synthetic air:
Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0.1 ppm NO, ≤0.1 ppm
NO2; oxygen content between 18 and 21 per cent volume.
6.1.2.3 Oxygen:
Purity: > 99.5 per cent vol. O2.
6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):
Purity: ≤1 ppm C1, ≤400 ppm CO2; hydrogen content between 39 and 41 per
cent volume.
6.1.2.5. Carbon monoxide:
Minimum purity 99.5 per cent.
6.1.2.6. Propane:
Minimum purity 99.5 per cent.
6.2. Calibration gases
The true concentration of a calibration gas shall be within 1 per cent of the
stated value or as given below, and shall be traceable to national or
international standards.
Mixtures of gases having the following compositions shall be available with
bulk gas specifications according to paragraphs 6.1.2.1. or 6.1.2.2. of this
annex:
(a) C3H8 in synthetic air (see paragraph 6.1.2.2. of this annex);
(b) CO in nitrogen;
(c) CO2 in nitrogen;
(d) CH4 in synthetic air;
(e) NO in nitrogen (the amount of NO2 contained in this calibration gas
shall not exceed 5 per cent of the NO content).

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ANNEX B6

Type I Test Procedures and Test Conditions

1.0 Description of tests

1.1 The Type I test is used to verify the emissions of gaseous compounds,
particulate matter, particle number, CO2 mass emission, fuel consumption,
electric energy consumption and electric ranges over the applicable WLTP
test cycle.

1.1.1 The tests shall be carried out according to the method described in
paragraph 2. of this annex or paragraph 3. of Annex B8 for pure electric,
hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust
gases, particulate matter and particle number shall be sampled and analysed
by the prescribed methods.

1.1.2 When the reference fuel to be used is LPG or NG/biomethane, the following
provisions shall apply additionally.

1.1.2.1 Exhaust emissions approval of a parent vehicle

1.1.2.1.1 The parent vehicle should demonstrate its capability to adapt to any fuel
composition that may occur across the market. In the case of LPG there are
variations in C3/C4 composition. In the case of NG/biomethane there are
generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel
(Lgas), but with a significant spread within both ranges; they differ
significantly in Wobbe index. These variations are reflected in the reference
fuels.

1.1.2.1.2 In the case of vehicles fuelled by LPG, NG/biomethane, the parent vehicle(s)
shall be tested in the Type I test on the two extreme reference fuels of Annex
B3. In the case of NG/biomethane, if the transition from one fuel to another is
in practice aided through the use of a switch, this switch shall not be used
during type approval. In such a case on the manufacturer's request and with
the agreement of the Test Agency the pre-conditioning cycle referred in
paragraph 2.6. of this annex may be extended.

1.1.2.1.3 The vehicle is considered to conform if, under the tests and reference fuels
mentioned in paragraph 1.1.2.1.2. of this annex, the vehicle complies with the
emission limits

1.1.2.1.4 In the case of vehicles fuelled by LPG or NG/biomethane, the ratio of

emission results "r" shall be determined for each pollutant as follows:

Type(s) of fuel Reference fuels Calculation of "r"

LPG and petrol or Fuel A 𝐵

𝑟=
LPG only 𝐴
Fuel B

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ANNEX B6

Type I Test Procedures and Test Conditions

1.0 Description of tests

1.1 The Type I test is used to verify the emissions of gaseous compounds,
particulate matter, particle number, CO2 mass emission, fuel consumption,
electric energy consumption and electric ranges over the applicable WLTP
test cycle.

1.1.1 The tests shall be carried out according to the method described in
paragraph 2. of this annex or paragraph 3. of Annex B8 for pure electric,
hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust
gases, particulate matter and particle number shall be sampled and analysed
by the prescribed methods.

1.1.2 When the reference fuel to be used is LPG or NG/biomethane, the following
provisions shall apply additionally.

1.1.2.1 Exhaust emissions approval of a parent vehicle

1.1.2.1.1 The parent vehicle should demonstrate its capability to adapt to any fuel
composition that may occur across the market. In the case of LPG there are
variations in C3/C4 composition. In the case of NG/biomethane there are
generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel
(Lgas), but with a significant spread within both ranges; they differ
significantly in Wobbe index. These variations are reflected in the reference
fuels.

1.1.2.1.2 In the case of vehicles fuelled by LPG, NG/biomethane, the parent vehicle(s)
shall be tested in the Type I test on the two extreme reference fuels of Annex
B3. In the case of NG/biomethane, if the transition from one fuel to another is
in practice aided through the use of a switch, this switch shall not be used
during type approval. In such a case on the manufacturer's request and with
the agreement of the Test Agency the pre-conditioning cycle referred in
paragraph 2.6. of this annex may be extended.

1.1.2.1.3 The vehicle is considered to conform if, under the tests and reference fuels
mentioned in paragraph 1.1.2.1.2. of this annex, the vehicle complies with the
emission limits

1.1.2.1.4 In the case of vehicles fuelled by LPG or NG/biomethane, the ratio of

emission results "r" shall be determined for each pollutant as follows:

Type(s) of fuel Reference fuels Calculation of "r"

LPG and petrol or Fuel A 𝐵

𝑟=
LPG only 𝐴
Fuel B

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NG/biomethane and Fuel G20 𝐺25

𝑟=
petrol or 𝐺20
NG/biomethane only Fuel G25

1.1.2.2 Exhaust emissions approval of a member of the family:

For the type approval of a mono fuel gas vehicle and bi fuel gas vehicles
operating in gas mode, fuelled by LPG or NG/Biomethane, as a member of
the family, a Type I test shall be performed with one gas reference fuel. This
reference fuel may be either of the gas reference fuels. The vehicle is
considered to comply if the following requirements are met:

1.1.2.2.1 The vehicle complies with the definition of a family member as defined in
paragraph 6.3.6.3. of this Regulation;

1.1.2.2.2 If the test fuel is reference fuel A for LPG or G20 for NG/biomethane, the
emission result shall be multiplied by the relevant factor "r" calculated in
paragraph 1.1.2.1.4. of this annex if r > 1; if r < 1, no correction is needed;

1.1.2.2.3 If the test fuel is reference fuel B for LPG or G25 for NG/biomethane, the
emission result shall be divided by the relevant factor "r" calculated in
paragraph 1.1.2.1.4. of this annex if r < 1; if r > 1, no correction is needed;

1.1.2.2.4 On the manufacturer's request, the Type I test may be performed on both
reference fuels, so that no correction is needed;

1.1.2.2.5 The vehicle shall comply with the emission limits valid for the relevant
category for both measured and calculated emissions;

1.1.2.2.6 If repeated tests are made on the same engine the results on reference fuel G20,
or A, and those on reference fuel G25, or B, shall first be averaged; the "r"
factor shall then be calculated from these averaged results;

1.1.2.2.7 Without prejudice to paragraph 2.6.4.1.2. of this annex, during the Type I test
it is permissible to use petrol only or simultaneously with gas when operating
in gas mode provided that the energy consumption of gas is higher than 80 per
cent of the total amount of energy consumed during the test. This percentage
shall be calculated in accordance with the method set out in Appendix 3 to
this annex.

1.2 The number of tests shall be determined according to the flowchart in

Figure A6/1. The limit value is the maximum allowed value for the respective
criteria emission as per the Gazette Notification

1.2.1 The flowchart in Figure A6/1 shall be applicable only to the whole applicable
WLTP test cycle and not to single phases.

1.2.2 The test results shall be the values after the applicable adjustments specified
in the post-processing tables in Annex B7 and Annex B8 are applied.

1.2.3 Determination of total cycle values

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NG/biomethane and Fuel G20 𝐺25

𝑟=
petrol or 𝐺20
NG/biomethane only Fuel G25

1.1.2.2 Exhaust emissions approval of a member of the family:

For the type approval of a mono fuel gas vehicle and bi fuel gas vehicles
operating in gas mode, fuelled by LPG or NG/Biomethane, as a member of
the family, a Type I test shall be performed with one gas reference fuel. This
reference fuel may be either of the gas reference fuels. The vehicle is
considered to comply if the following requirements are met:

1.1.2.2.1 The vehicle complies with the definition of a family member as defined in
paragraph 6.3.6.3. of this Regulation;

1.1.2.2.2 If the test fuel is reference fuel A for LPG or G20 for NG/biomethane, the
emission result shall be multiplied by the relevant factor "r" calculated in
paragraph 1.1.2.1.4. of this annex if r > 1; if r < 1, no correction is needed;

1.1.2.2.3 If the test fuel is reference fuel B for LPG or G25 for NG/biomethane, the
emission result shall be divided by the relevant factor "r" calculated in
paragraph 1.1.2.1.4. of this annex if r < 1; if r > 1, no correction is needed;

1.1.2.2.4 On the manufacturer's request, the Type I test may be performed on both
reference fuels, so that no correction is needed;

1.1.2.2.5 The vehicle shall comply with the emission limits valid for the relevant
category for both measured and calculated emissions;

1.1.2.2.6 If repeated tests are made on the same engine the results on reference fuel G20,
or A, and those on reference fuel G25, or B, shall first be averaged; the "r"
factor shall then be calculated from these averaged results;

1.1.2.2.7 Without prejudice to paragraph 2.6.4.1.2. of this annex, during the Type I test
it is permissible to use petrol only or simultaneously with gas when operating
in gas mode provided that the energy consumption of gas is higher than 80 per
cent of the total amount of energy consumed during the test. This percentage
shall be calculated in accordance with the method set out in Appendix 3 to
this annex.

1.2 The number of tests shall be determined according to the flowchart in

Figure A6/1. The limit value is the maximum allowed value for the respective
criteria emission as per the Gazette Notification

1.2.1 The flowchart in Figure A6/1 shall be applicable only to the whole applicable
WLTP test cycle and not to single phases.

1.2.2 The test results shall be the values after the applicable adjustments specified
in the post-processing tables in Annex B7 and Annex B8 are applied.

1.2.3 Determination of total cycle values

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1.2.3.1 If during any of the tests a criteria emissions limit is exceeded, the vehicle
shall be rejected.

1.2.3.2 Depending on the vehicle type, the manufacturer shall declare as applicable
the total cycle values of the CO2 mass emission, the electric energy
consumption, fuel consumption, fuel efficiency, as well as PER and AER
according to Table A6/1

1.2.3.3 The declared value of electric energy consumption for OVC-HEVs under
charge-depleting operating condition shall not be determined according to
Figure A6/1. It shall be taken as the certification value if the declared CO2
value is accepted as the approval value. If that is not the case, the measured
value of electric energy consumption shall be taken as the certification value.
Evidence of a correlation between declared CO2 mass emission and electric
energy consumption shall be submitted to the Test Agency in advance, if
applicable.

1.2.3.4 If after the first test all criteria in row 1 of the applicable Table A6/2 are
fulfilled, all values declared by the manufacturer shall be accepted as the
certification value. If any one of the criteria in row 1 of the applicable
Table A6/2 is not fulfilled, a second test shall be performed with the same
vehicle.

1.2.3.5 After the second test, the arithmetic average results of the two tests shall be
calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by
these arithmetic average results, all values declared by the manufacturer shall
be accepted as the certification value. If any one of the criteria in row 2 of the
applicable Table A6/2 is not fulfilled, a third test shall be performed with the
same vehicle.

1.2.3.6 After the third test, the arithmetic average results of the three tests shall be
calculated. For all parameters which fulfil the corresponding criterion in row 3
of the applicable Table A6/2, the declared value shall be taken as the
certification value. For any parameter which does not fulfil the corresponding
criterion in row 3 of the applicable Table A6/2, the arithmetic average result
shall be taken as the type approval value.

1.2.3.7 In the case that any one of the criterion of the applicable Table A6/2 is not
fulfilled after the first or second test, at the request of the manufacturer and
with the approval of the Test Agency the values may be re-declared as higher
values for emissions or consumption, or as lower values for electric ranges, in
order to reduce the required number of tests for type approval.

1.2.3.8 Determination of the acceptance values dCO21, dCO22 and dCO23

1.2.3.8.1 Additional to the requirement of paragraph 1.2.3.8.2., the following

acceptance values for dCO21, dCO22 and dCO23 shall be used in relation to
the criteria for the number of tests in Table A6/2:

dCO21 = 1.020

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1.2.3.1 If during any of the tests a criteria emissions limit is exceeded, the vehicle
shall be rejected.

1.2.3.2 Depending on the vehicle type, the manufacturer shall declare as applicable
the total cycle values of the CO2 mass emission, the electric energy
consumption, fuel consumption, fuel efficiency, as well as PER and AER
according to Table A6/1

1.2.3.3 The declared value of electric energy consumption for OVC-HEVs under
charge-depleting operating condition shall not be determined according to
Figure A6/1. It shall be taken as the certification value if the declared CO2
value is accepted as the approval value. If that is not the case, the measured
value of electric energy consumption shall be taken as the certification value.
Evidence of a correlation between declared CO2 mass emission and electric
energy consumption shall be submitted to the Test Agency in advance, if
applicable.

1.2.3.4 If after the first test all criteria in row 1 of the applicable Table A6/2 are
fulfilled, all values declared by the manufacturer shall be accepted as the
certification value. If any one of the criteria in row 1 of the applicable
Table A6/2 is not fulfilled, a second test shall be performed with the same
vehicle.

1.2.3.5 After the second test, the arithmetic average results of the two tests shall be
calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by
these arithmetic average results, all values declared by the manufacturer shall
be accepted as the certification value. If any one of the criteria in row 2 of the
applicable Table A6/2 is not fulfilled, a third test shall be performed with the
same vehicle.

1.2.3.6 After the third test, the arithmetic average results of the three tests shall be
calculated. For all parameters which fulfil the corresponding criterion in row 3
of the applicable Table A6/2, the declared value shall be taken as the
certification value. For any parameter which does not fulfil the corresponding
criterion in row 3 of the applicable Table A6/2, the arithmetic average result
shall be taken as the type approval value.

1.2.3.7 In the case that any one of the criterion of the applicable Table A6/2 is not
fulfilled after the first or second test, at the request of the manufacturer and
with the approval of the Test Agency the values may be re-declared as higher
values for emissions or consumption, or as lower values for electric ranges, in
order to reduce the required number of tests for type approval.

1.2.3.8 Determination of the acceptance values dCO21, dCO22 and dCO23

1.2.3.8.1 Additional to the requirement of paragraph 1.2.3.8.2., the following

acceptance values for dCO21, dCO22 and dCO23 shall be used in relation to
the criteria for the number of tests in Table A6/2:

dCO21 = 1.020

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dCO22 = 1.020

dCO23 = 1.020

1.2.3.8.2 If the charge depleting Type I test for OVC-HEVs consists of two or more
applicable WLTP test cycles and the dCO2x value is below 1.0, the dCO2x
value shall be replaced by 1.0.

1.2.3.9 In the case that a test result or an average of test results was taken and
confirmed as the certification value, this result shall be referred to as the
“declared value” for further calculations.

Table A6/1

Applicable rules for a manufacturer’s declared values (total cycle values)(a) (as
applicable)

Powertrain MCO2 b FC (kg/100 km) Electric All electric range /

(g/km) energy Pure Electric Range
consumptionc c(km)
(Wh/km)

Vehicles tested MCO2 FC Paragraph - -

according to Paragraph 1.4. of Annex 7.
Annex 6 (pure 3. of
ICE) Annex 7.

NOVC-FCHV - FCCS - -
Paragraph
4.2.1.2.1.
of Annex 8.

OVC- CD - FC,CD ECAC,CD AER

FCH
V CS - FCCS - -

NOVC-HEV MCO2,CS - - -

Paragraph
4.1.1.
of Annex
8.

OVC- CD MCO2,CD - AER

HEV Paragraph
4.1.2. Paragraph 4.4.1.1.
of Annex of Annex 8.
8.

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dCO22 = 1.020

dCO23 = 1.020

1.2.3.8.2 If the charge depleting Type I test for OVC-HEVs consists of two or more
applicable WLTP test cycles and the dCO2x value is below 1.0, the dCO2x
value shall be replaced by 1.0.

1.2.3.9 In the case that a test result or an average of test results was taken and
confirmed as the certification value, this result shall be referred to as the
“declared value” for further calculations.

Table A6/1

Applicable rules for a manufacturer’s declared values (total cycle values)(a) (as
applicable)

Powertrain MCO2 b FC (kg/100 km) Electric All electric range /

(g/km) energy Pure Electric Range
consumptionc c(km)
(Wh/km)

Vehicles tested MCO2 FC Paragraph - -

according to Paragraph 1.4. of Annex 7.
Annex 6 (pure 3. of
ICE) Annex 7.

NOVC-FCHV - FCCS - -
Paragraph
4.2.1.2.1.
of Annex 8.

OVC- CD - FC,CD ECAC,CD AER

FCH
V CS - FCCS - -

NOVC-HEV MCO2,CS - - -

Paragraph
4.1.1.
of Annex
8.

OVC- CD MCO2,CD - AER

HEV Paragraph
4.1.2. Paragraph 4.4.1.1.
of Annex of Annex 8.
8.

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Table A6/1

Applicable rules for a manufacturer’s declared values (total cycle values)(a) (as
applicable)

Powertrain MCO2 b FC (kg/100 km) Electric All electric range /

(g/km) energy Pure Electric Range
c c
consumption (km)
(Wh/km)

ECAC,CD

Paragraph
4.3.1. of
Annex 8.

CS MCO2,CS - - -

Paragraph
4.1.1.
of Annex
8.

PEV - - ECWLTC PERWLTC

Paragraph Paragraph 4.4.2. of

4.3.4.2. of Annex 8.
Annex 8.
(a)
The declared value shall be the value to which the necessary corrections, are applied
(i.e. Ki correction)s
(b)
Rounding to 2 places of decimal according to paragraph 6.1.8. of this Regulation
(c)
Rounding to one place of decimal according to paragraph 6.1.8. of this

Regulation

Figure A6/1
Flowchart for the number of Type I tests

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Table A6/1

Applicable rules for a manufacturer’s declared values (total cycle values)(a) (as
applicable)

Powertrain MCO2 b FC (kg/100 km) Electric All electric range /

(g/km) energy Pure Electric Range
c c
consumption (km)
(Wh/km)

ECAC,CD

Paragraph
4.3.1. of
Annex 8.

CS MCO2,CS - - -

Paragraph
4.1.1.
of Annex
8.

PEV - - ECWLTC PERWLTC

Paragraph Paragraph 4.4.2. of

4.3.4.2. of Annex 8.
Annex 8.
(a)
The declared value shall be the value to which the necessary corrections, are applied
(i.e. Ki correction)s
(b)
Rounding to 2 places of decimal according to paragraph 6.1.8. of this Regulation
(c)
Rounding to one place of decimal according to paragraph 6.1.8. of this

Regulation

Figure A6/1
Flowchart for the number of Type I tests

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Table A6/2

Criteria for number of tests

For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining

Type I test. (as applicable).

Test Judgement Criteria MCO2

parameter emission

Row 1 First test First test ≤ ≤ Declared value

results Regulation × 1.02
limit × 0.9

Row 2 Second test Arithmetic ≤ ≤ Declared value

average of Regulation × 1.02
the first limit × 1.0a
and second
test results

Row 3 Third test Arithmetic ≤ ≤ Declared value

average of Regulation × 1.02
three test limit × 1.0a
results
(a)
Each test result shall fulfil the regulation limit.

For OVC-HEVs charge-depleting Type I test.

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Table A6/2

Criteria for number of tests

For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining

Type I test. (as applicable).

Test Judgement Criteria MCO2

parameter emission

Row 1 First test First test ≤ ≤ Declared value

results Regulation × 1.02
limit × 0.9

Row 2 Second test Arithmetic ≤ ≤ Declared value

average of Regulation × 1.02
the first limit × 1.0a
and second
test results

Row 3 Third test Arithmetic ≤ ≤ Declared value

average of Regulation × 1.02
three test limit × 1.0a
results
(a)
Each test result shall fulfil the regulation limit.

For OVC-HEVs charge-depleting Type I test.

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Test Judgement Criteria MCO2,CD AER

parameter emissions

Row 1 First test First test ≤ ≤ ≥ Declared

results Regulation Declared value × 1.0
limit × 0.9a value ×
1.02

Row 2 Second Arithmetic ≤ ≤ ≥ Declared

test average of Regulation Declared value × 1.0
the first and limit × 1.0b value ×
second test 1.02
results

Row 3 Third test Arithmetic ≤ ≤ ≥ Declared

average of Regulation Declared value × 1.0
three test limit × 1.0b value ×
results 1.02

Test Judgement Criteria MCO2,CD AER

parameter emissions
(a)
"0.9" shall be replaced by “1.0” for charge-depleting Type I test for OVC-HEVs,
only if the charge-depleting test contains two or more applicable WLTC cycles.
(b)
Each test result shall fulfil the regulation limit.

For PEVs

Test Judgement Electric PER

parameter energy
consumption
First test ≤ Declared ≥ Declared value
Row 1 First test results value × 1.0 × 1.0

Row 2 Second test

Arithmetic ≤ Declared ≥ Declared value
average of value × 1.0 × 1.0
the first and
second test
results
Row 3 Third test Arithmetic ≤ Declared ≥ Declared value
average of value × 1.0 × 1.0
three test
results
For OVC-FCHVs charge-depleting cop test.

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Test Judgement Criteria MCO2,CD AER

parameter emissions

Row 1 First test First test ≤ ≤ ≥ Declared

results Regulation Declared value × 1.0
limit × 0.9a value ×
1.02

Row 2 Second Arithmetic ≤ ≤ ≥ Declared

test average of Regulation Declared value × 1.0
the first and limit × 1.0b value ×
second test 1.02
results

Row 3 Third test Arithmetic ≤ ≤ ≥ Declared

average of Regulation Declared value × 1.0
three test limit × 1.0b value ×
results 1.02

Test Judgement Criteria MCO2,CD AER

parameter emissions
(a)
"0.9" shall be replaced by “1.0” for charge-depleting Type I test for OVC-HEVs,
only if the charge-depleting test contains two or more applicable WLTC cycles.
(b)
Each test result shall fulfil the regulation limit.

For PEVs

Test Judgement Electric PER

parameter energy
consumption
First test ≤ Declared ≥ Declared value
Row 1 First test results value × 1.0 × 1.0

Row 2 Second test

Arithmetic ≤ Declared ≥ Declared value
average of value × 1.0 × 1.0
the first and
second test
results
Row 3 Third test Arithmetic ≤ Declared ≥ Declared value
average of value × 1.0 × 1.0
three test
results
For OVC-FCHVs charge-depleting cop test.

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Test Judgement FC,CD ECAC,CD AER

parameter

Row 1 First First test results ≤ Declared ≤ Declared value ≥ Declared value
test value x 1.0 x 1.0 × 1.0

Row 2 Second Arithmetic ≤ Declared ≤ Declared value ≥ Declared value

test average of the value x1.0 x1.0 × 1.0
first and second
test results

Row 3 Third Arithmetic ≤ Declared ≤ Declared value ≥ Declared value

test average of three value x 1.0 x 1.0 × 1.0
test results

For NOVC-FCHVs and OVC-FCHVs in Charge-Sustaining(CS) condition

Test Judgement parameter FCCS

Row 1 First test First test results ≤ Declared value × 1.0

Row 2 Second Arithmetic average of the ≤ Declared value × 1.0

test first and second test results

Row 3 Third test Arithmetic average of ≤ Declared value × 1.0

three test results

1.2.4 Determination of phase-specific values

1.2.4.1 Phase-specific value for CO2

1.2.4.1.1 After the total cycle declared value of the CO2 mass emission is accepted,
the arithmetic average of the phase-specific values of the test results in g/km
shall be multiplied by the adjustment factor CO2_AF to compensate for the
difference between the declared value and the test results. This corrected
value shall be the type approval value for CO2.

𝐷𝑒𝑐𝑙𝑎𝑟𝑒𝑑 𝑣𝑎𝑙𝑢𝑒
𝐶𝑂2_𝐴𝐹 =
𝑃ℎ𝑎𝑠𝑒 𝑐𝑜𝑚𝑏𝑖𝑛𝑒𝑑 𝑣𝑎𝑙𝑢𝑒
(𝐶𝑂2𝑎𝑣𝑒𝐿 × 𝐷𝐿 ) + (𝐶𝑂2𝑎𝑣𝑒𝑀 × 𝐷𝑀 ) + (𝐶𝑂2𝑎𝑣𝑒𝐻 × 𝐷𝐻 )
𝑃ℎ𝑎𝑠𝑒 𝑐𝑜𝑚𝑏𝑖𝑛𝑒𝑑 𝑣𝑎𝑙𝑢𝑒 =
𝐷𝐿 + 𝐷𝑀 + 𝐷𝐻

where:

𝐶𝑂2𝑎𝑣𝑒𝐿 is the arithmetic average CO2 mass emission result for the L phase
test result(s), g/km;

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Test Judgement FC,CD ECAC,CD AER

parameter

Row 1 First First test results ≤ Declared ≤ Declared value ≥ Declared value
test value x 1.0 x 1.0 × 1.0

Row 2 Second Arithmetic ≤ Declared ≤ Declared value ≥ Declared value

test average of the value x1.0 x1.0 × 1.0
first and second
test results

Row 3 Third Arithmetic ≤ Declared ≤ Declared value ≥ Declared value

test average of three value x 1.0 x 1.0 × 1.0
test results

For NOVC-FCHVs and OVC-FCHVs in Charge-Sustaining(CS) condition

Test Judgement parameter FCCS

Row 1 First test First test results ≤ Declared value × 1.0

Row 2 Second Arithmetic average of the ≤ Declared value × 1.0

test first and second test results

Row 3 Third test Arithmetic average of ≤ Declared value × 1.0

three test results

1.2.4 Determination of phase-specific values

1.2.4.1 Phase-specific value for CO2

1.2.4.1.1 After the total cycle declared value of the CO2 mass emission is accepted,
the arithmetic average of the phase-specific values of the test results in g/km
shall be multiplied by the adjustment factor CO2_AF to compensate for the
difference between the declared value and the test results. This corrected
value shall be the type approval value for CO2.

𝐷𝑒𝑐𝑙𝑎𝑟𝑒𝑑 𝑣𝑎𝑙𝑢𝑒
𝐶𝑂2_𝐴𝐹 =
𝑃ℎ𝑎𝑠𝑒 𝑐𝑜𝑚𝑏𝑖𝑛𝑒𝑑 𝑣𝑎𝑙𝑢𝑒
(𝐶𝑂2𝑎𝑣𝑒𝐿 × 𝐷𝐿 ) + (𝐶𝑂2𝑎𝑣𝑒𝑀 × 𝐷𝑀 ) + (𝐶𝑂2𝑎𝑣𝑒𝐻 × 𝐷𝐻 )
𝑃ℎ𝑎𝑠𝑒 𝑐𝑜𝑚𝑏𝑖𝑛𝑒𝑑 𝑣𝑎𝑙𝑢𝑒 =
𝐷𝐿 + 𝐷𝑀 + 𝐷𝐻

where:

𝐶𝑂2𝑎𝑣𝑒𝐿 is the arithmetic average CO2 mass emission result for the L phase
test result(s), g/km;

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𝐶𝑂2𝑎𝑣𝑒𝑀 is the arithmetic average CO2 mass emission result for the M phase
test result(s), g/km;

𝐶𝑂2𝑎𝑣𝑒𝐻 is the arithmetic average CO2 mass emission result for the H phase
test result(s), g/km;

DL is theoretical distance of phase L, km;

DM is theoretical distance of phase M, km;

DH is theoretical distance of phase H, km

1.2.4.1.2 If the total cycle declared value of the CO2 mass emission is not accepted,
the type approval phase-specific CO2 mass emission value shall be
calculated by taking the arithmetic average of the all test results for the
respective phase.

1.2.4.2 Phase-specific values for fuel consumption

The fuel consumption value shall be calculated by the phase-specific CO2

mass emission using the equations in paragraph 1.2.4.1. of this annex and
the arithmetic average of the emissions.

2.0 Type I test

2.1 Overview

2.1.1 The Type I test shall consist of prescribed sequences of dynamometer

preparation, fuelling, soaking, and operating conditions.

2.1.2 The Type I test shall consist of vehicle operation on a chassis dynamometer
on the applicable WLTC for the interpolation family. A proportional part of
the diluted exhaust emissions shall be collected continuously for subsequent
analysis using a constant volume sampler.

2.1.3 Background concentrations shall be measured for all compounds for which
dilute mass emissions measurements are conducted. For exhaust emissions
testing, this requires sampling and analysis of the dilution air.

2.1.3.1 Background particulate measurement

2.1.3.1.1 Where the manufacturer requests subtraction of either dilution air or dilution
tunnel background particulate mass from emissions measurements, these
background levels shall be determined according to the procedures listed in
paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. inclusive of this annex

2.1.3.1.1.1 The maximum permissible background correction shall be a mass on the

filter equivalent to 1 mg/km at the flow rate of the test.

2.1.3.1.1.2 If the background exceeds this level, the default figure of 1 mg/km shall be
subtracted

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𝐶𝑂2𝑎𝑣𝑒𝑀 is the arithmetic average CO2 mass emission result for the M phase
test result(s), g/km;

𝐶𝑂2𝑎𝑣𝑒𝐻 is the arithmetic average CO2 mass emission result for the H phase
test result(s), g/km;

DL is theoretical distance of phase L, km;

DM is theoretical distance of phase M, km;

DH is theoretical distance of phase H, km

1.2.4.1.2 If the total cycle declared value of the CO2 mass emission is not accepted,
the type approval phase-specific CO2 mass emission value shall be
calculated by taking the arithmetic average of the all test results for the
respective phase.

1.2.4.2 Phase-specific values for fuel consumption

The fuel consumption value shall be calculated by the phase-specific CO2

mass emission using the equations in paragraph 1.2.4.1. of this annex and
the arithmetic average of the emissions.

2.0 Type I test

2.1 Overview

2.1.1 The Type I test shall consist of prescribed sequences of dynamometer

preparation, fuelling, soaking, and operating conditions.

2.1.2 The Type I test shall consist of vehicle operation on a chassis dynamometer
on the applicable WLTC for the interpolation family. A proportional part of
the diluted exhaust emissions shall be collected continuously for subsequent
analysis using a constant volume sampler.

2.1.3 Background concentrations shall be measured for all compounds for which
dilute mass emissions measurements are conducted. For exhaust emissions
testing, this requires sampling and analysis of the dilution air.

2.1.3.1 Background particulate measurement

2.1.3.1.1 Where the manufacturer requests subtraction of either dilution air or dilution
tunnel background particulate mass from emissions measurements, these
background levels shall be determined according to the procedures listed in
paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. inclusive of this annex

2.1.3.1.1.1 The maximum permissible background correction shall be a mass on the

filter equivalent to 1 mg/km at the flow rate of the test.

2.1.3.1.1.2 If the background exceeds this level, the default figure of 1 mg/km shall be
subtracted

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2.1.3.1.1.3 Where subtraction of the background contribution gives a negative result,

the background level shall be considered to be zero.

2.1.3.1.2 Dilution air background particulate mass level shall be determined by

passing filtered dilution air through the particulate background filter. This
shall be drawn from a point immediately downstream of the dilution air
filters. Background levels in g/m3 shall be determined as a rolling
arithmetic average of at least 14 measurements with at least one
measurement per week.

2.1.3.1.3 Dilution tunnel background particulate mass level shall be determined by

passing filtered dilution air through the particulate background filter. This
shall be drawn from the same point as the particulate matter sample. Where
secondary dilution is used for the test, the secondary dilution system shall
be active for the purposes of background measurement. One measurement
may be performed on the day of test, either prior to or after the test.

2.1.3.2 Background particle number determination

2.1.3.2.1 Where a manufacturer requests a background correction, then with the

agreement of Test Agency, the subtraction of either dilution air or dilution
tunnel background particle number from emissions measurements shall be
determined as follows:

2.1.3.2.1.1 The background value may be either calculated or measured. The maximum
permissible background correction shall be related to the maximum
allowable leak rate of the particle number measurement system (0.5 particles
per cm³) scaled from the particle concentration reduction factor, PCRF, and
the CVS flow rate used in the actual test;

2.1.3.2.1.2 The manufacturer may request that actual background measurements are
used instead of calculated ones.

2.1.3.2.1.3 Where subtraction of the background contribution gives a negative result,

the PN result shall be considered to be zero.

2.1.3.2.2 The dilution air background particle number level shall be determined by
sampling filtered dilution air. This shall be drawn from a point immediately
downstream of the dilution air filters into the PN measurement system.
Background levels in particles per cm³ shall be determined as a rolling
arithmetic average of least 14 measurements with at least one measurement
per week.

2.1.3.2.3 The dilution tunnel background particle number level shall be determined
by sampling filtered dilution air. This shall be drawn from the same point as
the PN sample. Where secondary dilution is used for the test the secondary
dilution system shall be active for the purposes of background measurement.
One measurement may be performed on the day of test, either prior to or
after the test using the actual PCRF and the CVS flow rate utilised during
the test.

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2.1.3.1.1.3 Where subtraction of the background contribution gives a negative result,

the background level shall be considered to be zero.

2.1.3.1.2 Dilution air background particulate mass level shall be determined by

passing filtered dilution air through the particulate background filter. This
shall be drawn from a point immediately downstream of the dilution air
filters. Background levels in g/m3 shall be determined as a rolling
arithmetic average of at least 14 measurements with at least one
measurement per week.

2.1.3.1.3 Dilution tunnel background particulate mass level shall be determined by

passing filtered dilution air through the particulate background filter. This
shall be drawn from the same point as the particulate matter sample. Where
secondary dilution is used for the test, the secondary dilution system shall
be active for the purposes of background measurement. One measurement
may be performed on the day of test, either prior to or after the test.

2.1.3.2 Background particle number determination

2.1.3.2.1 Where a manufacturer requests a background correction, then with the

agreement of Test Agency, the subtraction of either dilution air or dilution
tunnel background particle number from emissions measurements shall be
determined as follows:

2.1.3.2.1.1 The background value may be either calculated or measured. The maximum
permissible background correction shall be related to the maximum
allowable leak rate of the particle number measurement system (0.5 particles
per cm³) scaled from the particle concentration reduction factor, PCRF, and
the CVS flow rate used in the actual test;

2.1.3.2.1.2 The manufacturer may request that actual background measurements are
used instead of calculated ones.

2.1.3.2.1.3 Where subtraction of the background contribution gives a negative result,

the PN result shall be considered to be zero.

2.1.3.2.2 The dilution air background particle number level shall be determined by
sampling filtered dilution air. This shall be drawn from a point immediately
downstream of the dilution air filters into the PN measurement system.
Background levels in particles per cm³ shall be determined as a rolling
arithmetic average of least 14 measurements with at least one measurement
per week.

2.1.3.2.3 The dilution tunnel background particle number level shall be determined
by sampling filtered dilution air. This shall be drawn from the same point as
the PN sample. Where secondary dilution is used for the test the secondary
dilution system shall be active for the purposes of background measurement.
One measurement may be performed on the day of test, either prior to or
after the test using the actual PCRF and the CVS flow rate utilised during
the test.

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2.2 General test cell equipment

2.2.1 Parameters to be measured

2.2.1.1 The following temperatures shall be measured with an accuracy of ±1.5 °C:

(a) Test cell ambient air;

(b) Dilution and sampling system temperatures as required for emissions

measurement systems defined in Annex B5.

2.2.1.2 Atmospheric pressure shall be measurable with a precision of ±0.1 kPa.

2.2.1.3 Specific humidity H shall be measurable with a precision of ±1 g H2O/kg

dry air.

2.2.2 Test cell and soak area

2.2.2.1 Test cell

2.2.2.1.1 The test cell shall have a temperature set point of 23 °C. The tolerance of
the actual value shall be within ±5 °C. The air temperature and humidity
shall be measured at the test cell's cooling fan outlet at a minimum frequency
of 0.1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of
this annex.

2.2.2.1.2 The specific humidity H of either the air in the test cell or the intake air of
the engine shall be such that:

5.5 ≤ 𝐻 ≤ 12.2 (g H2O/kg dry air)

2.2.2.1.3 Humidity shall be measured continuously at a minimum frequency of

0.1 Hz.

2.2.2.2 Soak area

The soak area shall have a temperature set point of 23 °C and the tolerance
of the actual value shall be within ±3 °C on a 5-minute running arithmetic
average and shall not show a systematic deviation from the set point. The
temperature shall be measured continuously at a minimum frequency of
0.033 Hz (every 30 s).

2.3 Test vehicle

2.3.1 General

The test vehicle shall conform in all its components with the production
series, or, if the vehicle is different from the production series (e.g. for worst
case testing), a full description shall be recorded. In selecting the test
vehicle, the manufacturer and the Test Agency shall agree which vehicle
model is representative for the interpolation family.

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2.2 General test cell equipment

2.2.1 Parameters to be measured

2.2.1.1 The following temperatures shall be measured with an accuracy of ±1.5 °C:

(a) Test cell ambient air;

(b) Dilution and sampling system temperatures as required for emissions

measurement systems defined in Annex B5.

2.2.1.2 Atmospheric pressure shall be measurable with a precision of ±0.1 kPa.

2.2.1.3 Specific humidity H shall be measurable with a precision of ±1 g H2O/kg

dry air.

2.2.2 Test cell and soak area

2.2.2.1 Test cell

2.2.2.1.1 The test cell shall have a temperature set point of 23 °C. The tolerance of
the actual value shall be within ±5 °C. The air temperature and humidity
shall be measured at the test cell's cooling fan outlet at a minimum frequency
of 0.1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of
this annex.

2.2.2.1.2 The specific humidity H of either the air in the test cell or the intake air of
the engine shall be such that:

5.5 ≤ 𝐻 ≤ 12.2 (g H2O/kg dry air)

2.2.2.1.3 Humidity shall be measured continuously at a minimum frequency of

0.1 Hz.

2.2.2.2 Soak area

The soak area shall have a temperature set point of 23 °C and the tolerance
of the actual value shall be within ±3 °C on a 5-minute running arithmetic
average and shall not show a systematic deviation from the set point. The
temperature shall be measured continuously at a minimum frequency of
0.033 Hz (every 30 s).

2.3 Test vehicle

2.3.1 General

The test vehicle shall conform in all its components with the production
series, or, if the vehicle is different from the production series (e.g. for worst
case testing), a full description shall be recorded. In selecting the test
vehicle, the manufacturer and the Test Agency shall agree which vehicle
model is representative for the interpolation family.

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In the case that vehicles within an interpolation family are equipped with
different emission control systems that could have an effect on the emission
behaviour, the manufacturer shall either demonstrate to the Test Agency that
the test vehicle(s) selected and its (their) results from the Type I test are
representative for the interpolation family, or demonstrate the fulfilment of
the criteria emission within the interpolation family by testing one or more
individual vehicles that differ in their emission control systems.

For the measurement of emissions, the road load as determined with test
vehicle H shall be applied. In the case of a road load matrix family, for the
measurement of emissions, the road load as calculated for vehicle HM
according to paragraph 5.1. of Annex B4 shall be applied.

If at the request of the manufacturer the interpolation method is used (see

paragraph 3.2.3.2. of Annex B7), an additional measurement of emissions
shall be performed with the road load as determined with test vehicle L.
Tests on vehicles H and L should be performed with the same test vehicle
and shall be tested with the shortest n/v ratio (with a tolerance of
±1.5 per cent) within the interpolation family. In the case of a road load
matrix family, an additional measurement of emissions shall be performed
with the road load as calculated for vehicle LM according to paragraph 5.1.
of Annex B4.

Road load coefficients and the test mass of test vehicle L and H may be
taken from different road load matrix families. They may also be taken from
different road load families as long as the difference between these road load
families has been demonstrated to and accepted by the Test Agency, and
results from either applying paragraph 6.8. of Annex B4 or tyres taken from
different tyre categories, while the requirements in paragraph 2.3.2. of this
annex are maintained.

2.3.2 CO2 interpolation range

2.3.2.1 The interpolation method shall only be used if the difference in CO2 over
the applicable cycle resulting from step 9 in Table A7/1 of Annex B7
between test vehicles L and H is between a minimum of 5 g/km and a
maximum defined in paragraph 2.3.2.2. of this annex.

2.3.2.2 The maximum difference in CO2 emissions allowed over the applicable
cycle resulting from step 9 in Table A7/1 of Annex B7 between test vehicles
L and H shall be 20 per cent plus 5 g/km of the CO2 emissions from vehicle
H, but at least 15 g/km and not exceeding 30 g/km. See Figure A6/2.

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In the case that vehicles within an interpolation family are equipped with
different emission control systems that could have an effect on the emission
behaviour, the manufacturer shall either demonstrate to the Test Agency that
the test vehicle(s) selected and its (their) results from the Type I test are
representative for the interpolation family, or demonstrate the fulfilment of
the criteria emission within the interpolation family by testing one or more
individual vehicles that differ in their emission control systems.

For the measurement of emissions, the road load as determined with test
vehicle H shall be applied. In the case of a road load matrix family, for the
measurement of emissions, the road load as calculated for vehicle HM
according to paragraph 5.1. of Annex B4 shall be applied.

If at the request of the manufacturer the interpolation method is used (see

paragraph 3.2.3.2. of Annex B7), an additional measurement of emissions
shall be performed with the road load as determined with test vehicle L.
Tests on vehicles H and L should be performed with the same test vehicle
and shall be tested with the shortest n/v ratio (with a tolerance of
±1.5 per cent) within the interpolation family. In the case of a road load
matrix family, an additional measurement of emissions shall be performed
with the road load as calculated for vehicle LM according to paragraph 5.1.
of Annex B4.

Road load coefficients and the test mass of test vehicle L and H may be
taken from different road load matrix families. They may also be taken from
different road load families as long as the difference between these road load
families has been demonstrated to and accepted by the Test Agency, and
results from either applying paragraph 6.8. of Annex B4 or tyres taken from
different tyre categories, while the requirements in paragraph 2.3.2. of this
annex are maintained.

2.3.2 CO2 interpolation range

2.3.2.1 The interpolation method shall only be used if the difference in CO2 over
the applicable cycle resulting from step 9 in Table A7/1 of Annex B7
between test vehicles L and H is between a minimum of 5 g/km and a
maximum defined in paragraph 2.3.2.2. of this annex.

2.3.2.2 The maximum difference in CO2 emissions allowed over the applicable
cycle resulting from step 9 in Table A7/1 of Annex B7 between test vehicles
L and H shall be 20 per cent plus 5 g/km of the CO2 emissions from vehicle
H, but at least 15 g/km and not exceeding 30 g/km. See Figure A6/2.

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Figure A6/2

Interpolation range for pure ICE vehicles

This restriction does not apply for the application of a road load matrix
family or when the calculation of the road load of vehicles L and H is based
on the default road load.

2.3.2.2.1 The allowed interpolation range defined in paragraph 2.3.2.2. of this annex
may be increased by 10 g/km CO2 (see Figure A6/3) if a vehicle M is tested
within that family and the conditions according to paragraph 2.3.2.4. of this
annex are fulfilled. This increase is allowed only once within an
interpolation family.

Figure A6/3

Interpolation range for pure ICE vehicles with vehicle M

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Figure A6/2

Interpolation range for pure ICE vehicles

This restriction does not apply for the application of a road load matrix
family or when the calculation of the road load of vehicles L and H is based
on the default road load.

2.3.2.2.1 The allowed interpolation range defined in paragraph 2.3.2.2. of this annex
may be increased by 10 g/km CO2 (see Figure A6/3) if a vehicle M is tested
within that family and the conditions according to paragraph 2.3.2.4. of this
annex are fulfilled. This increase is allowed only once within an
interpolation family.

Figure A6/3

Interpolation range for pure ICE vehicles with vehicle M

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2.3.2.3 At the request of the manufacturer and with approval of the Test Agency,
the application of the interpolation method on individual vehicle values
within a family may be extended if the maximum extrapolation of an
individual vehicle (Step 10 in Table A7/1 of Annex B7) is not more than
3 g/km above the CO2 emission of vehicle H (Step 9 in Table A7/1 of
Annex B7) and/or is not more than 3 g/km below the CO2 emission of
vehicle L (Step 9 in Table A7/1 of Annex B7). This extrapolation is valid
only within the absolute boundaries of the interpolation range specified in
paragraph 2.3.2.2.

For the application of a road load matrix family, or when the calculation of
the road load of vehicles L and H is based on the default road load,
extrapolation is not permitted.

2.3.2.4 Vehicle M

Vehicle M is a vehicle within the interpolation family between the vehicles

L and H with a cycle energy demand which is preferably closest to the
average of vehicles L and H.

The limits of the selection of vehicle M (see Figure A6/4) are such that
neither the difference in CO2 emission values between vehicles H and M nor
the difference in CO2 emission values between vehicles M and L is greater
the allowed CO2 range in accordance with paragraph 2.3.2.2. of this annex.
The defined road load coefficients and the defined test mass shall be
recorded.

Figure A6/4

Limits for the selection of vehicle M

Figure A6/4

Limits for the selection of vehicle M

In case of a 4-phase calculation the linearity of the corrected measured and

averaged CO2 mass emission for vehicle M, MCO2,c,6,M according to step
6 of Table A7/1 of Annex 7, shall be verified against the linearly interpolated
CO2 mass emission between vehicles L and H over the applicable cycle by
using the corrected measured and averaged CO2 mass emission
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2.3.2.3 At the request of the manufacturer and with approval of the Test Agency,
the application of the interpolation method on individual vehicle values
within a family may be extended if the maximum extrapolation of an
individual vehicle (Step 10 in Table A7/1 of Annex B7) is not more than
3 g/km above the CO2 emission of vehicle H (Step 9 in Table A7/1 of
Annex B7) and/or is not more than 3 g/km below the CO2 emission of
vehicle L (Step 9 in Table A7/1 of Annex B7). This extrapolation is valid
only within the absolute boundaries of the interpolation range specified in
paragraph 2.3.2.2.

For the application of a road load matrix family, or when the calculation of
the road load of vehicles L and H is based on the default road load,
extrapolation is not permitted.

2.3.2.4 Vehicle M

Vehicle M is a vehicle within the interpolation family between the vehicles

L and H with a cycle energy demand which is preferably closest to the
average of vehicles L and H.

The limits of the selection of vehicle M (see Figure A6/4) are such that
neither the difference in CO2 emission values between vehicles H and M nor
the difference in CO2 emission values between vehicles M and L is greater
the allowed CO2 range in accordance with paragraph 2.3.2.2. of this annex.
The defined road load coefficients and the defined test mass shall be
recorded.

Figure A6/4

Limits for the selection of vehicle M

Figure A6/4

Limits for the selection of vehicle M

In case of a 4-phase calculation the linearity of the corrected measured and

averaged CO2 mass emission for vehicle M, MCO2,c,6,M according to step
6 of Table A7/1 of Annex 7, shall be verified against the linearly interpolated
CO2 mass emission between vehicles L and H over the applicable cycle by
using the corrected measured and averaged CO2 mass emission
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MCO2,c,6,H of vehicle H and MCO2,c,6,L of vehicle L, according to step

6 of Table A7/1 of Annex 7, for the linear CO2 mass emission interpolation.

In case of a 3-phase calculation an additional averaging of tests using the

CO2-output of step 4a is necessary (not described in Table A7/1). The
linearity of the corrected measured and averaged CO2 mass emission for
vehicle M, MCO2,c,4a,M according to step 4a of Table A7/1 of Annex 7,
shall be verified against the linearly interpolated CO2 mass emission
between vehicles L and H over the applicable cycle by using the corrected
measured and averaged CO2 mass emission MCO2,c,4a,H values of vehicle
H and MCO2,c,4a,L of vehicle L, according to step 4a used in of Table A7/1
of Annex 7, for the linear CO2 mass emission interpolation.The linearity
criterion for vehicle M (see Figure A6/5) shall be considered fulfilled, if the
CO2 mass emission of the vehicle M over the applicable WLTC minus the
CO2 mass emission derived by interpolation is less than 2 g/km or 3 per cent
of the interpolated value, whichever value is lower, but at least 1 g/km.

Figure A6/5

Linearity criterion for vehicle M

If the linearity criterion is fulfilled, the CO2 values of individual vehicles

shall be interpolated between vehicles L and H.

If the linearity criterion is not fulfilled, the interpolation family shall be split
into two sub-families for vehicles with a cycle energy demand between
vehicles L and M, and vehicles with a cycle energy demand between
vehicles M and H. In such a case, the final CO2 mass emissions of vehicle
M shall be determined in accordance with the same process as for vehicles
L or H. See step 9 in Table A7/1 of Annex B7.

For vehicles with a cycle energy demand between that of vehicles L and M,
each parameter of vehicle H necessary for the application of the

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MCO2,c,6,H of vehicle H and MCO2,c,6,L of vehicle L, according to step

6 of Table A7/1 of Annex 7, for the linear CO2 mass emission interpolation.

In case of a 3-phase calculation an additional averaging of tests using the

CO2-output of step 4a is necessary (not described in Table A7/1). The
linearity of the corrected measured and averaged CO2 mass emission for
vehicle M, MCO2,c,4a,M according to step 4a of Table A7/1 of Annex 7,
shall be verified against the linearly interpolated CO2 mass emission
between vehicles L and H over the applicable cycle by using the corrected
measured and averaged CO2 mass emission MCO2,c,4a,H values of vehicle
H and MCO2,c,4a,L of vehicle L, according to step 4a used in of Table A7/1
of Annex 7, for the linear CO2 mass emission interpolation.The linearity
criterion for vehicle M (see Figure A6/5) shall be considered fulfilled, if the
CO2 mass emission of the vehicle M over the applicable WLTC minus the
CO2 mass emission derived by interpolation is less than 2 g/km or 3 per cent
of the interpolated value, whichever value is lower, but at least 1 g/km.

Figure A6/5

Linearity criterion for vehicle M

If the linearity criterion is fulfilled, the CO2 values of individual vehicles

shall be interpolated between vehicles L and H.

If the linearity criterion is not fulfilled, the interpolation family shall be split
into two sub-families for vehicles with a cycle energy demand between
vehicles L and M, and vehicles with a cycle energy demand between
vehicles M and H. In such a case, the final CO2 mass emissions of vehicle
M shall be determined in accordance with the same process as for vehicles
L or H. See step 9 in Table A7/1 of Annex B7.

For vehicles with a cycle energy demand between that of vehicles L and M,
each parameter of vehicle H necessary for the application of the

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interpolation method on individual values shall be substituted by the

corresponding parameter of vehicle M

For vehicles with a cycle energy demand between that of vehicles M and H,
each parameter of vehicle L necessary for the application of the interpolation
method on individual values shall be substituted by the corresponding
parameter of vehicle M.

2.3.3 Run-in

The vehicle shall be presented in good technical condition. It shall have been
run-in and driven between 3,000 and 15,000 km before the test. The engine,
transmission and vehicle shall be run-in in accordance with the
manufacturer’s recommendations.

2.4 Settings

2.4.1 Dynamometer settings and verification shall be performed according to

Annex B4.

2.4.2 Dynamometer operation

2.4.2.1 Auxiliary devices shall be switched off or deactivated during dynamometer

operation unless their operation is required by legislation (e.g. daylight
running lamps).

2.4.2.1.1 If the vehicle is equipped with a coasting functionality, this functionality

shall be deactivated either by a switch or by the vehicle’s dynamometer
operation mode during chassis dynamometer testing, except for tests where
the coasting functionality is explicitly required by the test procedure.

2.4.2.2 The vehicle’s dynamometer operation mode, if any, shall be activated by

using the manufacturer's instruction (e.g. using vehicle steering wheel
buttons in a special sequence, using the manufacturer’s workshop tester,
removing a fuse).

The manufacturer shall provide the Test Agency a list of the deactivated
devices and/or functionalities and justification for the deactivation. The
dynamometer operation mode shall be approved by the Test Agency, and
the use of a dynamometer operation mode shall be recorded.

2.4.2.3 The vehicle’s dynamometer operation mode shall not activate, modulate,
delay or deactivate the operation of any part (with the exclusion of the
coasting functionality) that affects the emissions and fuel consumption
under the test conditions. Any device that affects the operation on a chassis
dynamometer shall be set to ensure a proper operation.

2.4.2.4 Allocation of dynamometer type to test vehicle

2.4.2.4.1 If the test vehicle has two powered axles, and under WLTP conditions it is
partially or permanently operated with two axles being powered or
recuperating energy over the applicable cycle the vehicle shall be tested on
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interpolation method on individual values shall be substituted by the

corresponding parameter of vehicle M

For vehicles with a cycle energy demand between that of vehicles M and H,
each parameter of vehicle L necessary for the application of the interpolation
method on individual values shall be substituted by the corresponding
parameter of vehicle M.

2.3.3 Run-in

The vehicle shall be presented in good technical condition. It shall have been
run-in and driven between 3,000 and 15,000 km before the test. The engine,
transmission and vehicle shall be run-in in accordance with the
manufacturer’s recommendations.

2.4 Settings

2.4.1 Dynamometer settings and verification shall be performed according to

Annex B4.

2.4.2 Dynamometer operation

2.4.2.1 Auxiliary devices shall be switched off or deactivated during dynamometer

operation unless their operation is required by legislation (e.g. daylight
running lamps).

2.4.2.1.1 If the vehicle is equipped with a coasting functionality, this functionality

shall be deactivated either by a switch or by the vehicle’s dynamometer
operation mode during chassis dynamometer testing, except for tests where
the coasting functionality is explicitly required by the test procedure.

2.4.2.2 The vehicle’s dynamometer operation mode, if any, shall be activated by

using the manufacturer's instruction (e.g. using vehicle steering wheel
buttons in a special sequence, using the manufacturer’s workshop tester,
removing a fuse).

The manufacturer shall provide the Test Agency a list of the deactivated
devices and/or functionalities and justification for the deactivation. The
dynamometer operation mode shall be approved by the Test Agency, and
the use of a dynamometer operation mode shall be recorded.

2.4.2.3 The vehicle’s dynamometer operation mode shall not activate, modulate,
delay or deactivate the operation of any part (with the exclusion of the
coasting functionality) that affects the emissions and fuel consumption
under the test conditions. Any device that affects the operation on a chassis
dynamometer shall be set to ensure a proper operation.

2.4.2.4 Allocation of dynamometer type to test vehicle

2.4.2.4.1 If the test vehicle has two powered axles, and under WLTP conditions it is
partially or permanently operated with two axles being powered or
recuperating energy over the applicable cycle the vehicle shall be tested on
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a dynamometer in 4WD operation which fulfils the specifications in

paragraphs 2.2. and 2.3. of Annex B5.

2.4.2.4.2 If the test vehicle is tested with only one powered axle, the test vehicle shall
be tested on a dynamometer in 2WD operation which fulfils the
specifications in paragraph 2.2. of Annex B5.

At the request of the manufacturer and with the approval of the Test Agency
a vehicle with one powered axle may be tested on a 4WD dynamometer in
4WD operation mode.

2.4.2.4.3 If the test vehicle is operated with two axles being powered in dedicated
driver-selectable modes which are not intended for normal daily operation
but only for special limited purposes, such as ‘mountain mode’ or
‘maintenance mode’, or when the mode with two powered axles is only
activated in an off-road situation, the vehicle shall be tested on a
dynamometer in 2WD operation which fulfils the specifications in
paragraph 2.2. of Annex B5.

2.4.2.4.4 If the test vehicle is tested on a 4WD dynamometer in 2WD operation the
wheels on the non-powered axle may rotate during the test, provided that
the vehicle dynamometer operation mode and vehicle coastdown mode
support this way of operation.

Figure A6/5a

Possible test configurations on 2WD and 4WD dynamometers

4WD dynamometer in 4WD operation 4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
Contracting Party option (upon demonstration of equivalency) (upon demonstration of equivalency)
4WD vehicle 4WD vehicle 4WD vehicle 4WD vehicle
4WD vehicle converted to 2WD converted to 2WD converted to 2WD converted to 2WD
4WD vehicle
2 powered axles

mainly powered axle

is front
(situation for rear is single roller twin-roller
equivalent) dynamometer dynamometer

2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle
2WD vehicle
1 powered axle

front wheel drive

(situation for rear
wheel drive is single roller twin-roller
equivalent) dynamometer dynamometer
4WD dynamometer in 4WD operation 4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
(at the request of the manufacturer)
dyno: simulates road load and inertia vehicle: powered axle
dyno: just rotating, not included in energy balance vehicle: non-powered axle / in case of 4WD vehicle:
a powered axle, that is converted such, that it
is non-powered for dyno testing

2.4.2.5 Demonstration of equivalency between a dynamometer in 2WD operation

and a dynamometer in 4WD operation

2.4.2.5.1 At the request of the manufacturer and with the approval of the Test Agency,
the vehicle which has to be tested on a dynamometer in 4WD operation may
alternatively be tested on a dynamometer in 2WD operation if the following
conditions are met:

(a) the test vehicle is converted to have only one powered axle;

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a dynamometer in 4WD operation which fulfils the specifications in

paragraphs 2.2. and 2.3. of Annex B5.

2.4.2.4.2 If the test vehicle is tested with only one powered axle, the test vehicle shall
be tested on a dynamometer in 2WD operation which fulfils the
specifications in paragraph 2.2. of Annex B5.

At the request of the manufacturer and with the approval of the Test Agency
a vehicle with one powered axle may be tested on a 4WD dynamometer in
4WD operation mode.

2.4.2.4.3 If the test vehicle is operated with two axles being powered in dedicated
driver-selectable modes which are not intended for normal daily operation
but only for special limited purposes, such as ‘mountain mode’ or
‘maintenance mode’, or when the mode with two powered axles is only
activated in an off-road situation, the vehicle shall be tested on a
dynamometer in 2WD operation which fulfils the specifications in
paragraph 2.2. of Annex B5.

2.4.2.4.4 If the test vehicle is tested on a 4WD dynamometer in 2WD operation the
wheels on the non-powered axle may rotate during the test, provided that
the vehicle dynamometer operation mode and vehicle coastdown mode
support this way of operation.

Figure A6/5a

Possible test configurations on 2WD and 4WD dynamometers

4WD dynamometer in 4WD operation 4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
Contracting Party option (upon demonstration of equivalency) (upon demonstration of equivalency)
4WD vehicle 4WD vehicle 4WD vehicle 4WD vehicle
4WD vehicle converted to 2WD converted to 2WD converted to 2WD converted to 2WD
4WD vehicle
2 powered axles

mainly powered axle

is front
(situation for rear is single roller twin-roller
equivalent) dynamometer dynamometer

2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle
2WD vehicle
1 powered axle

front wheel drive

(situation for rear
wheel drive is single roller twin-roller
equivalent) dynamometer dynamometer
4WD dynamometer in 4WD operation 4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
(at the request of the manufacturer)
dyno: simulates road load and inertia vehicle: powered axle
dyno: just rotating, not included in energy balance vehicle: non-powered axle / in case of 4WD vehicle:
a powered axle, that is converted such, that it
is non-powered for dyno testing

2.4.2.5 Demonstration of equivalency between a dynamometer in 2WD operation

and a dynamometer in 4WD operation

2.4.2.5.1 At the request of the manufacturer and with the approval of the Test Agency,
the vehicle which has to be tested on a dynamometer in 4WD operation may
alternatively be tested on a dynamometer in 2WD operation if the following
conditions are met:

(a) the test vehicle is converted to have only one powered axle;

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(b) the manufacturer demonstrates to the Test Agency that the CO2, fuel
consumption and/or electrical energy consumption of the converted
vehicle is the same or higher as for the non-converted vehicle being
tested on a dynamometer in 4WD operation;

(c) a safe operation is ensured for the test (e.g. by removing a fuse or
dismounting a drive shaft) and an instruction is provided together
with the dynamometer operation mode;

(d) the conversion is only applied to the vehicle tested at the chassis
dynamometer, the road load determination procedure shall be applied
to the unconverted test vehicle.

2.4.2.5.2 This demonstration of equivalency shall apply to all vehicles in the same
road load family. At the request of the manufacturer, and with approval of
the Test Agency, this demonstration of equivalency may be extended to
other road load families upon evidence that a vehicle from the worst-case
road load family was selected as the test vehicle.

2.4.2.6 Information on whether the vehicle was tested on a 2WD dynamometer or a

4WD dynamometer and whether it was tested on a dynamometer in 2WD
operation or 4WD operation shall be included in all relevant test reports. In
the case that the vehicle was tested on a 4WD dynamometer, with that
dynamometer in 2WD operation, this information shall also indicate
whether or not the wheels on the non-powered wheels were rotating.

2.4.3 The vehicle’s exhaust system shall not exhibit any leak likely to reduce the
quantity of gas collected.

2.4.4 The settings of the powertrain and vehicle controls shall be those prescribed
by the manufacturer for series production.

2.4.5 Tyres shall be of a type specified as original equipment by the vehicle

manufacturer. Tyre pressure may be increased by up to 50 per cent above
the pressure specified in paragraph 4.2.2.3. of Annex B4. The same tyre
pressure shall be used for the setting of the dynamometer and for all
subsequent testing. The tyre pressure used shall be recorded.

2.4.6 Reference fuel

The appropriate reference fuel as specified in Gazette Notification.

2.4.7 Test vehicle preparation

2.4.7.1 The vehicle shall be approximately horizontal during the test so as to avoid
any abnormal distribution of the fuel.

2.4.7.3 For PM sampling during a test when the regenerating device is in a stabilized
loading condition (i.e. the vehicle is not undergoing a regeneration), it is
recommended that the vehicle has completed more than 1/3 of the mileage

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(b) the manufacturer demonstrates to the Test Agency that the CO2, fuel
consumption and/or electrical energy consumption of the converted
vehicle is the same or higher as for the non-converted vehicle being
tested on a dynamometer in 4WD operation;

(c) a safe operation is ensured for the test (e.g. by removing a fuse or
dismounting a drive shaft) and an instruction is provided together
with the dynamometer operation mode;

(d) the conversion is only applied to the vehicle tested at the chassis
dynamometer, the road load determination procedure shall be applied
to the unconverted test vehicle.

2.4.2.5.2 This demonstration of equivalency shall apply to all vehicles in the same
road load family. At the request of the manufacturer, and with approval of
the Test Agency, this demonstration of equivalency may be extended to
other road load families upon evidence that a vehicle from the worst-case
road load family was selected as the test vehicle.

2.4.2.6 Information on whether the vehicle was tested on a 2WD dynamometer or a

4WD dynamometer and whether it was tested on a dynamometer in 2WD
operation or 4WD operation shall be included in all relevant test reports. In
the case that the vehicle was tested on a 4WD dynamometer, with that
dynamometer in 2WD operation, this information shall also indicate
whether or not the wheels on the non-powered wheels were rotating.

2.4.3 The vehicle’s exhaust system shall not exhibit any leak likely to reduce the
quantity of gas collected.

2.4.4 The settings of the powertrain and vehicle controls shall be those prescribed
by the manufacturer for series production.

2.4.5 Tyres shall be of a type specified as original equipment by the vehicle

manufacturer. Tyre pressure may be increased by up to 50 per cent above
the pressure specified in paragraph 4.2.2.3. of Annex B4. The same tyre
pressure shall be used for the setting of the dynamometer and for all
subsequent testing. The tyre pressure used shall be recorded.

2.4.6 Reference fuel

The appropriate reference fuel as specified in Gazette Notification.

2.4.7 Test vehicle preparation

2.4.7.1 The vehicle shall be approximately horizontal during the test so as to avoid
any abnormal distribution of the fuel.

2.4.7.3 For PM sampling during a test when the regenerating device is in a stabilized
loading condition (i.e. the vehicle is not undergoing a regeneration), it is
recommended that the vehicle has completed more than 1/3 of the mileage

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between scheduled regenerations or that the periodically regenerating

device has undergone equivalent loading off the vehicle.

2.5 Preliminary testing cycles

Preliminary testing cycles may be carried out if requested by the

manufacturer to follow the speed trace within the prescribed limits

2.6 Test vehicle preconditioning

2.6.1 Vehicle preparation

2.6.1.1 Fuel tank filling

The fuel tank(s) shall be filled with the specified test fuel. If the existing fuel
in the fuel tank(s) does not meet the specifications contained in
paragraph 2.4.6. of this annex, the existing fuel shall be drained prior to the
fuel fill. The evaporative emission control system shall neither be
abnormally purged nor abnormally loaded.

2.6.1.2 REESSs charging

Before the preconditioning test cycle, the REESSs shall be fully charged. At
the request of the manufacturer, charging may be omitted before
preconditioning. The REESSs shall not be charged again before official
testing.

2.6.1.3 Tyre pressures

The tyre pressure of the driving wheels shall be set in accordance with
paragraph 2.4.5. of this annex.

2.6.1.4 Gaseous fuel vehicles

Between the tests on the first gaseous reference fuel and the second gaseous
reference fuel, for vehicles with positive ignition engines fuelled with LPG
or NG/biomethane or so equipped that they can be fuelled with either petrol
or LPG or NG/biomethane, the vehicle shall be preconditioned again before
the test on the second reference fuel. Between the tests on the first gaseous
reference fuel and the second gaseous reference fuel, for vehicles with
positive ignition engines fuelled with LPG or NG/biomethane or so
equipped that they can be fuelled with either petrol or LPG or
NG/biomethane, the vehicle shall be preconditioned again before the test on
the second reference fuel.

2.6.2 Test cell

2.6.2.1 Temperature

During preconditioning, the test cell temperature shall be the same as

defined for the Type I test (paragraph 2.2.2.1.1. of this annex).

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between scheduled regenerations or that the periodically regenerating

device has undergone equivalent loading off the vehicle.

2.5 Preliminary testing cycles

Preliminary testing cycles may be carried out if requested by the

manufacturer to follow the speed trace within the prescribed limits

2.6 Test vehicle preconditioning

2.6.1 Vehicle preparation

2.6.1.1 Fuel tank filling

The fuel tank(s) shall be filled with the specified test fuel. If the existing fuel
in the fuel tank(s) does not meet the specifications contained in
paragraph 2.4.6. of this annex, the existing fuel shall be drained prior to the
fuel fill. The evaporative emission control system shall neither be
abnormally purged nor abnormally loaded.

2.6.1.2 REESSs charging

Before the preconditioning test cycle, the REESSs shall be fully charged. At
the request of the manufacturer, charging may be omitted before
preconditioning. The REESSs shall not be charged again before official
testing.

2.6.1.3 Tyre pressures

The tyre pressure of the driving wheels shall be set in accordance with
paragraph 2.4.5. of this annex.

2.6.1.4 Gaseous fuel vehicles

Between the tests on the first gaseous reference fuel and the second gaseous
reference fuel, for vehicles with positive ignition engines fuelled with LPG
or NG/biomethane or so equipped that they can be fuelled with either petrol
or LPG or NG/biomethane, the vehicle shall be preconditioned again before
the test on the second reference fuel. Between the tests on the first gaseous
reference fuel and the second gaseous reference fuel, for vehicles with
positive ignition engines fuelled with LPG or NG/biomethane or so
equipped that they can be fuelled with either petrol or LPG or
NG/biomethane, the vehicle shall be preconditioned again before the test on
the second reference fuel.

2.6.2 Test cell

2.6.2.1 Temperature

During preconditioning, the test cell temperature shall be the same as

defined for the Type I test (paragraph 2.2.2.1.1. of this annex).

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2.6.2.2 Background measurement

In a test facility in which there may be possible contamination of a low

particulate emitting vehicle test with residue from a previous test on a high
particulate emitting vehicle, it is recommended, for the purpose of sampling
equipment preconditioning, that a 120 km/h steady state drive cycle of
20 minutes duration be driven by a low particulate emitting vehicle. Longer
and/or higher speed running is permissible for sampling equipment
preconditioning if required. Dilution tunnel background measurements, if
applicable, shall be taken after the tunnel preconditioning, and prior to any
subsequent vehicle testing.

2.6.3 Procedure

2.6.3.1 The test vehicle shall be placed, either by being driven or pushed, on a
dynamometer and operated through the applicable WLTCs. The vehicle
need not be cold, and may be used to set the dynamometer load.

2.6.3.2 The dynamometer load shall be set according to paragraphs 7. and 8. of

Annex B4. In the case that a dynamometer in 2WD operation is used for
testing, the road load setting shall be carried out on a dynamometer in 2WD
operation, and in the case that a dynamometer in 4WD operation is used for
testing the road load setting shall be carried out on a dynamometer in 4WD
operation.

2.6.4 Operating the vehicle

2.6.4.1 The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.

A non-vehicle initiated switching of mode of operation during the test shall

not be permitted unless otherwise specified.

2.6.4.1.1 If the initiation of the powertrain start procedure is not successful, e.g. the
engine does not start as anticipated or the vehicle displays a start error, the
test is void, preconditioning tests shall be repeated and a new test shall be
driven.

2.6.4.1.2 In the cases where LPG or NG/biomethane is used as a fuel, it is permissible

that the engine is started on petrol and switched automatically to LPG or
NG/biomethane after a predetermined period of time that cannot be changed
by the driver. This period of time shall not exceed 60 seconds.

It is also permissible to use petrol only or simultaneously with gas when

operating in gas mode provided that the energy consumption of gas is higher
than 80 per cent of the total amount of energy consumed during the Type I
test. This percentage shall be calculated in accordance with the method set
out in Appendix 3 to this annex.

2.6.4.2 The cycle starts on initiation of the powertrain start procedure.

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2.6.2.2 Background measurement

In a test facility in which there may be possible contamination of a low

particulate emitting vehicle test with residue from a previous test on a high
particulate emitting vehicle, it is recommended, for the purpose of sampling
equipment preconditioning, that a 120 km/h steady state drive cycle of
20 minutes duration be driven by a low particulate emitting vehicle. Longer
and/or higher speed running is permissible for sampling equipment
preconditioning if required. Dilution tunnel background measurements, if
applicable, shall be taken after the tunnel preconditioning, and prior to any
subsequent vehicle testing.

2.6.3 Procedure

2.6.3.1 The test vehicle shall be placed, either by being driven or pushed, on a
dynamometer and operated through the applicable WLTCs. The vehicle
need not be cold, and may be used to set the dynamometer load.

2.6.3.2 The dynamometer load shall be set according to paragraphs 7. and 8. of

Annex B4. In the case that a dynamometer in 2WD operation is used for
testing, the road load setting shall be carried out on a dynamometer in 2WD
operation, and in the case that a dynamometer in 4WD operation is used for
testing the road load setting shall be carried out on a dynamometer in 4WD
operation.

2.6.4 Operating the vehicle

2.6.4.1 The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.

A non-vehicle initiated switching of mode of operation during the test shall

not be permitted unless otherwise specified.

2.6.4.1.1 If the initiation of the powertrain start procedure is not successful, e.g. the
engine does not start as anticipated or the vehicle displays a start error, the
test is void, preconditioning tests shall be repeated and a new test shall be
driven.

2.6.4.1.2 In the cases where LPG or NG/biomethane is used as a fuel, it is permissible

that the engine is started on petrol and switched automatically to LPG or
NG/biomethane after a predetermined period of time that cannot be changed
by the driver. This period of time shall not exceed 60 seconds.

It is also permissible to use petrol only or simultaneously with gas when

operating in gas mode provided that the energy consumption of gas is higher
than 80 per cent of the total amount of energy consumed during the Type I
test. This percentage shall be calculated in accordance with the method set
out in Appendix 3 to this annex.

2.6.4.2 The cycle starts on initiation of the powertrain start procedure.

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2.6.4.3 For preconditioning, the applicable WLTC shall be driven.

At the request of the manufacturer or the Test Agency, additional WLTCs

may be performed in order to bring the vehicle and its control systems to a
stabilized condition.

The extent of such additional preconditioning shall be recorded

2.6.4.4 Accelerations

The vehicle shall be operated with the necessary accelerator control

movement to accurately follow the speed trace.

The vehicle shall be operated smoothly following representative shift speeds

and procedures.

For manual transmissions, the accelerator control shall be released during

each shift and the shift shall be accomplished in minimum time.

If the vehicle cannot follow the speed trace, it shall be operated at maximum
available power until the vehicle speed reaches the respective target speed
again.

2.6.4.5 Deceleration

During decelerations, the driver shall deactivate the accelerator control but
shall not manually disengage the clutch until the point specified in
paragraphs 3.3. or 4.(f) of Annex B2.

If the vehicle decelerates faster than prescribed by the speed trace, the
accelerator control shall be operated such that the vehicle accurately follows
the speed trace

If the vehicle decelerates too slowly to follow the intended deceleration, the
brakes shall be applied such that it is possible to accurately follow the speed
trace.

2.6.4.6 Brake application

During stationary/idling vehicle phases, the brakes shall be applied with

appropriate force to prevent the drive wheels from turning.

2.6.5 Use of the transmission

2.6.5.1 Manual shift transmissions

2.6.5.1.1 The gear shift prescriptions specified in Annex B2 shall be followed.

Vehicles tested according to Annex B8 shall be driven according to
paragraph 1.5. of that annex.

2.6.5.1.2 The gear change shall be started and completed within ±1.0 second of the
prescribed gear shift point.

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2.6.4.3 For preconditioning, the applicable WLTC shall be driven.

At the request of the manufacturer or the Test Agency, additional WLTCs

may be performed in order to bring the vehicle and its control systems to a
stabilized condition.

The extent of such additional preconditioning shall be recorded

2.6.4.4 Accelerations

The vehicle shall be operated with the necessary accelerator control

movement to accurately follow the speed trace.

The vehicle shall be operated smoothly following representative shift speeds

and procedures.

For manual transmissions, the accelerator control shall be released during

each shift and the shift shall be accomplished in minimum time.

If the vehicle cannot follow the speed trace, it shall be operated at maximum
available power until the vehicle speed reaches the respective target speed
again.

2.6.4.5 Deceleration

During decelerations, the driver shall deactivate the accelerator control but
shall not manually disengage the clutch until the point specified in
paragraphs 3.3. or 4.(f) of Annex B2.

If the vehicle decelerates faster than prescribed by the speed trace, the
accelerator control shall be operated such that the vehicle accurately follows
the speed trace

If the vehicle decelerates too slowly to follow the intended deceleration, the
brakes shall be applied such that it is possible to accurately follow the speed
trace.

2.6.4.6 Brake application

During stationary/idling vehicle phases, the brakes shall be applied with

appropriate force to prevent the drive wheels from turning.

2.6.5 Use of the transmission

2.6.5.1 Manual shift transmissions

2.6.5.1.1 The gear shift prescriptions specified in Annex B2 shall be followed.

Vehicles tested according to Annex B8 shall be driven according to
paragraph 1.5. of that annex.

2.6.5.1.2 The gear change shall be started and completed within ±1.0 second of the
prescribed gear shift point.

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2.6.5.1.3 The clutch shall be depressed within ±1.0 second of the prescribed clutch
operating point.

2.6.5.2 Automatic shift transmissions

2.6.5.2.1 After initial engagement, the selector shall not be operated at any time
during the test. Initial engagement shall be done 1 second before beginning
the first acceleration.

2.6.5.2.2 Vehicles with an automatic transmission with a manual mode shall not be
tested in manual mode.

2.6.6 Driver-selectable modes

2.6.6.1 Vehicles equipped with a predominant mode shall be tested in that mode. At
the request of the manufacturer, the vehicle may alternatively be tested with
the driver-selectable mode in the worst-case position for CO2 emissions.

The manufacturer shall provide evidence to the Test Agency of the existence
of a mode that fulfils the requirements of paragraph 3.5.9. of this Regulation.
With the agreement of the Test Agency, the predominant mode may be used
as the only mode for the determination of criteria emissions, CO2 emissions,
and fuel consumption.

2.6.6.2 If the vehicle has no predominant mode because it has two or more
configurable start modes, the worst case mode for CO2 emissions and fuel
consumption within those configurable start modes shall be tested and may
be used as the only mode for the determination of criteria emissions, CO2
emissions and fuel consumption.

2.6.6.3 If the vehicle has no predominant mode or the requested predominant mode
is not agreed by the Test Agency as being a predominant mode, or there are
not two or more configurable start modes, the vehicle shall be tested for
criteria emissions, CO2 emissions, and fuel consumption in the best case
mode and worst case mode. Best and worst case modes shall be identified
by the evidence provided on the CO2 emissions and fuel consumption in all
modes. CO2 emissions and fuel consumption shall be the arithmetic average
of the test results in both modes. Test results for both modes shall be
recorded.

At the request of the manufacturer, the vehicle may alternatively be tested

with the driver-selectable mode in the worst case position for CO2
emissions.

2.6.6.4 On the basis of technical evidence provided by the manufacturer and with
the agreement of the Test Agency, the dedicated driver-selectable modes for
very special limited purposes shall not be considered (e.g. maintenance
mode, crawler mode). All remaining modes used for forward driving shall
be considered and the criteria emissions limits shall be fulfilled in all these
modes.

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2.6.5.1.3 The clutch shall be depressed within ±1.0 second of the prescribed clutch
operating point.

2.6.5.2 Automatic shift transmissions

2.6.5.2.1 After initial engagement, the selector shall not be operated at any time
during the test. Initial engagement shall be done 1 second before beginning
the first acceleration.

2.6.5.2.2 Vehicles with an automatic transmission with a manual mode shall not be
tested in manual mode.

2.6.6 Driver-selectable modes

2.6.6.1 Vehicles equipped with a predominant mode shall be tested in that mode. At
the request of the manufacturer, the vehicle may alternatively be tested with
the driver-selectable mode in the worst-case position for CO2 emissions.

The manufacturer shall provide evidence to the Test Agency of the existence
of a mode that fulfils the requirements of paragraph 3.5.9. of this Regulation.
With the agreement of the Test Agency, the predominant mode may be used
as the only mode for the determination of criteria emissions, CO2 emissions,
and fuel consumption.

2.6.6.2 If the vehicle has no predominant mode because it has two or more
configurable start modes, the worst case mode for CO2 emissions and fuel
consumption within those configurable start modes shall be tested and may
be used as the only mode for the determination of criteria emissions, CO2
emissions and fuel consumption.

2.6.6.3 If the vehicle has no predominant mode or the requested predominant mode
is not agreed by the Test Agency as being a predominant mode, or there are
not two or more configurable start modes, the vehicle shall be tested for
criteria emissions, CO2 emissions, and fuel consumption in the best case
mode and worst case mode. Best and worst case modes shall be identified
by the evidence provided on the CO2 emissions and fuel consumption in all
modes. CO2 emissions and fuel consumption shall be the arithmetic average
of the test results in both modes. Test results for both modes shall be
recorded.

At the request of the manufacturer, the vehicle may alternatively be tested

with the driver-selectable mode in the worst case position for CO2
emissions.

2.6.6.4 On the basis of technical evidence provided by the manufacturer and with
the agreement of the Test Agency, the dedicated driver-selectable modes for
very special limited purposes shall not be considered (e.g. maintenance
mode, crawler mode). All remaining modes used for forward driving shall
be considered and the criteria emissions limits shall be fulfilled in all these
modes.

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2.6.6.5 Paragraphs 2.6.6.1. to 2.6.6.4. inclusive of this annex shall apply to all
vehicle systems with driver-selectable modes, including those not solely
specific to the transmission.

2.6.7 Voiding of the Type I test and completion of the cycle

If the engine stops unexpectedly, the preconditioning or Type I test shall be

declared void.

After completion of the cycle, the engine shall be switched off. The vehicle
shall not be restarted until the beginning of the test for which the vehicle has
been preconditioned.

2.6.8 Data required, quality control

2.6.8.1 Speed measurement

During the preconditioning, speed shall be measured against time or

collected by the data acquisition system at a frequency of not less than 1 Hz
so that the actual driven speed can be assessed.

2.6.8.2 Distance travelled

The distance actually driven by the vehicle shall be recorded for each WLTC
phase.

2.6.8.3 Speed trace tolerances

Vehicles that cannot attain the acceleration and maximum speed values
required in the applicable WLTC shall be operated with the accelerator
control fully activated until they once again reach the required speed trace.
Speed trace violations under these circumstances shall not void a test.
Deviations from the driving cycle shall be recorded.

2.6.8.3.1 Unless otherwise stated in the specific sections, the following tolerances
shall be permitted between the actual vehicle speed and the prescribed speed
of the applicable test cycles based on the driving events:

2.6.8.3.1.1 Tolerance (1)

(a) Upper limit: 2.0 km/h higher than the highest point of the trace within
±5.0 second of the given point in time;

(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within
±5.0 second of the given time.

2.6.8.3.1.2 Tolerance (2)

(a) Upper limit: 2.0 km/h higher than the highest point of the trace within
±1.0 second of the given point in time;

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2.6.6.5 Paragraphs 2.6.6.1. to 2.6.6.4. inclusive of this annex shall apply to all
vehicle systems with driver-selectable modes, including those not solely
specific to the transmission.

2.6.7 Voiding of the Type I test and completion of the cycle

If the engine stops unexpectedly, the preconditioning or Type I test shall be

declared void.

After completion of the cycle, the engine shall be switched off. The vehicle
shall not be restarted until the beginning of the test for which the vehicle has
been preconditioned.

2.6.8 Data required, quality control

2.6.8.1 Speed measurement

During the preconditioning, speed shall be measured against time or

collected by the data acquisition system at a frequency of not less than 1 Hz
so that the actual driven speed can be assessed.

2.6.8.2 Distance travelled

The distance actually driven by the vehicle shall be recorded for each WLTC
phase.

2.6.8.3 Speed trace tolerances

Vehicles that cannot attain the acceleration and maximum speed values
required in the applicable WLTC shall be operated with the accelerator
control fully activated until they once again reach the required speed trace.
Speed trace violations under these circumstances shall not void a test.
Deviations from the driving cycle shall be recorded.

2.6.8.3.1 Unless otherwise stated in the specific sections, the following tolerances
shall be permitted between the actual vehicle speed and the prescribed speed
of the applicable test cycles based on the driving events:

2.6.8.3.1.1 Tolerance (1)

(a) Upper limit: 2.0 km/h higher than the highest point of the trace within
±5.0 second of the given point in time;

(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within
±5.0 second of the given time.

2.6.8.3.1.2 Tolerance (2)

(a) Upper limit: 2.0 km/h higher than the highest point of the trace within
±1.0 second of the given point in time;

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(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within
±1.0 second of the given time.

(i) Speed tolerances greater than those prescribed shall be

accepted provided the tolerances are never exceeded for more
than 1 second on any one occasion.

(ii) There shall be no more than ten such deviations per test cycle.

2.6.8.3.1.3 Tolerance (3)

In the case of a type approval test, the following indices shall fulfil the
following criteria:

(a) IWR shall be in the range of (- 2.0 < IWR < + 4.0) per cent;

(b) RMSSE, less than 1.3 km/h.

2.6.8.3.1.4 Tolerance (4)

In the case of a type approval test, the following indices shall fulfil the
following criteria:

(a) IWR shall be in the range of (- 2.0 < IWR < + 4.0) per cent;

(b) RMSSE shall be less than 1.3 km/h.

2.6.8.3.1.5 IWR and RMSSE drive trace indices shall be calculated in accordance with
the requirements of paragraph 7. of Annex B7.

2.6.8.3.2 The vehicle operation events and tolerances to be permitted for these events
are as follows:

Vehicle Warm-up Pre- Performance

operation cycle for conditioning parameter
dynamometer measurement test
setting after
preconditioning

Annex B6 and Tolerance (1) Tolerance (2) Tolerance (2)* and

B8;
Tolerance (3)
Type I Tests

Annex C3: Tolerance (1) Tolerance (2) Tolerance (2)*

Type IVTest

Annex C5 Tolerance (1) Tolerance (2) Tolerance (2)*

Appendix1;

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(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within
±1.0 second of the given time.

(i) Speed tolerances greater than those prescribed shall be

accepted provided the tolerances are never exceeded for more
than 1 second on any one occasion.

(ii) There shall be no more than ten such deviations per test cycle.

2.6.8.3.1.3 Tolerance (3)

In the case of a type approval test, the following indices shall fulfil the
following criteria:

(a) IWR shall be in the range of (- 2.0 < IWR < + 4.0) per cent;

(b) RMSSE, less than 1.3 km/h.

2.6.8.3.1.4 Tolerance (4)

In the case of a type approval test, the following indices shall fulfil the
following criteria:

(a) IWR shall be in the range of (- 2.0 < IWR < + 4.0) per cent;

(b) RMSSE shall be less than 1.3 km/h.

2.6.8.3.1.5 IWR and RMSSE drive trace indices shall be calculated in accordance with
the requirements of paragraph 7. of Annex B7.

2.6.8.3.2 The vehicle operation events and tolerances to be permitted for these events
are as follows:

Vehicle Warm-up Pre- Performance

operation cycle for conditioning parameter
dynamometer measurement test
setting after
preconditioning

Annex B6 and Tolerance (1) Tolerance (2) Tolerance (2)* and

B8;
Tolerance (3)
Type I Tests

Annex C3: Tolerance (1) Tolerance (2) Tolerance (2)*

Type IVTest

Annex C5 Tolerance (1) Tolerance (2) Tolerance (2)*

Appendix1;

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OBD
Demonstration
Tests

COP Tests Tolerance (1) Tolerance (2) Tolerance (2)* and

(Appendix1 )
Tolerance (4)

Derive run-in Tolerance (1) Tolerance (2) Tolerance (2)* and

factor for
COP(Appendix Tolerance (3)
3)

* the tolerance shall not be shown to the driver

If the speed trace is outside the respective validity range for any of the
tests, those individual tests shall be considered invalid.

Figure A6/6

Speed trace tolerances

2.7 Soaking

2.7.1 After preconditioning and before testing, the test vehicle shall be kept in an
area with ambient conditions as specified in paragraph 2.2.2.2. of this annex.

2.7.2 The vehicle shall be soaked for a minimum of 6 hours and a maximum of
36 hours with the engine compartment cover opened or closed. If not
excluded by specific provisions for a particular vehicle, cooling may be
accomplished by forced cooling down to the set point temperature. If
cooling is accelerated by fans, the fans shall be placed so that the maximum
cooling of the drive train, engine and exhaust after-treatment system is
achieved in a homogeneous manner.

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OBD
Demonstration
Tests

COP Tests Tolerance (1) Tolerance (2) Tolerance (2)* and

(Appendix1 )
Tolerance (4)

Derive run-in Tolerance (1) Tolerance (2) Tolerance (2)* and

factor for
COP(Appendix Tolerance (3)
3)

* the tolerance shall not be shown to the driver

If the speed trace is outside the respective validity range for any of the
tests, those individual tests shall be considered invalid.

Figure A6/6

Speed trace tolerances

2.7 Soaking

2.7.1 After preconditioning and before testing, the test vehicle shall be kept in an
area with ambient conditions as specified in paragraph 2.2.2.2. of this annex.

2.7.2 The vehicle shall be soaked for a minimum of 6 hours and a maximum of
36 hours with the engine compartment cover opened or closed. If not
excluded by specific provisions for a particular vehicle, cooling may be
accomplished by forced cooling down to the set point temperature. If
cooling is accelerated by fans, the fans shall be placed so that the maximum
cooling of the drive train, engine and exhaust after-treatment system is
achieved in a homogeneous manner.

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2.8 Emission and fuel consumption test (Type I test)

2.8.1 The test cell temperature at the start of the test shall be 23 °C ±3 °C. The
engine oil temperature and coolant temperature, if any, shall be within ±2 °C
of the set point of 23 °C.

2.8.2 The test vehicle shall be pushed onto a dynamometer.

2.8.2.1 The drive wheels of the vehicle shall be placed on the dynamometer without
starting the engine.

2.8.2.2 The drive-wheel tyre pressures shall be set in accordance with the provisions
of paragraph 2.4.5. of this annex.

2.8.2.3 The engine compartment cover shall be closed.

2.8.2.4 An exhaust connecting tube shall be attached to the vehicle tailpipe(s)

immediately before starting the engine.

2.8.2.5 The tested vehicle shall be placed on the chassis dynamometer according to
paragraphs 7.3.3. to 7.3.3.1.4. of Annex B4.

2.8.3 Starting of the powertrain and driving

2.8.3.1 The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.

2.8.3.2 The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.8.

inclusive of this annex over the applicable WLTC, as described in Annex B1

2.8.4 RCB data shall be measured for each phase of the WLTC as defined in
Appendix 2 to this annex.

2.8.5 Actual vehicle speed shall be sampled with a measurement frequency of

10 Hz and the drive trace indices described in paragraph 7. of Annex B7
shall be calculated and reported.

2.9 Gaseous sampling

Gaseous samples shall be collected in bags and the compounds analysed at

the end of the test or a test phase, or the compounds may be analysed
continuously and integrated over the cycle.

2.9.1 The following steps shall be taken prior to each test:

2.9.1.1 The purged, evacuated sample bags shall be connected to the dilute exhaust
and dilution air sample collection systems.

2.9.1.2 Measuring instruments shall be started according to the instrument

manufacturer's instructions.

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2.8 Emission and fuel consumption test (Type I test)

2.8.1 The test cell temperature at the start of the test shall be 23 °C ±3 °C. The
engine oil temperature and coolant temperature, if any, shall be within ±2 °C
of the set point of 23 °C.

2.8.2 The test vehicle shall be pushed onto a dynamometer.

2.8.2.1 The drive wheels of the vehicle shall be placed on the dynamometer without
starting the engine.

2.8.2.2 The drive-wheel tyre pressures shall be set in accordance with the provisions
of paragraph 2.4.5. of this annex.

2.8.2.3 The engine compartment cover shall be closed.

2.8.2.4 An exhaust connecting tube shall be attached to the vehicle tailpipe(s)

immediately before starting the engine.

2.8.2.5 The tested vehicle shall be placed on the chassis dynamometer according to
paragraphs 7.3.3. to 7.3.3.1.4. of Annex B4.

2.8.3 Starting of the powertrain and driving

2.8.3.1 The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.

2.8.3.2 The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.8.

inclusive of this annex over the applicable WLTC, as described in Annex B1

2.8.4 RCB data shall be measured for each phase of the WLTC as defined in
Appendix 2 to this annex.

2.8.5 Actual vehicle speed shall be sampled with a measurement frequency of

10 Hz and the drive trace indices described in paragraph 7. of Annex B7
shall be calculated and reported.

2.9 Gaseous sampling

Gaseous samples shall be collected in bags and the compounds analysed at

the end of the test or a test phase, or the compounds may be analysed
continuously and integrated over the cycle.

2.9.1 The following steps shall be taken prior to each test:

2.9.1.1 The purged, evacuated sample bags shall be connected to the dilute exhaust
and dilution air sample collection systems.

2.9.1.2 Measuring instruments shall be started according to the instrument

manufacturer's instructions.

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2.9.1.3 The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to
within its operating test temperature tolerance as specified in
paragraph 3.3.5.1. of Annex B5.

2.9.1.4 Components such as sample lines, filters, chillers and pumps shall be heated
or cooled as required until stabilised operating temperatures are reached.

2.9.1.5 CVS flow rates shall be set according to paragraph 3.3.4. of Annex B5, and
sample flow rates shall be set to the appropriate levels.

2.9.1.6 Any electronic integrating device shall be zeroed and may be re-zeroed
before the start of any cycle phase.

2.9.1.7 For all continuous gas analysers, the appropriate ranges shall be selected.
These may be switched during a test only if switching is performed by
changing the calibration over which the digital resolution of the instrument
is applied. The gains of an analyser’s analogue operational amplifiers may
not be switched during a test

2.9.1.8 All continuous gas analysers shall be zeroed and calibrated using gases
fulfilling the requirements of paragraph 6. of Annex B5.

2.10 Sampling for PM determination

2.10.1 The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. inclusive of this

annex shall be taken prior to each test.

2.10.1.1 Filter selection

A single particulate sample filter without back-up shall be employed for the
complete applicable WLTC.

2.10.1.2 Filter preparation

2.10.1.2.1 At least 1 hour before the test, the filter shall be placed in a petri dish
protecting against dust contamination and allowing air exchange, and placed
in a weighing chamber (or room) for stabilization

At the end of the stabilization period, the filter shall be weighed and its
weight shall be recorded. The filter shall subsequently be stored in a closed
petri dish or sealed filter holder until needed for testing. The filter shall be
used within 8 hours of its removal from the weighing chamber (or room).

The filter shall be returned to the stabilization room within 1 hour after the
test and shall be conditioned for at least 1 hour before weighing.

2.10.1.2.2 The particulate sample filter shall be carefully installed into the filter holder.
The filter shall be handled only with forceps or tongs. Rough or abrasive
filter handling will result in erroneous weight determination. The filter
holder assembly shall be placed in a sample line through which there is no
flow.

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2.9.1.3 The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to
within its operating test temperature tolerance as specified in
paragraph 3.3.5.1. of Annex B5.

2.9.1.4 Components such as sample lines, filters, chillers and pumps shall be heated
or cooled as required until stabilised operating temperatures are reached.

2.9.1.5 CVS flow rates shall be set according to paragraph 3.3.4. of Annex B5, and
sample flow rates shall be set to the appropriate levels.

2.9.1.6 Any electronic integrating device shall be zeroed and may be re-zeroed
before the start of any cycle phase.

2.9.1.7 For all continuous gas analysers, the appropriate ranges shall be selected.
These may be switched during a test only if switching is performed by
changing the calibration over which the digital resolution of the instrument
is applied. The gains of an analyser’s analogue operational amplifiers may
not be switched during a test

2.9.1.8 All continuous gas analysers shall be zeroed and calibrated using gases
fulfilling the requirements of paragraph 6. of Annex B5.

2.10 Sampling for PM determination

2.10.1 The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. inclusive of this

annex shall be taken prior to each test.

2.10.1.1 Filter selection

A single particulate sample filter without back-up shall be employed for the
complete applicable WLTC.

2.10.1.2 Filter preparation

2.10.1.2.1 At least 1 hour before the test, the filter shall be placed in a petri dish
protecting against dust contamination and allowing air exchange, and placed
in a weighing chamber (or room) for stabilization

At the end of the stabilization period, the filter shall be weighed and its
weight shall be recorded. The filter shall subsequently be stored in a closed
petri dish or sealed filter holder until needed for testing. The filter shall be
used within 8 hours of its removal from the weighing chamber (or room).

The filter shall be returned to the stabilization room within 1 hour after the
test and shall be conditioned for at least 1 hour before weighing.

2.10.1.2.2 The particulate sample filter shall be carefully installed into the filter holder.
The filter shall be handled only with forceps or tongs. Rough or abrasive
filter handling will result in erroneous weight determination. The filter
holder assembly shall be placed in a sample line through which there is no
flow.

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2.10.1.2.3 It is recommended that the microbalance be checked at the start of each

weighing session, within 24 hours of the sample weighing, by weighing one
reference item of approximately 100 mg. This item shall be weighed three
times and the arithmetic average result recorded. If the arithmetic average
result of the weighings is ±5 μg of the result from the previous weighing
session, the weighing session and balance are considered valid.

2.11 PN sampling

2.11.1 The steps described in paragraphs 2.11.1.1. to 2.11.1.2. inclusive of this

annex shall be taken prior to each test:

2.11.1.1 The particle specific dilution system and measurement equipment shall be
started and made ready for sampling;

2.11.1.2 The correct function of the PNC and VPR elements of the particle sampling
system shall be confirmed according to the procedures listed in
paragraphs 2.11.1.2.1. to 2.11.1.2.4. inclusive of this annex

2.11.1.2.1 A leak check, using a filter of appropriate performance attached to the inlet
of the entire PN measurement system, VPR and PNC, shall report a
measured concentration of less than 0.5 particles per cm³.

2.11.1.2.2 Each day, a zero check on the PNC, using a filter of appropriate performance
at the PNC inlet, shall report a concentration of ≤ 0.2 particles per cm³. Upon
removal of the filter, the PNC shall show an increase in measured
concentration and a return to ≤ 0.2 particles per cm³ on replacement of the
filter.The PNC shall not report any error.

2.11.1.2.3 It shall be confirmed that the measurement system indicates that the
evaporation tube, where featured in the system, has reached its correct
operating temperature.

2.11.1.2.4 It shall be confirmed that the measurement system indicates that the diluter
PND1 has reached its correct operating temperature.

2.12 Sampling during the test

2.12.1 The dilution system, sample pumps and data collection system shall be
started.

2.12.2 The PM and, if applicable PN sampling systems shall be started

2.12.3 Particle number, if applicable, shall be measured continuously. The

arithmetic average concentration shall be determined by integrating the
analyser signals over each phase.

2.12.4 Sampling shall begin before or at the initiation of the powertrain start
procedure and end on conclusion of the cycle.

2.12.5 Sample switching

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2.10.1.2.3 It is recommended that the microbalance be checked at the start of each

weighing session, within 24 hours of the sample weighing, by weighing one
reference item of approximately 100 mg. This item shall be weighed three
times and the arithmetic average result recorded. If the arithmetic average
result of the weighings is ±5 μg of the result from the previous weighing
session, the weighing session and balance are considered valid.

2.11 PN sampling

2.11.1 The steps described in paragraphs 2.11.1.1. to 2.11.1.2. inclusive of this

annex shall be taken prior to each test:

2.11.1.1 The particle specific dilution system and measurement equipment shall be
started and made ready for sampling;

2.11.1.2 The correct function of the PNC and VPR elements of the particle sampling
system shall be confirmed according to the procedures listed in
paragraphs 2.11.1.2.1. to 2.11.1.2.4. inclusive of this annex

2.11.1.2.1 A leak check, using a filter of appropriate performance attached to the inlet
of the entire PN measurement system, VPR and PNC, shall report a
measured concentration of less than 0.5 particles per cm³.

2.11.1.2.2 Each day, a zero check on the PNC, using a filter of appropriate performance
at the PNC inlet, shall report a concentration of ≤ 0.2 particles per cm³. Upon
removal of the filter, the PNC shall show an increase in measured
concentration and a return to ≤ 0.2 particles per cm³ on replacement of the
filter.The PNC shall not report any error.

2.11.1.2.3 It shall be confirmed that the measurement system indicates that the
evaporation tube, where featured in the system, has reached its correct
operating temperature.

2.11.1.2.4 It shall be confirmed that the measurement system indicates that the diluter
PND1 has reached its correct operating temperature.

2.12 Sampling during the test

2.12.1 The dilution system, sample pumps and data collection system shall be
started.

2.12.2 The PM and, if applicable PN sampling systems shall be started

2.12.3 Particle number, if applicable, shall be measured continuously. The

arithmetic average concentration shall be determined by integrating the
analyser signals over each phase.

2.12.4 Sampling shall begin before or at the initiation of the powertrain start
procedure and end on conclusion of the cycle.

2.12.5 Sample switching

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2.12.5.1 Gaseous emissions

Sampling from the diluted exhaust and dilution air shall be switched from
one pair of sample bags to subsequent bag pairs, if necessary, at the end of
each phase of the applicable WLTC to be driven.

2.12.5.2 Particulate

The requirements of paragraph 2.10.1.1. of this annex shall apply.

2.12.6 Dynamometer distance shall be recorded for each phase.

2.13 Ending the test

2.13.1 The engine shall be turned off immediately after the end of the last part of
the test.

2.13.2 The constant volume sampler, CVS, or other suction device shall be turned
off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be
disconnected.

2.13.3 The vehicle may be removed from the dynamometer.

2.14 Post-test procedures

2.14.1 Gas analyser check

Zero and calibration gas reading of the analysers used for continuous diluted
measurement shall be checked. The test shall be considered acceptable if the
difference between the pre-test and post-test results is less than 2 per cent of
the calibration gas value.

2.14.2 Bag analysis

2.14.2.1 Exhaust gases and dilution air contained in the bags shall be analysed as
soon as possible. Exhaust gases shall, in any event, be analysed not later
than 30 minutes after the end of the cycle phase

The gas reactivity time for compounds in the bag shall be taken into
consideration.

2.14.2.2 As soon as practical prior to analysis, the analyser range to be used for each
compound shall be set to zero with the appropriate zero gas.

2.14.2.3 The calibration curves of the analysers shall be set by means of calibration
gases of nominal concentrations of 70 to 100 per cent of the range.

2.14.2.4 The zero settings of the analysers shall be subsequently rechecked: if any
reading differs by more than 2 per cent of the range from that set in
paragraph 2.14.2.2. of this annex, the procedure shall be repeated for that
analyser.

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2.12.5.1 Gaseous emissions

Sampling from the diluted exhaust and dilution air shall be switched from
one pair of sample bags to subsequent bag pairs, if necessary, at the end of
each phase of the applicable WLTC to be driven.

2.12.5.2 Particulate

The requirements of paragraph 2.10.1.1. of this annex shall apply.

2.12.6 Dynamometer distance shall be recorded for each phase.

2.13 Ending the test

2.13.1 The engine shall be turned off immediately after the end of the last part of
the test.

2.13.2 The constant volume sampler, CVS, or other suction device shall be turned
off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be
disconnected.

2.13.3 The vehicle may be removed from the dynamometer.

2.14 Post-test procedures

2.14.1 Gas analyser check

Zero and calibration gas reading of the analysers used for continuous diluted
measurement shall be checked. The test shall be considered acceptable if the
difference between the pre-test and post-test results is less than 2 per cent of
the calibration gas value.

2.14.2 Bag analysis

2.14.2.1 Exhaust gases and dilution air contained in the bags shall be analysed as
soon as possible. Exhaust gases shall, in any event, be analysed not later
than 30 minutes after the end of the cycle phase

The gas reactivity time for compounds in the bag shall be taken into
consideration.

2.14.2.2 As soon as practical prior to analysis, the analyser range to be used for each
compound shall be set to zero with the appropriate zero gas.

2.14.2.3 The calibration curves of the analysers shall be set by means of calibration
gases of nominal concentrations of 70 to 100 per cent of the range.

2.14.2.4 The zero settings of the analysers shall be subsequently rechecked: if any
reading differs by more than 2 per cent of the range from that set in
paragraph 2.14.2.2. of this annex, the procedure shall be repeated for that
analyser.

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2.14.2.5 The samples shall be subsequently analysed.

2.14.2.6 After the analysis, zero and calibration points shall be rechecked using the
same gases. The test shall be considered acceptable if the difference is less
than 2 per cent of the calibration gas value.

2.14.2.7 The flow rates and pressures of the various gases through analysers shall be
the same as those used during calibration of the analysers.

2.14.2.8 The content of each of the compounds measured shall be recorded after
stabilization of the measuring device.

2.14.2.9 The mass and number of all emissions, where applicable, shall be calculated
according to Annex B7.

2.14.2.10 Calibrations and checks shall be performed either:

(a) Before and after each bag pair analysis; or

(b) Before and after the complete test.

In case (b), calibrations and checks shall be performed on all analysers for
all ranges used during the test.

In both cases, (a) and (b), the same analyser range shall be used for the
corresponding ambient air and exhaust bags

2.14.3 Particulate sample filter weighing

2.14.3.1 The particulate sample filter shall be returned to the weighing chamber (or
room) no later than 1 hour after completion of the test. It shall be
conditioned in a petri dish, which is protected against dust contamination
and allows air exchange, for at least 1 hour, and weighed. The gross weight
of the filter shall be recorded.

2.14.3.2 At least two unused reference filters shall be weighed within 8 hours of, but
preferably at the same time as, the sample filter weighings. Reference filters
shall be of the same size and material as the sample filter.

2.14.3.3 If the specific weight of any reference filter changes by more than ±5 μg
between sample filter weighings, the sample filter and reference filters shall
be reconditioned in the weighing chamber (or room) and reweighed.

2.14.3.4 The comparison of reference filter weighings shall be made between the
specific weights and the rolling arithmetic average of that reference filter's
specific weights. The rolling arithmetic average shall be calculated from the
specific weights collected in the period after the reference filters were placed
in the weighing chamber (or room). The averaging period shall be at least
one day but not more than 15 days.

2.14.3.5 Multiple reconditionings and reweighings of the sample and reference filters
are permitted until a period of 80 hours has elapsed following the

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2.14.2.5 The samples shall be subsequently analysed.

2.14.2.6 After the analysis, zero and calibration points shall be rechecked using the
same gases. The test shall be considered acceptable if the difference is less
than 2 per cent of the calibration gas value.

2.14.2.7 The flow rates and pressures of the various gases through analysers shall be
the same as those used during calibration of the analysers.

2.14.2.8 The content of each of the compounds measured shall be recorded after
stabilization of the measuring device.

2.14.2.9 The mass and number of all emissions, where applicable, shall be calculated
according to Annex B7.

2.14.2.10 Calibrations and checks shall be performed either:

(a) Before and after each bag pair analysis; or

(b) Before and after the complete test.

In case (b), calibrations and checks shall be performed on all analysers for
all ranges used during the test.

In both cases, (a) and (b), the same analyser range shall be used for the
corresponding ambient air and exhaust bags

2.14.3 Particulate sample filter weighing

2.14.3.1 The particulate sample filter shall be returned to the weighing chamber (or
room) no later than 1 hour after completion of the test. It shall be
conditioned in a petri dish, which is protected against dust contamination
and allows air exchange, for at least 1 hour, and weighed. The gross weight
of the filter shall be recorded.

2.14.3.2 At least two unused reference filters shall be weighed within 8 hours of, but
preferably at the same time as, the sample filter weighings. Reference filters
shall be of the same size and material as the sample filter.

2.14.3.3 If the specific weight of any reference filter changes by more than ±5 μg
between sample filter weighings, the sample filter and reference filters shall
be reconditioned in the weighing chamber (or room) and reweighed.

2.14.3.4 The comparison of reference filter weighings shall be made between the
specific weights and the rolling arithmetic average of that reference filter's
specific weights. The rolling arithmetic average shall be calculated from the
specific weights collected in the period after the reference filters were placed
in the weighing chamber (or room). The averaging period shall be at least
one day but not more than 15 days.

2.14.3.5 Multiple reconditionings and reweighings of the sample and reference filters
are permitted until a period of 80 hours has elapsed following the

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measurement of gases from the emissions test. If, prior to or at the 80-hour
point, more than half the number of reference filters meet the ±5 μg
criterion, the sample filter weighing may be considered valid. If, at the 80-
hour point, two reference filters are employed and one filter fails the ±5 μg
criterion, the sample filter weighing may be considered valid under the
condition that the sum of the absolute differences between specific and
rolling means from the two reference filters shall be less than or equal to
10 μg.

2.14.3.6 In the case that less than half of the reference filters meet the ±5 μg criterion,
the sample filter shall be discarded, and the emissions test repeated. All
reference filters shall be discarded and replaced within 48 hours. In all other
cases, reference filters shall be replaced at least every 30 days and in such a
manner that no sample filter is weighed without comparison to a reference
filter that has been present in the weighing chamber (or room) for at least
one day.

2.14.3.7 If the weighing chamber (or room) stability criteria outlined in

paragraph 4.2.2.1. of Annex B5 are not met, but the reference filter
weighing’s meet the above criteria, the vehicle manufacturer has the option
of accepting the sample filter weights or voiding the tests, repairing the
weighing chamber (or room) control system and re-running the test.

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measurement of gases from the emissions test. If, prior to or at the 80-hour
point, more than half the number of reference filters meet the ±5 μg
criterion, the sample filter weighing may be considered valid. If, at the 80-
hour point, two reference filters are employed and one filter fails the ±5 μg
criterion, the sample filter weighing may be considered valid under the
condition that the sum of the absolute differences between specific and
rolling means from the two reference filters shall be less than or equal to
10 μg.

2.14.3.6 In the case that less than half of the reference filters meet the ±5 μg criterion,
the sample filter shall be discarded, and the emissions test repeated. All
reference filters shall be discarded and replaced within 48 hours. In all other
cases, reference filters shall be replaced at least every 30 days and in such a
manner that no sample filter is weighed without comparison to a reference
filter that has been present in the weighing chamber (or room) for at least
one day.

2.14.3.7 If the weighing chamber (or room) stability criteria outlined in

paragraph 4.2.2.1. of Annex B5 are not met, but the reference filter
weighing’s meet the above criteria, the vehicle manufacturer has the option
of accepting the sample filter weights or voiding the tests, repairing the
weighing chamber (or room) control system and re-running the test.

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Annex B6- Appendix 1

Emissions test procedure for all vehicles equipped with periodically regenerating
systems

1.0 General

1.1 This appendix defines the specific provisions regarding testing a vehicle
equipped with periodically regenerating systems as defined in paragraph 3.8.1.
of this Regulation.

1.2 During cycles where regeneration occurs, emission standards need not apply.
If a periodic regeneration occurs at least once per Type I test and has already
occurred at least once during vehicle preparation or the distance between two
successive periodic regenerations is more than 4,000 km of driving repeated
Type I tests, it does not require a special test procedure. In this case, this
appendix does not apply and a Ki factor of 1.0 shall be used.

1.3 The provisions of this appendix shall not apply to PN emissions.

1.4 At the request of the manufacturer, and with approval of the Test Agency, the
test procedure specific to periodically regenerating systems need not apply to
a regenerative device if the manufacturer provides data demonstrating that,
during cycles where regeneration occurs, emissions remain below the
emissions limits defined by the Gazette Notification for the relevant vehicle
category. In this case, a fixed Ki value of 1.05 shall be used for CO2 and fuel
consumption.

2.0 Test procedure

The test vehicle shall be capable of inhibiting or permitting the regeneration

process provided that this operation has no effect on original engine
calibrations. Prevention of regeneration is only permitted during loading of the
regeneration system and during the preconditioning cycles. It is not permitted
during the measurement of emissions during the regeneration phase. The
emission test shall be carried out with the unchanged, original equipment
manufacturer's (OEM) control unit. At the request of the manufacturer and with
agreement of the Test Agency, an "engineering control unit" which has no
effect on original engine calibrations may be used during Ki determination.

2.1 Exhaust emissions measurement between two WLTCs with regeneration

events

2.1.1 The arithmetic average emissions between regeneration events and during
loading of the regenerative device shall be determined from the arithmetic
mean of several approximately equidistant (if more than two) Type I tests. As
an alternative, the manufacturer may provide data to show that the emissions
remain constant (±15 per cent) on WLTCs between regeneration events. In
this case, the emissions measured during the Type I test may be used. In any
other case, emissions measurements for at least two Type I cycles shall be
completed: one immediately after regeneration (before new loading) and one
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Annex B6- Appendix 1

Emissions test procedure for all vehicles equipped with periodically regenerating
systems

1.0 General

1.1 This appendix defines the specific provisions regarding testing a vehicle
equipped with periodically regenerating systems as defined in paragraph 3.8.1.
of this Regulation.

1.2 During cycles where regeneration occurs, emission standards need not apply.
If a periodic regeneration occurs at least once per Type I test and has already
occurred at least once during vehicle preparation or the distance between two
successive periodic regenerations is more than 4,000 km of driving repeated
Type I tests, it does not require a special test procedure. In this case, this
appendix does not apply and a Ki factor of 1.0 shall be used.

1.3 The provisions of this appendix shall not apply to PN emissions.

1.4 At the request of the manufacturer, and with approval of the Test Agency, the
test procedure specific to periodically regenerating systems need not apply to
a regenerative device if the manufacturer provides data demonstrating that,
during cycles where regeneration occurs, emissions remain below the
emissions limits defined by the Gazette Notification for the relevant vehicle
category. In this case, a fixed Ki value of 1.05 shall be used for CO2 and fuel
consumption.

2.0 Test procedure

The test vehicle shall be capable of inhibiting or permitting the regeneration

process provided that this operation has no effect on original engine
calibrations. Prevention of regeneration is only permitted during loading of the
regeneration system and during the preconditioning cycles. It is not permitted
during the measurement of emissions during the regeneration phase. The
emission test shall be carried out with the unchanged, original equipment
manufacturer's (OEM) control unit. At the request of the manufacturer and with
agreement of the Test Agency, an "engineering control unit" which has no
effect on original engine calibrations may be used during Ki determination.

2.1 Exhaust emissions measurement between two WLTCs with regeneration

events

2.1.1 The arithmetic average emissions between regeneration events and during
loading of the regenerative device shall be determined from the arithmetic
mean of several approximately equidistant (if more than two) Type I tests. As
an alternative, the manufacturer may provide data to show that the emissions
remain constant (±15 per cent) on WLTCs between regeneration events. In
this case, the emissions measured during the Type I test may be used. In any
other case, emissions measurements for at least two Type I cycles shall be
completed: one immediately after regeneration (before new loading) and one
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as close as possible prior to a regeneration phase. All emissions

measurements shall be carried out according to this annex and all calculations
shall be carried out according to paragraph 3. of this appendix.

2.1.2 The loading process and 𝐾𝑖 determination shall be made during the Type I
driving cycle on a chassis dynamometer or on an engine test bench using an
equivalent test cycle. These cycles may be run continuously (i.e. without the
need to switch the engine off between cycles). After any number of completed
cycles, the vehicle may be removed from the chassis dynamometer and the test
continued at a later time.

For Class 2 and Class 3 vehicles, at the request of the manufacturer and with
the agreement of the Test Agency the Ki can be determined with 3 phases.

Upon request of the manufacturer and with approval of the Test Agency, a
manufacturer may develop an alternative procedure and demonstrate its
equivalency, including filter temperature, loading quantity and distance driven.
This may be done on an engine bench or on a chassis dynamometer.

2.1.3 The number of cycles D between two WLTCs where regeneration events occur,
the number of cycles over which emission measurements are made n and the
′
mass emissions measurement 𝑀𝑠𝑖𝑗 for each compound i over each cycle j shall
be recorded.

2.2 Measurement of emissions during regeneration events

2.2.1 Preparation of the vehicle, if required, for the emissions test during a
regeneration phase, may be completed using the preconditioning cycles in
paragraph 2.6. of this annex or equivalent engine test bench cycles, depending
on the loading procedure chosen in paragraph 2.1.2. of this appendix

2.2.2 The test and vehicle conditions for the Type I test described in this Regulation
apply before the first valid emission test is carried out.

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

(a) A "dummy" regenerating system or partial system may be fitted for the
preconditioning cycles;

(b) Any other method agreed between the manufacturer and the Test
Agency.

2.2.4 A cold start exhaust emissions test including a regeneration process shall be
performed according to the applicable WLTC.

2.2.5 If the regeneration process requires more than one WLTC, each WLTC shall
be completed. Use of a single particulate sample filter for multiple cycles
required to complete regeneration is permissible.

If more than one WLTC is required, subsequent WLTC(s) shall be driven

immediately, without switching the engine off, until complete regeneration has
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as close as possible prior to a regeneration phase. All emissions

measurements shall be carried out according to this annex and all calculations
shall be carried out according to paragraph 3. of this appendix.

2.1.2 The loading process and 𝐾𝑖 determination shall be made during the Type I
driving cycle on a chassis dynamometer or on an engine test bench using an
equivalent test cycle. These cycles may be run continuously (i.e. without the
need to switch the engine off between cycles). After any number of completed
cycles, the vehicle may be removed from the chassis dynamometer and the test
continued at a later time.

For Class 2 and Class 3 vehicles, at the request of the manufacturer and with
the agreement of the Test Agency the Ki can be determined with 3 phases.

Upon request of the manufacturer and with approval of the Test Agency, a
manufacturer may develop an alternative procedure and demonstrate its
equivalency, including filter temperature, loading quantity and distance driven.
This may be done on an engine bench or on a chassis dynamometer.

2.1.3 The number of cycles D between two WLTCs where regeneration events occur,
the number of cycles over which emission measurements are made n and the
′
mass emissions measurement 𝑀𝑠𝑖𝑗 for each compound i over each cycle j shall
be recorded.

2.2 Measurement of emissions during regeneration events

2.2.1 Preparation of the vehicle, if required, for the emissions test during a
regeneration phase, may be completed using the preconditioning cycles in
paragraph 2.6. of this annex or equivalent engine test bench cycles, depending
on the loading procedure chosen in paragraph 2.1.2. of this appendix

2.2.2 The test and vehicle conditions for the Type I test described in this Regulation
apply before the first valid emission test is carried out.

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

(a) A "dummy" regenerating system or partial system may be fitted for the
preconditioning cycles;

(b) Any other method agreed between the manufacturer and the Test
Agency.

2.2.4 A cold start exhaust emissions test including a regeneration process shall be
performed according to the applicable WLTC.

2.2.5 If the regeneration process requires more than one WLTC, each WLTC shall
be completed. Use of a single particulate sample filter for multiple cycles
required to complete regeneration is permissible.

If more than one WLTC is required, subsequent WLTC(s) shall be driven

immediately, without switching the engine off, until complete regeneration has
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been achieved. In the case that the number of gaseous emission bags required
for the multiple cycles would exceed the number of bags available, the time
necessary to set up a new test shall be as short as possible. The engine shall not
be switched off during this period.

2.2.6 The emission values during regeneration 𝑀𝑟𝑖 for each compound i shall be
calculated according to paragraph 3. of this appendix. The number of
applicable test cycles 𝑑 measured for complete regeneration shall be recorded.

3.0 Calculations

3.1 Calculation of the exhaust and CO2 emissions, and fuel consumption of a single
regenerative system

∑𝑛𝑗=1 𝑀𝑠𝑖𝑗
′
𝑀𝑠𝑖 = 𝑓𝑜𝑟 𝑛 ≥ 1
𝑛

∑𝑑𝑗=1 𝑀𝑟𝑖𝑗
′
𝑀𝑟𝑖 = 𝑓𝑜𝑟 𝑑 ≥ 1
𝑑
𝑀𝑠𝑖 × 𝐷 + 𝑀𝑟𝑖 × 𝑑
𝑀𝑝𝑖 =
𝐷+𝑑

where for each compound i considered:

′
𝑀𝑠𝑖𝑗 are the mass emissions of compound i over test cycle j without
regeneration, g/km;
′
𝑀𝑟𝑖𝑗 are the mass emissions of compound i over test cycle j during
regeneration, g/km (if 𝑑 > 1, the first WLTC test shall be run cold and
subsequent cycles hot);

𝑀𝑠𝑖 are the mean mass emissions of compound i without regeneration, g/km;

𝑀𝑟𝑖 are the mean mass emissions of compound i during regeneration, g/km;

𝑀𝑝𝑖 are the mean mass emissions of compound i, g/km;

𝑛 is the number of test cycles, between cycles where regenerative events

occur, during which emissions measurements on Type I WLTCs are
made,  1;

𝑑 is the number of complete applicable test cycles required for

regeneration;

𝐷 is the number of complete applicable test cycles between two cycles

where regeneration events occur.

The calculation of 𝑀𝑝𝑖 is shown graphically in Figure A6.App1/1.

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been achieved. In the case that the number of gaseous emission bags required
for the multiple cycles would exceed the number of bags available, the time
necessary to set up a new test shall be as short as possible. The engine shall not
be switched off during this period.

2.2.6 The emission values during regeneration 𝑀𝑟𝑖 for each compound i shall be
calculated according to paragraph 3. of this appendix. The number of
applicable test cycles 𝑑 measured for complete regeneration shall be recorded.

3.0 Calculations

3.1 Calculation of the exhaust and CO2 emissions, and fuel consumption of a single
regenerative system

∑𝑛𝑗=1 𝑀𝑠𝑖𝑗
′
𝑀𝑠𝑖 = 𝑓𝑜𝑟 𝑛 ≥ 1
𝑛

∑𝑑𝑗=1 𝑀𝑟𝑖𝑗
′
𝑀𝑟𝑖 = 𝑓𝑜𝑟 𝑑 ≥ 1
𝑑
𝑀𝑠𝑖 × 𝐷 + 𝑀𝑟𝑖 × 𝑑
𝑀𝑝𝑖 =
𝐷+𝑑

where for each compound i considered:

′
𝑀𝑠𝑖𝑗 are the mass emissions of compound i over test cycle j without
regeneration, g/km;
′
𝑀𝑟𝑖𝑗 are the mass emissions of compound i over test cycle j during
regeneration, g/km (if 𝑑 > 1, the first WLTC test shall be run cold and
subsequent cycles hot);

𝑀𝑠𝑖 are the mean mass emissions of compound i without regeneration, g/km;

𝑀𝑟𝑖 are the mean mass emissions of compound i during regeneration, g/km;

𝑀𝑝𝑖 are the mean mass emissions of compound i, g/km;

𝑛 is the number of test cycles, between cycles where regenerative events

occur, during which emissions measurements on Type I WLTCs are
made,  1;

𝑑 is the number of complete applicable test cycles required for

regeneration;

𝐷 is the number of complete applicable test cycles between two cycles

where regeneration events occur.

The calculation of 𝑀𝑝𝑖 is shown graphically in Figure A6.App1/1.

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Figure A6.App1/1

Parameters measured during emissions test during and between cycles

where regeneration occurs (schematic example, the emissions during D
may increase or decrease)

Emission
[g/ km]

Mpi =
(Msi  D)+ (Mri  d) Ki =
M pi
(D + d ) M si
M ri

M pi

M si

, D d
M sij
Number of cycles

3.1.1 Calculation of the regeneration factor 𝐾𝑖 for each compound i considered

The manufacturer may elect to determine for each compound independently

either additive offsets or multiplicative factors.
𝑀𝑝𝑖
𝐾𝑖 factor: 𝐾𝑖 = 𝑀𝑠𝑖

𝐾𝑖 offset: 𝐾𝑖 = 𝑀𝑝𝑖 − 𝑀𝑠𝑖

𝑀𝑠𝑖 , 𝑀𝑝𝑖 and 𝐾𝑖 results, and the manufacturer’s choice of type of factor shall
be recorded.

𝐾𝑖 may be determined following the completion of a single regeneration

sequence comprising measurements before, during and after regeneration
events as shown in Figure A6.App1/1

3.2 Calculation of exhaust and CO2 emissions, and fuel consumption of multiple
periodically regenerating systems

The following shall be calculated for one Type I operation cycle for criteria
emissions and for CO2 emissions. The CO2 emissions used for that calculation
shall be from the result of step 3 described in Table A7/1 of Annex B7.
𝑛
𝑘 𝑀′
∑𝑗=1 𝑠𝑖𝑘,𝑗
𝑀𝑠𝑖𝑘 = for 𝑛𝑗 ≥ 1
𝑛𝑘

∑𝑑𝑗=1
𝑘 ′
𝑀𝑟𝑖𝑘,𝑗
𝑀𝑟𝑖𝑘 = 𝑓𝑜𝑟 𝑑 ≥ 1
𝑑𝑘

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Figure A6.App1/1

Parameters measured during emissions test during and between cycles

where regeneration occurs (schematic example, the emissions during D
may increase or decrease)

Emission
[g/ km]

Mpi =
(Msi  D)+ (Mri  d) Ki =
M pi
(D + d ) M si
M ri

M pi

M si

, D d
M sij
Number of cycles

3.1.1 Calculation of the regeneration factor 𝐾𝑖 for each compound i considered

The manufacturer may elect to determine for each compound independently

either additive offsets or multiplicative factors.
𝑀𝑝𝑖
𝐾𝑖 factor: 𝐾𝑖 = 𝑀𝑠𝑖

𝐾𝑖 offset: 𝐾𝑖 = 𝑀𝑝𝑖 − 𝑀𝑠𝑖

𝑀𝑠𝑖 , 𝑀𝑝𝑖 and 𝐾𝑖 results, and the manufacturer’s choice of type of factor shall
be recorded.

𝐾𝑖 may be determined following the completion of a single regeneration

sequence comprising measurements before, during and after regeneration
events as shown in Figure A6.App1/1

3.2 Calculation of exhaust and CO2 emissions, and fuel consumption of multiple
periodically regenerating systems

The following shall be calculated for one Type I operation cycle for criteria
emissions and for CO2 emissions. The CO2 emissions used for that calculation
shall be from the result of step 3 described in Table A7/1 of Annex B7.
𝑛
𝑘 𝑀′
∑𝑗=1 𝑠𝑖𝑘,𝑗
𝑀𝑠𝑖𝑘 = for 𝑛𝑗 ≥ 1
𝑛𝑘

∑𝑑𝑗=1
𝑘 ′
𝑀𝑟𝑖𝑘,𝑗
𝑀𝑟𝑖𝑘 = 𝑓𝑜𝑟 𝑑 ≥ 1
𝑑𝑘

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∑𝑥𝑘=1 𝑀𝑠𝑖𝑘 × 𝐷𝑘
𝑀𝑠𝑖 =
∑𝑥𝑘=1 𝐷𝑘

∑𝑥𝑘=1 𝑀𝑟𝑖𝑘 × 𝑑𝑘
𝑀𝑟𝑖 =
∑𝑥𝑘=1 𝑑𝑘

𝑀𝑠𝑖 × ∑𝑥𝑘=1 𝐷𝑘 + 𝑀𝑟𝑖 × ∑𝑥𝑘=1 𝑑𝑘

𝑀𝑝𝑖 =
∑𝑥𝑘=1(𝐷𝑘 + 𝑑𝑘 )

∑𝑥𝑘=1(𝑀𝑠𝑖𝑘 × 𝐷𝑘 + 𝑀𝑟𝑖𝑘 × 𝑑𝑘 )
𝑀𝑝𝑖 =
∑𝑥𝑘=1(𝐷𝑘 + 𝑑𝑘 )
𝑀𝑝𝑖
𝐾𝑖 factor: 𝐾𝑖 = 𝑀𝑠𝑖

𝐾𝑖 offset: 𝐾𝑖 = 𝑀𝑝𝑖 − 𝑀𝑠𝑖

Where:

𝑀𝑠𝑖 are the mean mass emissions of all events k of compound i without
regeneration, g/km;

𝑀𝑟𝑖 are the mean mass emissions of all events k of compound i during
regeneration, g/km;

𝑀𝑝𝑖 are the mean mass emission of all events k of compound i, g/km;

𝑀𝑠𝑖𝑘 are the mean mass emissions of event k of compound i without

regeneration, g/km;

𝑀𝑟𝑖𝑘 are the mean mass emissions of event k of compound i during

regeneration, g/km;
′
𝑀𝑠𝑖𝑘,𝑗 are the mass emissions of event k of compound i in g/km without
regeneration measured at point j where 1 ≤ 𝑗 ≤ 𝑛𝑘 , g/km;
′
𝑀𝑟𝑖𝑘,𝑗 are the mass emissions of event k of compound i during regeneration
(when 𝑗 > 1, the first Type I test is run cold, and subsequent cycles
are hot) measured at test cycle j where 1 ≤ 𝑗 ≤ 𝑑𝑘 , g/km;

𝑛𝑘 are the number of complete test cycles of event k, between two cycles
where regenerative phases occur, during which emissions
measurements (Type I WLTCs or equivalent engine test bench cycles)
are made,  2;

𝑑𝑘 is the number of complete applicable test cycles of event k required for

complete regeneration;

𝐷𝑘 is the number of complete applicable test cycles of event k between two

cycles where regenerative phases occur;

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∑𝑥𝑘=1 𝑀𝑠𝑖𝑘 × 𝐷𝑘
𝑀𝑠𝑖 =
∑𝑥𝑘=1 𝐷𝑘

∑𝑥𝑘=1 𝑀𝑟𝑖𝑘 × 𝑑𝑘
𝑀𝑟𝑖 =
∑𝑥𝑘=1 𝑑𝑘

𝑀𝑠𝑖 × ∑𝑥𝑘=1 𝐷𝑘 + 𝑀𝑟𝑖 × ∑𝑥𝑘=1 𝑑𝑘

𝑀𝑝𝑖 =
∑𝑥𝑘=1(𝐷𝑘 + 𝑑𝑘 )

∑𝑥𝑘=1(𝑀𝑠𝑖𝑘 × 𝐷𝑘 + 𝑀𝑟𝑖𝑘 × 𝑑𝑘 )
𝑀𝑝𝑖 =
∑𝑥𝑘=1(𝐷𝑘 + 𝑑𝑘 )
𝑀𝑝𝑖
𝐾𝑖 factor: 𝐾𝑖 = 𝑀𝑠𝑖

𝐾𝑖 offset: 𝐾𝑖 = 𝑀𝑝𝑖 − 𝑀𝑠𝑖

Where:

𝑀𝑠𝑖 are the mean mass emissions of all events k of compound i without
regeneration, g/km;

𝑀𝑟𝑖 are the mean mass emissions of all events k of compound i during
regeneration, g/km;

𝑀𝑝𝑖 are the mean mass emission of all events k of compound i, g/km;

𝑀𝑠𝑖𝑘 are the mean mass emissions of event k of compound i without

regeneration, g/km;

𝑀𝑟𝑖𝑘 are the mean mass emissions of event k of compound i during

regeneration, g/km;
′
𝑀𝑠𝑖𝑘,𝑗 are the mass emissions of event k of compound i in g/km without
regeneration measured at point j where 1 ≤ 𝑗 ≤ 𝑛𝑘 , g/km;
′
𝑀𝑟𝑖𝑘,𝑗 are the mass emissions of event k of compound i during regeneration
(when 𝑗 > 1, the first Type I test is run cold, and subsequent cycles
are hot) measured at test cycle j where 1 ≤ 𝑗 ≤ 𝑑𝑘 , g/km;

𝑛𝑘 are the number of complete test cycles of event k, between two cycles
where regenerative phases occur, during which emissions
measurements (Type I WLTCs or equivalent engine test bench cycles)
are made,  2;

𝑑𝑘 is the number of complete applicable test cycles of event k required for

complete regeneration;

𝐷𝑘 is the number of complete applicable test cycles of event k between two

cycles where regenerative phases occur;

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𝑥 is the number of complete regeneration events.

The calculation of 𝑀𝑝𝑖 is shown graphically in Figure A6.App1/2.

Figure A6.App1/2

Parameters measured during emissions test during and between cycles

where regeneration occurs (schematic example)

The calculation of 𝐾𝑖 for multiple periodically regenerating systems is only

possible after a certain number of regeneration events for each system.

After performing the complete procedure (A to B, see Figure A6.App1/2), the

original starting condition A should be reached again.

3.3 Ki factors and Ki offsets shall be rounded to four places of decimal. For Ki
offsets, the rounding shall be based on the physical unit of the emission
standard value.

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𝑥 is the number of complete regeneration events.

The calculation of 𝑀𝑝𝑖 is shown graphically in Figure A6.App1/2.

Figure A6.App1/2

Parameters measured during emissions test during and between cycles

where regeneration occurs (schematic example)

The calculation of 𝐾𝑖 for multiple periodically regenerating systems is only

possible after a certain number of regeneration events for each system.

After performing the complete procedure (A to B, see Figure A6.App1/2), the

original starting condition A should be reached again.

3.3 Ki factors and Ki offsets shall be rounded to four places of decimal. For Ki
offsets, the rounding shall be based on the physical unit of the emission
standard value.

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Annex B6- Appendix 2

Test Procedure for rechargeable electric energy storage system monitoring

1.0 General

In the case that NOVC-HEVs, OVC-HEVs and NOVC-FCHVs are tested,

Appendices 2 and 3 to Annex B8 shall apply.

This appendix defines the specific provisions regarding the correction of test
results for CO2 mass emission as a function of the energy balance 𝛥𝐸𝑅𝐸𝐸𝑆𝑆 for
all REESSs.

The corrected values for CO2 mass emission shall correspond to a zero energy
balance (𝛥𝐸𝑅𝐸𝐸𝑆𝑆 = 0), and shall be calculated using a correction coefficient
determined as defined below.

2.0 Measurement equipment and instrumentation

2.1 Current measurement

REESS depletion shall be defined as negative current.

2.1.1 The REESS current(s) shall be measured during the tests using a clamp-on or
closed type current transducer. The current measurement system shall fulfil the
requirements specified in Table A8/1. The current transducer(s) shall be
capable of handling the peak currents at engine starts and temperature
conditions at the point of measurement.

In order to have an accurate measurement, zero adjustment and degaussing

shall be performed before the test according to the instrument manufacturer's
instructions.

2.1.2 Current transducers shall be fitted to any of the REESS on one of the cables
connected directly to the REESS and shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance

with the Test Agency.

In order to easily measure REESS current using external measuring equipment,

manufacturers should preferably integrate appropriate, safe and accessible
connection points in the vehicle. If this is not feasible, the manufacturer shall
support the Test Agency by providing the means to connect a current
transducer to the REESS cables in the manner described above.

2.1.3 The measured current shall be integrated over time at a minimum frequency of
20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The
measured current shall be integrated over time, yielding the measured value of
Q, expressed in ampere-hours Ah. The integration may be done in the current
measurement system.

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Annex B6- Appendix 2

Test Procedure for rechargeable electric energy storage system monitoring

1.0 General

In the case that NOVC-HEVs, OVC-HEVs and NOVC-FCHVs are tested,

Appendices 2 and 3 to Annex B8 shall apply.

This appendix defines the specific provisions regarding the correction of test
results for CO2 mass emission as a function of the energy balance 𝛥𝐸𝑅𝐸𝐸𝑆𝑆 for
all REESSs.

The corrected values for CO2 mass emission shall correspond to a zero energy
balance (𝛥𝐸𝑅𝐸𝐸𝑆𝑆 = 0), and shall be calculated using a correction coefficient
determined as defined below.

2.0 Measurement equipment and instrumentation

2.1 Current measurement

REESS depletion shall be defined as negative current.

2.1.1 The REESS current(s) shall be measured during the tests using a clamp-on or
closed type current transducer. The current measurement system shall fulfil the
requirements specified in Table A8/1. The current transducer(s) shall be
capable of handling the peak currents at engine starts and temperature
conditions at the point of measurement.

In order to have an accurate measurement, zero adjustment and degaussing

shall be performed before the test according to the instrument manufacturer's
instructions.

2.1.2 Current transducers shall be fitted to any of the REESS on one of the cables
connected directly to the REESS and shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance

with the Test Agency.

In order to easily measure REESS current using external measuring equipment,

manufacturers should preferably integrate appropriate, safe and accessible
connection points in the vehicle. If this is not feasible, the manufacturer shall
support the Test Agency by providing the means to connect a current
transducer to the REESS cables in the manner described above.

2.1.3 The measured current shall be integrated over time at a minimum frequency of
20 Hz, yielding the measured value of Q, expressed in ampere-hours Ah. The
measured current shall be integrated over time, yielding the measured value of
Q, expressed in ampere-hours Ah. The integration may be done in the current
measurement system.

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2.2 Vehicle on-board data

2.2.1 Alternatively, the REESS current shall be determined using vehicle-based data.
In order to use this measurement method, the following information shall be
accessible from the test vehicle:

(a) Integrated charging balance value since last ignition run in Ah;

(b) Integrated on-board data charging balance value calculated at a

minimum sample frequency of 5 Hz;

(c) The charging balance value via an OBD connector as described in

SAE J1962.

2.2.2 The accuracy of the vehicle on-board REESS charging and discharging data
shall be demonstrated by the manufacturer to the Test Agency.

The manufacturer may create a REESS monitoring vehicle family to prove that
the vehicle on-board REESS charging and discharging data are correct. The
accuracy of the data shall be demonstrated on a representative vehicle.

The following family criteria shall be valid:

(a) Identical combustion processes (i.e. positive ignition, compression

ignition, two-stroke, four-stroke);

(b) Identical charge and/or recuperation strategy (software REESS data

module);

(c) On-board data availability;

(d) Identical charging balance measured by REESS data module;

(e) Identical on-board charging balance simulation.

2.2.3 All REESS having no influence on CO2 mass emissions shall be excluded from
monitoring.

3.0 REESS energy change-based correction procedure

3.1 Measurement of the REESS current shall start at the same time as the test starts
and shall end immediately after the vehicle has driven the complete driving
cycle.

3.2 The electricity balance Q measured in the electric power supply system shall
be used as a measure of the difference in the REESS energy content at the end
of the cycle compared to the beginning of the cycle. The electricity balance
shall be determined for the total driven WLTC.

3.3 Separate values of 𝑄𝑝ℎ𝑎𝑠𝑒 shall be logged over the driven cycle phases.

3.4 Correction of CO2 mass emission over the whole cycle

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2.2 Vehicle on-board data

2.2.1 Alternatively, the REESS current shall be determined using vehicle-based data.
In order to use this measurement method, the following information shall be
accessible from the test vehicle:

(a) Integrated charging balance value since last ignition run in Ah;

(b) Integrated on-board data charging balance value calculated at a

minimum sample frequency of 5 Hz;

(c) The charging balance value via an OBD connector as described in

SAE J1962.

2.2.2 The accuracy of the vehicle on-board REESS charging and discharging data
shall be demonstrated by the manufacturer to the Test Agency.

The manufacturer may create a REESS monitoring vehicle family to prove that
the vehicle on-board REESS charging and discharging data are correct. The
accuracy of the data shall be demonstrated on a representative vehicle.

The following family criteria shall be valid:

(a) Identical combustion processes (i.e. positive ignition, compression

ignition, two-stroke, four-stroke);

(b) Identical charge and/or recuperation strategy (software REESS data

module);

(c) On-board data availability;

(d) Identical charging balance measured by REESS data module;

(e) Identical on-board charging balance simulation.

2.2.3 All REESS having no influence on CO2 mass emissions shall be excluded from
monitoring.

3.0 REESS energy change-based correction procedure

3.1 Measurement of the REESS current shall start at the same time as the test starts
and shall end immediately after the vehicle has driven the complete driving
cycle.

3.2 The electricity balance Q measured in the electric power supply system shall
be used as a measure of the difference in the REESS energy content at the end
of the cycle compared to the beginning of the cycle. The electricity balance
shall be determined for the total driven WLTC.

3.3 Separate values of 𝑄𝑝ℎ𝑎𝑠𝑒 shall be logged over the driven cycle phases.

3.4 Correction of CO2 mass emission over the whole cycle

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3.4.1 [ Reserved]

3.4.2 The correction shall be applied if ∆𝐸𝑅𝐸𝐸𝑆𝑆 is negative (corresponding to

REESS discharging)

At the request of the manufacturer, the correction may be omitted and

uncorrected values may be used if:

(a) 𝛥𝐸𝑅𝐸𝐸𝑆𝑆 is positive (corresponding to REESS charging);

(b) the manufacturer can prove to the Test Agency by measurement that
there is no relation between ∆𝐸𝑅𝐸𝐸𝑆𝑆 and 𝐶𝑂2 mass emission and
∆𝐸𝑅𝐸𝐸𝑆𝑆 and fuel consumption respectively.

Table A6.App2/1
Energy content of fuel
Fuel Petrol Diesel LPG CNG

Content E0 E5 E10 E12 E15 E20 reser E85 E100 B0 reserved B7 B20 B100
Ethanol/Biodies ved
el, per cent

Heat value 8.92 8.78 8.64 Reserved 8.50 Reserved 6.41 5.95 9.85 9.79 9.67 8.90 12.86 x ρ 11.39
(kWh/l) kWh/l kWh/m³

ρ = test fuel density at 15°C (kg/l)

Table A6. App 2/2 [ RESERVED]

4.0 Applying the correction function

4.1 To apply the correction function, the electric energy change ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 of a
period j of all REESSs shall be calculated from the measured current and the
nominal voltage:
𝑛

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 = ∑ ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖
𝑖=1

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 is the electric energy change of REESS i during the considered

period j, Wh;

and;
𝑡𝑒𝑛𝑑
1
∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 = × 𝑈𝑅𝐸𝐸𝑆𝑆 × ∫ 𝐼(𝑡)𝑗,𝑖 𝑑𝑡
3600 𝑡0

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3.4.1 [ Reserved]

3.4.2 The correction shall be applied if ∆𝐸𝑅𝐸𝐸𝑆𝑆 is negative (corresponding to

REESS discharging)

At the request of the manufacturer, the correction may be omitted and

uncorrected values may be used if:

(a) 𝛥𝐸𝑅𝐸𝐸𝑆𝑆 is positive (corresponding to REESS charging);

(b) the manufacturer can prove to the Test Agency by measurement that
there is no relation between ∆𝐸𝑅𝐸𝐸𝑆𝑆 and 𝐶𝑂2 mass emission and
∆𝐸𝑅𝐸𝐸𝑆𝑆 and fuel consumption respectively.

Table A6.App2/1
Energy content of fuel
Fuel Petrol Diesel LPG CNG

Content E0 E5 E10 E12 E15 E20 reser E85 E100 B0 reserved B7 B20 B100
Ethanol/Biodies ved
el, per cent

Heat value 8.92 8.78 8.64 Reserved 8.50 Reserved 6.41 5.95 9.85 9.79 9.67 8.90 12.86 x ρ 11.39
(kWh/l) kWh/l kWh/m³

ρ = test fuel density at 15°C (kg/l)

Table A6. App 2/2 [ RESERVED]

4.0 Applying the correction function

4.1 To apply the correction function, the electric energy change ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 of a
period j of all REESSs shall be calculated from the measured current and the
nominal voltage:
𝑛

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 = ∑ ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖
𝑖=1

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 is the electric energy change of REESS i during the considered

period j, Wh;

and;
𝑡𝑒𝑛𝑑
1
∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 = × 𝑈𝑅𝐸𝐸𝑆𝑆 × ∫ 𝐼(𝑡)𝑗,𝑖 𝑑𝑡
3600 𝑡0

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where:

𝑈𝑅𝐸𝐸𝑆𝑆 is the nominal REESS voltage determined according to IEC 60050-

482, V;

𝐼(𝑡)𝑗,𝑖 is the electric current of REESS i during the considered period j,

determined according to paragraph 2. of this appendix, A;

𝑡0 is the time at the beginning of the considered period j, s;

𝑡𝑒𝑛𝑑 is the time at the end of the considered period j, s.

i is the index number of the considered REESS;

n is the total amount of REESS;

j is the index number for the considered period, where a period shall
be any applicable cycle phase, combination of cycle phases and the
applicable total cycle;
1
is the conversion factor from Ws to Wh.
3600

4.2 For correction of CO2 mass emission, g/km, combustion process-specific

Willans factors from Table A6.App2/3 shall be used.

4.3 The correction shall be performed and applied for the total cycle and for each
of its cycle phases separately, and shall be recorded.

4.4 For this specific calculation, a fixed electric power supply system alternator
efficiency shall be used:

𝜂𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟
= 0.67 𝑓𝑜𝑟 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑝𝑜𝑤𝑒𝑟 𝑠𝑢𝑝𝑝𝑙𝑦 𝑠𝑦𝑠𝑡𝑒𝑚 𝑅𝐸𝐸𝑆𝑆 𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟𝑠

4.5 The resulting CO2 mass emission difference for the considered period j due to
load behaviour of the alternator for charging a REESS shall be calculated using
the following equation:

1 1
∆𝑀𝐶𝑂2,𝑗 = 0.0036 × ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 × × 𝑊𝑖𝑙𝑙𝑎𝑛𝑠𝑓𝑎𝑐𝑡𝑜𝑟 ×
𝜂𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 𝑑𝑗

where:

∆𝑀𝐶𝑂2,𝑗 is the resulting 𝐶𝑂2 mass emission difference of period j, g/km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the REESS energy change of the considered period j calculated

according to paragraph 4.1. of this appendix, Wh;

𝑑𝑗 is the driven distance of the considered period j, km;

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where:

𝑈𝑅𝐸𝐸𝑆𝑆 is the nominal REESS voltage determined according to IEC 60050-

482, V;

𝐼(𝑡)𝑗,𝑖 is the electric current of REESS i during the considered period j,

determined according to paragraph 2. of this appendix, A;

𝑡0 is the time at the beginning of the considered period j, s;

𝑡𝑒𝑛𝑑 is the time at the end of the considered period j, s.

i is the index number of the considered REESS;

n is the total amount of REESS;

j is the index number for the considered period, where a period shall
be any applicable cycle phase, combination of cycle phases and the
applicable total cycle;
1
is the conversion factor from Ws to Wh.
3600

4.2 For correction of CO2 mass emission, g/km, combustion process-specific

Willans factors from Table A6.App2/3 shall be used.

4.3 The correction shall be performed and applied for the total cycle and for each
of its cycle phases separately, and shall be recorded.

4.4 For this specific calculation, a fixed electric power supply system alternator
efficiency shall be used:

𝜂𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟
= 0.67 𝑓𝑜𝑟 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑝𝑜𝑤𝑒𝑟 𝑠𝑢𝑝𝑝𝑙𝑦 𝑠𝑦𝑠𝑡𝑒𝑚 𝑅𝐸𝐸𝑆𝑆 𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟𝑠

4.5 The resulting CO2 mass emission difference for the considered period j due to
load behaviour of the alternator for charging a REESS shall be calculated using
the following equation:

1 1
∆𝑀𝐶𝑂2,𝑗 = 0.0036 × ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 × × 𝑊𝑖𝑙𝑙𝑎𝑛𝑠𝑓𝑎𝑐𝑡𝑜𝑟 ×
𝜂𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 𝑑𝑗

where:

∆𝑀𝐶𝑂2,𝑗 is the resulting 𝐶𝑂2 mass emission difference of period j, g/km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the REESS energy change of the considered period j calculated

according to paragraph 4.1. of this appendix, Wh;

𝑑𝑗 is the driven distance of the considered period j, km;

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j is the index number for the considered period, where a period

shall be any applicable cycle phase, combination of cycle
phases and the applicable total cycle;

0.0036 is the conversion factor from Wh to MJ;

𝜂𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 is the efficiency of the alternator according to paragraph 4.4.

of this appendix;

𝑊𝑖𝑙𝑙𝑎𝑛𝑠𝑓𝑎𝑐𝑡𝑜𝑟 is the combustion process-specific Willans factor as defined in

Table A6.App2/3, gCO2/MJ;

4.5.1 The CO2 values of each phase and the total cycle shall be corrected as follows:

MCO2,p,3 = (MCO2,p,1 - ΔMCO2,j)

MCO2,c,3 = (MCO2,c,2 - ΔMCO2,j)

where:

ΔMCO2,j is the result from paragraph 4.5. of this appendix for a period j,
g/km.

4.6 For the correction of CO2 emission, g/km, the Willans factors in
Table A6.App2/3 shall be used.

Table A6. App2/3

Willans factors

Naturally Pressure-charged
aspirated

Positive ignition Petrol (E0) l/MJ 0.0733 0.0778

gCO2/MJ 175 186
Petrol (E5) l/MJ 0.0744 0.0789
gCO2/MJ 174 185
Petrol (E10) l/MJ 0.0756 0.0803
gCO2/MJ 174 184
Petrol (E12) l/MJ Reserved Reserved
gCO2/MJ Reserved Reserved
Petrol (E15) l/MJ Reserved Reserved
gCO2/MJ Reserved Reserved
Petrol (E20) l/MJ Reserved Reserved
gCO2/MJ Reserved Reserved
CNG (G20) m³/MJ 0.0719 0.0764
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j is the index number for the considered period, where a period

shall be any applicable cycle phase, combination of cycle
phases and the applicable total cycle;

0.0036 is the conversion factor from Wh to MJ;

𝜂𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 is the efficiency of the alternator according to paragraph 4.4.

of this appendix;

𝑊𝑖𝑙𝑙𝑎𝑛𝑠𝑓𝑎𝑐𝑡𝑜𝑟 is the combustion process-specific Willans factor as defined in

Table A6.App2/3, gCO2/MJ;

4.5.1 The CO2 values of each phase and the total cycle shall be corrected as follows:

MCO2,p,3 = (MCO2,p,1 - ΔMCO2,j)

MCO2,c,3 = (MCO2,c,2 - ΔMCO2,j)

where:

ΔMCO2,j is the result from paragraph 4.5. of this appendix for a period j,
g/km.

4.6 For the correction of CO2 emission, g/km, the Willans factors in
Table A6.App2/3 shall be used.

Table A6. App2/3

Willans factors

Naturally Pressure-charged
aspirated

Positive ignition Petrol (E0) l/MJ 0.0733 0.0778

gCO2/MJ 175 186
Petrol (E5) l/MJ 0.0744 0.0789
gCO2/MJ 174 185
Petrol (E10) l/MJ 0.0756 0.0803
gCO2/MJ 174 184
Petrol (E12) l/MJ Reserved Reserved
gCO2/MJ Reserved Reserved
Petrol (E15) l/MJ Reserved Reserved
gCO2/MJ Reserved Reserved
Petrol (E20) l/MJ Reserved Reserved
gCO2/MJ Reserved Reserved
CNG (G20) m³/MJ 0.0719 0.0764
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gCO2/MJ 129 137

LPG l/MJ 0.0950 0.101
gCO2/MJ 155 164
E85 l/MJ 0.102 0.108
gCO2/MJ 169 179
Compression ignition Diesel (B0) l/MJ 0.0611 0.0611
gCO2/MJ 161 161
Diesel (B7) l/MJ 0.0611 0.0611
gCO2/MJ 161 161

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gCO2/MJ 129 137

LPG l/MJ 0.0950 0.101
gCO2/MJ 155 164
E85 l/MJ 0.102 0.108
gCO2/MJ 169 179
Compression ignition Diesel (B0) l/MJ 0.0611 0.0611
gCO2/MJ 161 161
Diesel (B7) l/MJ 0.0611 0.0611
gCO2/MJ 161 161

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Annex B6 - Appendix 3

Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane)

1.0 Measurement of the mass of gaseous fuel consumed during the Type I test cycle

Measurement of the mass of gas consumed during the cycle shall be done by a
fuel weighing system capable of measuring the weight of the storage container
during the test in accordance with the following:

(a) An accuracy of ±2 per cent of the difference between the readings at the
beginning and at the end of the test or better.

(b) Precautions shall be taken to avoid measurement errors.

Such precautions shall at least include the careful installation of the

device according to the instrument manufacturer's recommendations and
to good engineering practice.

(c) Other measurement methods are permitted if an equivalent accuracy can

be demonstrated.

2.0 Calculation of the gas energy ratio

The fuel consumption value shall be calculated from the emissions of

hydrocarbons, carbon monoxide, and carbon dioxide determined from the
measurement results assuming that only the gaseous fuel is burned during the
test.

The gas ratio of the energy consumed in the cycle shall be determined using the
following equation:

𝑀𝑔𝑎𝑠 × 𝑐𝑓 × 104
𝐺𝑔𝑎𝑠 = ( )
𝐹𝐶𝑛𝑜𝑟𝑚 × 𝑑𝑖𝑠𝑡 × 𝜌

where:

Ggas is the gas energy ratio, per cent;

Mgas is the mass of the gaseous fuel consumed during the cycle, kg;

FCnorm is the fuel consumption (l/100km for LPG, m3/100 km for

NG/biomethane) calculated in accordance with paragraphs 6.6. and 6.7. of
Annex B7;

dist is the distance recorded during the cycle, km;

ρ is the gas density:

ρ = 0.654 kg/m3 for NG/Biomethane;

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Annex B6 - Appendix 3

Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane)

1.0 Measurement of the mass of gaseous fuel consumed during the Type I test cycle

Measurement of the mass of gas consumed during the cycle shall be done by a
fuel weighing system capable of measuring the weight of the storage container
during the test in accordance with the following:

(a) An accuracy of ±2 per cent of the difference between the readings at the
beginning and at the end of the test or better.

(b) Precautions shall be taken to avoid measurement errors.

Such precautions shall at least include the careful installation of the

device according to the instrument manufacturer's recommendations and
to good engineering practice.

(c) Other measurement methods are permitted if an equivalent accuracy can

be demonstrated.

2.0 Calculation of the gas energy ratio

The fuel consumption value shall be calculated from the emissions of

hydrocarbons, carbon monoxide, and carbon dioxide determined from the
measurement results assuming that only the gaseous fuel is burned during the
test.

The gas ratio of the energy consumed in the cycle shall be determined using the
following equation:

𝑀𝑔𝑎𝑠 × 𝑐𝑓 × 104
𝐺𝑔𝑎𝑠 = ( )
𝐹𝐶𝑛𝑜𝑟𝑚 × 𝑑𝑖𝑠𝑡 × 𝜌

where:

Ggas is the gas energy ratio, per cent;

Mgas is the mass of the gaseous fuel consumed during the cycle, kg;

FCnorm is the fuel consumption (l/100km for LPG, m3/100 km for

NG/biomethane) calculated in accordance with paragraphs 6.6. and 6.7. of
Annex B7;

dist is the distance recorded during the cycle, km;

ρ is the gas density:

ρ = 0.654 kg/m3 for NG/Biomethane;

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ρ = 0.538 kg/litre for LPG;

cf is the correction factor, assuming the following values:

cf = 1 in the case of LPG or G20 reference fuel;

cf = 0.78 in the case of G25 reference fuel.

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ρ = 0.538 kg/litre for LPG;

cf is the correction factor, assuming the following values:

cf = 1 in the case of LPG or G20 reference fuel;

cf = 0.78 in the case of G25 reference fuel.

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Annex B7

Calculations

1.0 General requirements

1.1 Unless explicitly stated otherwise in Annex B8, all requirements and procedures
specified in this annex shall apply for NOVC-HEVs, OVC-HEVs, NOVC-
FCHVs and PEVs.

1.2 The calculation steps described in paragraph 1.4. of this annex shall be used for
pure ICE vehicles only.

1.3 Rounding of test results

1.3.1 Intermediate steps in the calculations shall not be rounded unless intermediate
rounding is required.

1.3.2 The final criteria emission results shall be rounded according to paragraph 6.1.8.
of this Regulation in one step to the number of places to the right of the decimal
point indicated by the applicable emission standard plus one additional
significant figure.

1.3.3 The NOx correction factor 𝐾𝐻 shall be reported rounded according to

paragraph 6.1.8. of this Regulation to two places of decimal.

1.3.4 The dilution factor 𝐷𝐹 shall be reported rounded according to paragraph 6.1.8.
of this Regulation to two places of decimal.

1.3.5 For information not related to standards, good engineering judgement shall be
used.

1.4 Stepwise procedure for calculating the final test results for vehicles using
combustion engines

The results shall be calculated in the order described in Table A7/1. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

c complete applicable cycle

p every applicable cycle phase;

i every applicable criteria emission component, without CO2;

CO2 CO2 emission.

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Annex B7

Calculations

1.0 General requirements

1.1 Unless explicitly stated otherwise in Annex B8, all requirements and procedures
specified in this annex shall apply for NOVC-HEVs, OVC-HEVs, NOVC-
FCHVs and PEVs.

1.2 The calculation steps described in paragraph 1.4. of this annex shall be used for
pure ICE vehicles only.

1.3 Rounding of test results

1.3.1 Intermediate steps in the calculations shall not be rounded unless intermediate
rounding is required.

1.3.2 The final criteria emission results shall be rounded according to paragraph 6.1.8.
of this Regulation in one step to the number of places to the right of the decimal
point indicated by the applicable emission standard plus one additional
significant figure.

1.3.3 The NOx correction factor 𝐾𝐻 shall be reported rounded according to

paragraph 6.1.8. of this Regulation to two places of decimal.

1.3.4 The dilution factor 𝐷𝐹 shall be reported rounded according to paragraph 6.1.8.
of this Regulation to two places of decimal.

1.3.5 For information not related to standards, good engineering judgement shall be
used.

1.4 Stepwise procedure for calculating the final test results for vehicles using
combustion engines

The results shall be calculated in the order described in Table A7/1. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

c complete applicable cycle

p every applicable cycle phase;

i every applicable criteria emission component, without CO2;

CO2 CO2 emission.

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Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

1 Annex Raw test results Mass emissions Mi,p,1, g/km;

B6
Paragraphs 3. to 3.2.2. inclusive of MCO2,p,1,
this annex. g/km.

2 Output Mi,p,1, g/km; Calculation of combined cycle Mi,c,2, g/km;

step 1 values:
MCO2,p,1, g/km. MCO2,c,2,
∑𝑝 𝑀𝑖,𝑝,1 × 𝑑𝑝 g/km.
𝑀𝑖,𝑐,2 =
∑ 𝑝 𝑑𝑝

∑𝑝 𝑀𝐶𝑂2,𝑝,1 × 𝑑𝑝
𝑀𝐶𝑂2,𝑐,2 =
∑𝑝 𝑑𝑝

where:

Mi/CO2,c,2 are the emission results

over the total cycle;

dp are the driven distances of the

cycle phases, p.

3 Output MCO2,p,1, g/km; RCB correction MCO2,p,3,

step 1 g/km;
MCO2,c,2, g/km. Appendix 2 to Annex B6.
Output MCO2,c,3,
step 2 g/km.

4a Output Mi,c,2, g/km; Emissions test procedure for all Mi,c,4a, g/km;
step 2 vehicles equipped with periodically
MCO2,c,3, g/km. regenerating systems, Ki. MCO2,c,4a,
Output g/km.
step 3 Annex B6, Appendix 1.

Mi,c,4 = Ki × Mi,c,2

or

Mi,c,4 = Ki + Mi,c,2

and

MCO2,c,4 = KCO2 × MCO2,c,3

or

MCO2,c,4 = KCO2 + MCO2,c,3

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Additive offset or multiplicative
factor to be used according to Ki
determination.
 Draft AIS 175 / Final Draft
MARCH 2025

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

1 Annex Raw test results Mass emissions Mi,p,1, g/km;

B6
Paragraphs 3. to 3.2.2. inclusive of MCO2,p,1,
this annex. g/km.

2 Output Mi,p,1, g/km; Calculation of combined cycle Mi,c,2, g/km;

step 1 values:
MCO2,p,1, g/km. MCO2,c,2,
∑𝑝 𝑀𝑖,𝑝,1 × 𝑑𝑝 g/km.
𝑀𝑖,𝑐,2 =
∑ 𝑝 𝑑𝑝

∑𝑝 𝑀𝐶𝑂2,𝑝,1 × 𝑑𝑝
𝑀𝐶𝑂2,𝑐,2 =
∑𝑝 𝑑𝑝

where:

Mi/CO2,c,2 are the emission results

over the total cycle;

dp are the driven distances of the

cycle phases, p.

3 Output MCO2,p,1, g/km; RCB correction MCO2,p,3,

step 1 g/km;
MCO2,c,2, g/km. Appendix 2 to Annex B6.
Output MCO2,c,3,
step 2 g/km.

4a Output Mi,c,2, g/km; Emissions test procedure for all Mi,c,4a, g/km;
step 2 vehicles equipped with periodically
MCO2,c,3, g/km. regenerating systems, Ki. MCO2,c,4a,
Output g/km.
step 3 Annex B6, Appendix 1.

Mi,c,4 = Ki × Mi,c,2

or

Mi,c,4 = Ki + Mi,c,2

and

MCO2,c,4 = KCO2 × MCO2,c,3

or

MCO2,c,4 = KCO2 + MCO2,c,3

Page 332 of 762
Additive offset or multiplicative
factor to be used according to Ki
determination.
 Draft AIS 175 / Final Draft
Septemebr 2023

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

4b Output MCO2,p,3, g/km; If Ki is applicable, align CO2 phase MCO2,p,4,

step 3 values to the combined cycle value: g/km.
MCO2,c,3, g/km;
Output 𝑀𝐶𝑂2,𝑝,4 = 𝑀𝐶𝑂2,𝑝,3 × 𝐴𝐹𝐾𝑖
step 4a MCO2,c,4a, g/km.
for every cycle phase p;

where:

𝑀𝐶𝑂2,𝑐,4
𝐴𝐹𝐾𝑖 =
𝑀𝐶𝑂2,𝑐,3

If Ki is not applicable:

MCO2,p,4 = MCO2,p,3

4c Output Mi,c,4a, g/km; In the case these values are used for
step 4a the purpose of conformity of
MCO2,c,4a, g/km. production, the criteria emission
values and CO2 mass emission
values shall be multiplied with the Mi,c,4c;
run-in factor determined according to
paragraph 8.2.4. of this Regulation: MCO2,c,4c

Mi,c,4c = RIC (j) × Mi,c,4a

MCO2,c,4c = RICO2 (j) x MCO2,c,4a

In the case these values are not used

for the purpose of conformity of
production:

Mi,c,4c = Mi,c,4a

MCO2,c,4c = MCO2,c,4a

5 Output MCO2,c,4c, g/km; Placeholder for additional MCO2,c,5,

step 4b corrections, if g/km;
Result and 4c MCO2,p,4, g/km.
of a applicable. MCO2,p,5,
single g/km.
test. Otherwise:

MCO2,c,5 = MCO2,c,4c

MCO2,p,5 = MCO2,p,4

Page 333 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

4b Output MCO2,p,3, g/km; If Ki is applicable, align CO2 phase MCO2,p,4,

step 3 values to the combined cycle value: g/km.
MCO2,c,3, g/km;
Output 𝑀𝐶𝑂2,𝑝,4 = 𝑀𝐶𝑂2,𝑝,3 × 𝐴𝐹𝐾𝑖
step 4a MCO2,c,4a, g/km.
for every cycle phase p;

where:

𝑀𝐶𝑂2,𝑐,4
𝐴𝐹𝐾𝑖 =
𝑀𝐶𝑂2,𝑐,3

If Ki is not applicable:

MCO2,p,4 = MCO2,p,3

4c Output Mi,c,4a, g/km; In the case these values are used for
step 4a the purpose of conformity of
MCO2,c,4a, g/km. production, the criteria emission
values and CO2 mass emission
values shall be multiplied with the Mi,c,4c;
run-in factor determined according to
paragraph 8.2.4. of this Regulation: MCO2,c,4c

Mi,c,4c = RIC (j) × Mi,c,4a

MCO2,c,4c = RICO2 (j) x MCO2,c,4a

In the case these values are not used

for the purpose of conformity of
production:

Mi,c,4c = Mi,c,4a

MCO2,c,4c = MCO2,c,4a

5 Output MCO2,c,4c, g/km; Placeholder for additional MCO2,c,5,

step 4b corrections, if g/km;
Result and 4c MCO2,p,4, g/km.
of a applicable. MCO2,p,5,
single g/km.
test. Otherwise:

MCO2,c,5 = MCO2,c,4c

MCO2,p,5 = MCO2,p,4

Page 333 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

Mi,c,4c, g/km; Apply deterioration factors Mi,c,5, g/km;

calculated in accordance with Annex
C4 to the criteria emissions values.

In the case these values are used for FEc,5, km/l;

the purpose of conformity of
production, the further steps (6 to 10)
are not required and the output of this
step is the final result.
6 Output For every test: Averaging of tests and declared MCO2,c,6,
step 5 value. g/km;
Mi,c,5, g/km;
Paragraphs 1.2. to 1.2.3. inclusive of MCO2,p,6,
MCO2,c,5, g/km; Annex B6. g/km.

MCO2,p,5, g/km. MCO2,c,declared,

g/km.

7 Output MCO2,c,6, g/km; Alignment of phase values. MCO2,c,7,

step 6 g/km;
MCO2,p,6, g/km. Paragraph 1.2.4. of Annex B6.
MCO2,p,7,
MCO2,c,declared, and: g/km.
g/km.
MCO2,c,7 = MCO2,c,declared

8 Calculation of fuel consumption FCc,8, l/100

according to Paragraph 6 of this km;
Result Output annex.
of a steps 5 FCp,8, l/100
Type I Mi,c, 5, g/km; The calculation of fuel consumption km;
test for a Output shall be performed for the applicable
test steps 7 MCO2,c,7, g/km; cycle and its phases separately. For Mi,c,8, g/km;
vehicle. that purpose:
MCO2,p,7, g/km. MCO2,c,8,
(a) the applicable phase or cycle g/km;
CO2 values shall be used;
MCO2,p,8,
(b) the criteria emission over the g/km.
complete cycle shall be used.

and:

Mi,c,8 = Mi,c, 5

Page 334 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

Mi,c,4c, g/km; Apply deterioration factors Mi,c,5, g/km;

calculated in accordance with Annex
C4 to the criteria emissions values.

In the case these values are used for FEc,5, km/l;

the purpose of conformity of
production, the further steps (6 to 10)
are not required and the output of this
step is the final result.
6 Output For every test: Averaging of tests and declared MCO2,c,6,
step 5 value. g/km;
Mi,c,5, g/km;
Paragraphs 1.2. to 1.2.3. inclusive of MCO2,p,6,
MCO2,c,5, g/km; Annex B6. g/km.

MCO2,p,5, g/km. MCO2,c,declared,

g/km.

7 Output MCO2,c,6, g/km; Alignment of phase values. MCO2,c,7,

step 6 g/km;
MCO2,p,6, g/km. Paragraph 1.2.4. of Annex B6.
MCO2,p,7,
MCO2,c,declared, and: g/km.
g/km.
MCO2,c,7 = MCO2,c,declared

8 Calculation of fuel consumption FCc,8, l/100

according to Paragraph 6 of this km;
Result Output annex.
of a steps 5 FCp,8, l/100
Type I Mi,c, 5, g/km; The calculation of fuel consumption km;
test for a Output shall be performed for the applicable
test steps 7 MCO2,c,7, g/km; cycle and its phases separately. For Mi,c,8, g/km;
vehicle. that purpose:
MCO2,p,7, g/km. MCO2,c,8,
(a) the applicable phase or cycle g/km;
CO2 values shall be used;
MCO2,p,8,
(b) the criteria emission over the g/km.
complete cycle shall be used.

and:

Mi,c,8 = Mi,c, 5

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 Draft AIS 175 / Final Draft
Septemebr 2023

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

MCO2,c,8 = MCO2,c,7

MCO2,p,8 = MCO2,p,7

9 Output For each of the If in addition to a test vehicle H a test Mi,c, g/km;
step 8 test vehicles H vehicle L and, if applicable vehicle
Interpol and L: M was also tested, the resulting MCO2,c,H,
ation criteria emission value shall be the g/km;
family Mi,c,8, g/km; highest of the two or, if applicable,
result. three values and referred to as Mi,c. . MCO2,p,H,
MCO2,c,8, g/km; g/km;
In the case of the combined THC +
MCO2,p,8, g/km; NO x emissions, the highest value of FCc,H, l/100
Final the sum referring to either the VH or km;
criteria FCc,8, l/100 km; VL is to be used.
emissio FCp,H, l/100
n result FCp,8, l/100 km; Otherwise, if no vehicle L was tested, km;

and if a
Mi,c = Mi,c,8 vehicle L
was tested:
For CO2 and FC, the values derived
in step 8 shall be used, and CO2 MCO2,c,L,
values shall be rounded according to g/km;
paragraph 6.1.8. of this Regulation to
two places of decimal, and FC values MCO2,p,L,
shall be rounded according to g/km;
paragraph 6.1.8. of this Regulation to
FCc,L, l/100
three places of decimal.
km;

FCp,L, l/100
km;

10 Output MCO2,c,H, g/km; Fuel consumption and CO2 MCO2,c,ind

step 9 calculations for individual vehicles g/km;
Result MCO2,p,H, g/km; in an interpolation family.
of an MCO2,p,ind,
individu FCc,H, l/100 km; Paragraph 3.2.3. of this annex. g/km;
al
vehicle. FCp,H, l/100 km; Fuel consumption and CO2 FCc,ind l/100
calculations for individual vehicles km;
Final in a road load matrix family
CO2 and

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 Draft AIS 175 / Final Draft
MARCH 2025

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

MCO2,c,8 = MCO2,c,7

MCO2,p,8 = MCO2,p,7

9 Output For each of the If in addition to a test vehicle H a test Mi,c, g/km;
step 8 test vehicles H vehicle L and, if applicable vehicle
Interpol and L: M was also tested, the resulting MCO2,c,H,
ation criteria emission value shall be the g/km;
family Mi,c,8, g/km; highest of the two or, if applicable,
result. three values and referred to as Mi,c. . MCO2,p,H,
MCO2,c,8, g/km; g/km;
In the case of the combined THC +
MCO2,p,8, g/km; NO x emissions, the highest value of FCc,H, l/100
Final the sum referring to either the VH or km;
criteria FCc,8, l/100 km; VL is to be used.
emissio FCp,H, l/100
n result FCp,8, l/100 km; Otherwise, if no vehicle L was tested, km;

and if a
Mi,c = Mi,c,8 vehicle L
was tested:
For CO2 and FC, the values derived
in step 8 shall be used, and CO2 MCO2,c,L,
values shall be rounded according to g/km;
paragraph 6.1.8. of this Regulation to
two places of decimal, and FC values MCO2,p,L,
shall be rounded according to g/km;
paragraph 6.1.8. of this Regulation to
FCc,L, l/100
three places of decimal.
km;

FCp,L, l/100
km;

10 Output MCO2,c,H, g/km; Fuel consumption and CO2 MCO2,c,ind

step 9 calculations for individual vehicles g/km;
Result MCO2,p,H, g/km; in an interpolation family.
of an MCO2,p,ind,
individu FCc,H, l/100 km; Paragraph 3.2.3. of this annex. g/km;
al
vehicle. FCp,H, l/100 km; Fuel consumption and CO2 FCc,ind l/100
calculations for individual vehicles km;
Final in a road load matrix family
CO2 and

Page 335 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

FC and if a vehicle Paragraph 3.2.4. of this annex. FCp,ind, l/100

result. L was tested: km
CO2 emissions shall be expressed in
MCO2,c,L, g/km; grams per kilometre (g/km) rounded
to the nearest whole number;
MCO2,p,L, g/km;
FC values shall be rounded
FCc,L, l/100 km; according to paragraph 6.1.8. of this
Regulation to one place of decimal,
FCp,L, l/100 km. expressed in (l/100 km) ;

2.0 Determination of diluted exhaust gas volume

2.1 Volume calculation for a variable dilution device capable of operating at a

constant or variable flow rate

The volumetric flow shall be measured continuously. The total volume shall
be measured for the duration of the test.

2.2 Volume calculation for a variable dilution device using a positive

displacement pump

2.2.1 The volume shall be calculated using the following equation:

𝑉 = 𝑉0 × 𝑁

where:

𝑉 is the volume of the diluted gas, in litres per test (prior to correction);

𝑉0 is the volume of gas delivered by the positive displacement pump in

testing conditions, litres per pump revolution;

𝑁 is the number of revolutions per test.

2.2.1.1 Correcting the volume to standard conditions

The diluted exhaust gas volume, V, shall be corrected to standard conditions

according to the following equation:

𝑃𝐵 − 𝑃1
𝑉𝑚𝑖𝑥 = 𝑉 × 𝐾1 × ( )
𝑇𝑝

where:

Page 336 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A7/1

Procedure for calculating final test results

Step No. Source Input Process Output

FC and if a vehicle Paragraph 3.2.4. of this annex. FCp,ind, l/100

result. L was tested: km
CO2 emissions shall be expressed in
MCO2,c,L, g/km; grams per kilometre (g/km) rounded
to the nearest whole number;
MCO2,p,L, g/km;
FC values shall be rounded
FCc,L, l/100 km; according to paragraph 6.1.8. of this
Regulation to one place of decimal,
FCp,L, l/100 km. expressed in (l/100 km) ;

2.0 Determination of diluted exhaust gas volume

2.1 Volume calculation for a variable dilution device capable of operating at a

constant or variable flow rate

The volumetric flow shall be measured continuously. The total volume shall
be measured for the duration of the test.

2.2 Volume calculation for a variable dilution device using a positive

displacement pump

2.2.1 The volume shall be calculated using the following equation:

𝑉 = 𝑉0 × 𝑁

where:

𝑉 is the volume of the diluted gas, in litres per test (prior to correction);

𝑉0 is the volume of gas delivered by the positive displacement pump in

testing conditions, litres per pump revolution;

𝑁 is the number of revolutions per test.

2.2.1.1 Correcting the volume to standard conditions

The diluted exhaust gas volume, V, shall be corrected to standard conditions

according to the following equation:

𝑃𝐵 − 𝑃1
𝑉𝑚𝑖𝑥 = 𝑉 × 𝐾1 × ( )
𝑇𝑝

where:

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 Draft AIS 175 / Final Draft
Septemebr 2023
273.15 (𝐾)
𝐾1 = = 2.6961
101.325 (𝑘𝑃𝑎)

𝑃𝐵 is the test room barometric pressure, kPa;

𝑃1 is the vacuum at the inlet of the positive displacement pump relative to

the ambient barometric pressure, kPa;

𝑇𝑝 is the arithmetic average temperature of the diluted exhaust gas entering

the positive displacement pump during the test, Kelvin (K).

3.0 Mass emissions

3.1 General requirements

3.1.1 Assuming no compressibility effects, all gases involved in the engine's

intake, combustion and exhaust processes may be considered to be ideal
according to Avogadro’s hypothesis.

3.1.2 The mass 𝑀 of gaseous compounds emitted by the vehicle during the test
shall be determined by the product of the volumetric concentration of the
gas in question and the volume of the diluted exhaust gas with due regard
for the following densities under the reference conditions of 273.15 K (0 °C)
and 101.325 kPa:

Carbon monoxide (CO) 𝜌 = 1.25 g/l

Carbon dioxide (CO2) 𝜌 = 1.964 g/l

Hydrocarbons:

for petrol (E0) (C1H1.85) 𝜌 = 0.619 g/1

for petrol (E5) (C1H1.89O0.016)𝜌 = 0.632 g/1

for petrol (E10) (C1H1.93 O0.033) 𝜌 = 0.646 g/l

for petrol (E12) (CxHx.xx Ox.xxx) 𝜌 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑

for petrol (E15) (CxHx.xx Ox.xxx) 𝜌 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑

for petrol (E20) (CxHx.xx Ox.xxx) 𝜌 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑

for diesel (B0) (C1Hl.86) 𝜌 = 0.620 g/1

for diesel (B7) (C1H1.86O0.007) 𝜌 = 0.625 g/l

for LPG (C1H2.525) 𝜌 = 0.649 g/l

for NG/biomethane (CH4) 𝜌 = 0.716 g/l

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 Draft AIS 175 / Final Draft
MARCH 2025
273.15 (𝐾)
𝐾1 = = 2.6961
101.325 (𝑘𝑃𝑎)

𝑃𝐵 is the test room barometric pressure, kPa;

𝑃1 is the vacuum at the inlet of the positive displacement pump relative to

the ambient barometric pressure, kPa;

𝑇𝑝 is the arithmetic average temperature of the diluted exhaust gas entering

the positive displacement pump during the test, Kelvin (K).

3.0 Mass emissions

3.1 General requirements

3.1.1 Assuming no compressibility effects, all gases involved in the engine's

intake, combustion and exhaust processes may be considered to be ideal
according to Avogadro’s hypothesis.

3.1.2 The mass 𝑀 of gaseous compounds emitted by the vehicle during the test
shall be determined by the product of the volumetric concentration of the
gas in question and the volume of the diluted exhaust gas with due regard
for the following densities under the reference conditions of 273.15 K (0 °C)
and 101.325 kPa:

Carbon monoxide (CO) 𝜌 = 1.25 g/l

Carbon dioxide (CO2) 𝜌 = 1.964 g/l

Hydrocarbons:

for petrol (E0) (C1H1.85) 𝜌 = 0.619 g/1

for petrol (E5) (C1H1.89O0.016)𝜌 = 0.632 g/1

for petrol (E10) (C1H1.93 O0.033) 𝜌 = 0.646 g/l

for petrol (E12) (CxHx.xx Ox.xxx) 𝜌 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑

for petrol (E15) (CxHx.xx Ox.xxx) 𝜌 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑

for petrol (E20) (CxHx.xx Ox.xxx) 𝜌 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑

for diesel (B0) (C1Hl.86) 𝜌 = 0.620 g/1

for diesel (B7) (C1H1.86O0.007) 𝜌 = 0.625 g/l

for LPG (C1H2.525) 𝜌 = 0.649 g/l

for NG/biomethane (CH4) 𝜌 = 0.716 g/l

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 Draft AIS 175 / Final Draft
Septemebr 2023

for ethanol (E85) (C1H2.74O0.385) 𝜌 = 0.934 g/l

Nitrogen oxides (NOx) 𝜌 = 2.05 g/1

The density for NMHC mass calculations shall be equal to that of total
hydrocarbons at 273.15 K (0 °C) and 101.325 kPa, and is fuel-dependent.
The density for propane mass calculations (see paragraph 3.5. of Annex B5)
is 1.967 g/l at standard conditions.

If a fuel type is not listed in this paragraph, the density of that fuel shall be
calculated using the equation given in paragraph 3.1.3. of this annex.

3.1.3 The general equation for the calculation of total hydrocarbon density for
each reference fuel with a mean composition of CXHYOZ is as follows:

𝐻 𝑂
𝑀𝑊𝑐 + 𝐶 × 𝑀𝑊𝐻 + 𝐶 × 𝑀𝑊𝑂
𝜌𝑇𝐻𝐶 =
𝑉𝑀

where:

ρTHC is the density of total hydrocarbons and non-methane

hydrocarbons, g/l;

MWC is the molar mass of carbon (12.011 g/mol);

MWH is the molar mass of hydrogen (1.008 g/mol);

MWO is the molar mass of oxygen (15.999 g/mol);

VM is the molar volume of an ideal gas at 273.15 K (0° C) and 101.325

kPa (22.413 l/mol);

H/C is the hydrogen to carbon ratio for a specific fuel CXHYOZ;

O/C is the oxygen to carbon ratio for a specific fuel CXHYOZ.

3.2 Mass emissions calculation

3.2.1 Mass emissions of gaseous compounds per cycle phase shall be calculated
using the following equations:

𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒 × 𝜌𝑖 × 𝐾𝐻𝑝ℎ𝑎𝑠𝑒 × 𝐶𝑖,𝑝ℎ𝑎𝑠𝑒 × 10−6

𝑀𝑖,𝑝ℎ𝑎𝑠𝑒 =
𝑑𝑝ℎ𝑎𝑠𝑒

where:

𝑀𝑖 is the mass emission of compound i per test or phase, g/km;

𝑉𝑚𝑖𝑥 is the volume of the diluted exhaust gas per test or phase expressed
in litres per test/phase and corrected to standard conditions
(273.15 K(0 °C) and 101.325 kPa);

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 Draft AIS 175 / Final Draft
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for ethanol (E85) (C1H2.74O0.385) 𝜌 = 0.934 g/l

Nitrogen oxides (NOx) 𝜌 = 2.05 g/1

The density for NMHC mass calculations shall be equal to that of total
hydrocarbons at 273.15 K (0 °C) and 101.325 kPa, and is fuel-dependent.
The density for propane mass calculations (see paragraph 3.5. of Annex B5)
is 1.967 g/l at standard conditions.

If a fuel type is not listed in this paragraph, the density of that fuel shall be
calculated using the equation given in paragraph 3.1.3. of this annex.

3.1.3 The general equation for the calculation of total hydrocarbon density for
each reference fuel with a mean composition of CXHYOZ is as follows:

𝐻 𝑂
𝑀𝑊𝑐 + 𝐶 × 𝑀𝑊𝐻 + 𝐶 × 𝑀𝑊𝑂
𝜌𝑇𝐻𝐶 =
𝑉𝑀

where:

ρTHC is the density of total hydrocarbons and non-methane

hydrocarbons, g/l;

MWC is the molar mass of carbon (12.011 g/mol);

MWH is the molar mass of hydrogen (1.008 g/mol);

MWO is the molar mass of oxygen (15.999 g/mol);

VM is the molar volume of an ideal gas at 273.15 K (0° C) and 101.325

kPa (22.413 l/mol);

H/C is the hydrogen to carbon ratio for a specific fuel CXHYOZ;

O/C is the oxygen to carbon ratio for a specific fuel CXHYOZ.

3.2 Mass emissions calculation

3.2.1 Mass emissions of gaseous compounds per cycle phase shall be calculated
using the following equations:

𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒 × 𝜌𝑖 × 𝐾𝐻𝑝ℎ𝑎𝑠𝑒 × 𝐶𝑖,𝑝ℎ𝑎𝑠𝑒 × 10−6

𝑀𝑖,𝑝ℎ𝑎𝑠𝑒 =
𝑑𝑝ℎ𝑎𝑠𝑒

where:

𝑀𝑖 is the mass emission of compound i per test or phase, g/km;

𝑉𝑚𝑖𝑥 is the volume of the diluted exhaust gas per test or phase expressed
in litres per test/phase and corrected to standard conditions
(273.15 K(0 °C) and 101.325 kPa);

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 Draft AIS 175 / Final Draft
Septemebr 2023

𝜌𝑖 is the density of compound i in grams per litre at standard

temperature and pressure (273.15 K (0 °C) and 101.325 kPa);

𝐾𝐻 is a humidity correction factor applicable only to the mass emissions

of oxides of nitrogen, NO2 and NOx, per test or phase;

𝐶𝑖 is the concentration of compound i per test or phase in the diluted

exhaust gas expressed in ppm and corrected by the amount of
compound i contained in the dilution air;

𝑑 is the distance driven over the applicable WLTC, km;

n is the number of phases of the applicable WLTC.

3.2.1.1 The concentration of a gaseous compound in the diluted exhaust gas shall
be corrected by the amount of the gaseous compound in the dilution air using
the following equation:

1
𝐶𝑖 = 𝐶𝑒 − 𝐶𝑑 × (1 − )
𝐷𝐹

where:

𝐶𝑖 is the concentration of gaseous compound i in the diluted exhaust gas

corrected by the amount of gaseous compound i contained in the
dilution air, ppm;

𝐶𝑒 is the measured concentration of gaseous compound i in the diluted

exhaust gas, ppm;

𝐶𝑑 is the concentration of gaseous compound i in the dilution air, ppm;

𝐷𝐹 is the dilution factor.

3.2.1.1.1 The dilution factor 𝐷𝐹 shall be calculated using the equation for the
concerned fuel (as applicable):
13.4
𝐷𝐹 = 𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4
for petrol (E5, E10) and diesel (B0)

13.5
𝐷𝐹 = for petrol (E0)
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

𝐷𝐹 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑 for petrol (E12)

𝐷𝐹 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑 for petrol (E15)

𝐷𝐹 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑 for petrol (E20)

13.5
𝐷𝐹 = for diesel (B7)
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

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𝜌𝑖 is the density of compound i in grams per litre at standard

temperature and pressure (273.15 K (0 °C) and 101.325 kPa);

𝐾𝐻 is a humidity correction factor applicable only to the mass emissions

of oxides of nitrogen, NO2 and NOx, per test or phase;

𝐶𝑖 is the concentration of compound i per test or phase in the diluted

exhaust gas expressed in ppm and corrected by the amount of
compound i contained in the dilution air;

𝑑 is the distance driven over the applicable WLTC, km;

n is the number of phases of the applicable WLTC.

3.2.1.1 The concentration of a gaseous compound in the diluted exhaust gas shall
be corrected by the amount of the gaseous compound in the dilution air using
the following equation:

1
𝐶𝑖 = 𝐶𝑒 − 𝐶𝑑 × (1 − )
𝐷𝐹

where:

𝐶𝑖 is the concentration of gaseous compound i in the diluted exhaust gas

corrected by the amount of gaseous compound i contained in the
dilution air, ppm;

𝐶𝑒 is the measured concentration of gaseous compound i in the diluted

exhaust gas, ppm;

𝐶𝑑 is the concentration of gaseous compound i in the dilution air, ppm;

𝐷𝐹 is the dilution factor.

3.2.1.1.1 The dilution factor 𝐷𝐹 shall be calculated using the equation for the
concerned fuel (as applicable):
13.4
𝐷𝐹 = 𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4
for petrol (E5, E10) and diesel (B0)

13.5
𝐷𝐹 = for petrol (E0)
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

𝐷𝐹 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑 for petrol (E12)

𝐷𝐹 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑 for petrol (E15)

𝐷𝐹 = 𝑅𝑒𝑠𝑒𝑟𝑣𝑒𝑑 for petrol (E20)

13.5
𝐷𝐹 = for diesel (B7)
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

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11.9
𝐷𝐹 = for LPG
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

9.5
𝐷𝐹 = for NG/biomethane
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

12.5
𝐷𝐹 = for ethanol (E85)
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

35.03
𝐷𝐹 = for hydrogen
𝐶𝐻2𝑂 −𝐶𝐻2𝑂−𝐷𝐴 +𝐶𝐻2 ×10−4

With respect to the equation for hydrogen:

CH2O is the concentration of H2O in the diluted exhaust gas contained in

the sample bag, per cent volume;

CH2O-DA is the concentration of H2O in the dilution air, per cent volume;

CH2 is the concentration of H2 in the diluted exhaust gas contained in

the sample bag, ppm.

If a fuel type is not listed in this paragraph, the DF for that fuel shall be
calculated using the equations in paragraph 3.2.1.1.2. of this annex.

If the manufacturer uses a DF that covers several phases, it shall calculate a

DF using the mean concentration of gaseous compounds for the phases
concerned.

The mean concentration of a gaseous compound shall be calculated using

the following equation:

∑𝑛𝑝ℎ𝑎𝑠𝑒=1(𝐶𝑖,𝑝ℎ𝑎𝑠𝑒 × 𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒 )
𝐶̅𝑖 =
∑𝑛𝑝ℎ𝑎𝑠𝑒=1 𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒

where:

𝐶̅𝑖 is mean concentration of a gaseous compound;

𝐶𝑖,𝑝ℎ𝑎𝑠𝑒 is the concentration of each phase;

𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒 is the Vmix of the corresponding phase;

n is the number of phases.

3.2.1.1.2 The general equation for calculating the dilution factor DF for each
reference fuel with an arithmetic average composition of CxHyOz is as
follows:

𝑋
𝐷𝐹 =
𝐶𝐶𝑂2 + (𝐶𝐻𝐶 + 𝐶𝐶𝑂 ) × 10−4

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11.9
𝐷𝐹 = for LPG
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

9.5
𝐷𝐹 = for NG/biomethane
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

12.5
𝐷𝐹 = for ethanol (E85)
𝐶𝐶𝑂2 +(𝐶𝐻𝐶 +𝐶𝐶𝑂 )×10−4

35.03
𝐷𝐹 = for hydrogen
𝐶𝐻2𝑂 −𝐶𝐻2𝑂−𝐷𝐴 +𝐶𝐻2 ×10−4

With respect to the equation for hydrogen:

CH2O is the concentration of H2O in the diluted exhaust gas contained in

the sample bag, per cent volume;

CH2O-DA is the concentration of H2O in the dilution air, per cent volume;

CH2 is the concentration of H2 in the diluted exhaust gas contained in

the sample bag, ppm.

If a fuel type is not listed in this paragraph, the DF for that fuel shall be
calculated using the equations in paragraph 3.2.1.1.2. of this annex.

If the manufacturer uses a DF that covers several phases, it shall calculate a

DF using the mean concentration of gaseous compounds for the phases
concerned.

The mean concentration of a gaseous compound shall be calculated using

the following equation:

∑𝑛𝑝ℎ𝑎𝑠𝑒=1(𝐶𝑖,𝑝ℎ𝑎𝑠𝑒 × 𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒 )
𝐶̅𝑖 =
∑𝑛𝑝ℎ𝑎𝑠𝑒=1 𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒

where:

𝐶̅𝑖 is mean concentration of a gaseous compound;

𝐶𝑖,𝑝ℎ𝑎𝑠𝑒 is the concentration of each phase;

𝑉𝑚𝑖𝑥,𝑝ℎ𝑎𝑠𝑒 is the Vmix of the corresponding phase;

n is the number of phases.

3.2.1.1.2 The general equation for calculating the dilution factor DF for each
reference fuel with an arithmetic average composition of CxHyOz is as
follows:

𝑋
𝐷𝐹 =
𝐶𝐶𝑂2 + (𝐶𝐻𝐶 + 𝐶𝐶𝑂 ) × 10−4

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where:
𝑥
𝑋 = 100 × 𝑦 𝑦 𝑧
𝑥 + 2 + 3.76 (𝑥 + 4 − 2)

𝐶𝐶𝑂2 is the concentration of CO2 in the diluted exhaust gas contained in the
sample bag, per cent volume;

𝐶𝐻𝐶 is the concentration of HC in the diluted exhaust gas contained in the

sample bag, ppm carbon equivalent;

𝐶𝐶𝑂 is the concentration of CO in the diluted exhaust gas contained in the

sample bag, ppm.

3.2.1.1.3 Methane measurement

3.2.1.1.3.1 For methane measurement using a GC-FID, NMHC shall be calculated

using the following equation:

𝐶𝑁𝑀𝐻𝐶 = 𝐶𝑇𝐻𝐶 − (𝑅𝑓𝐶𝐻4 × 𝐶𝐶𝐻4 )

where:

𝐶𝑁𝑀𝐻𝐶 is the corrected concentration of NMHC in the diluted exhaust gas,

ppm carbon equivalent;

𝐶𝑇𝐻𝐶 is the concentration of THC in the diluted exhaust gas, ppm carbon
equivalent and corrected by the amount of THC contained in the
dilution air;

𝐶𝐶𝐻4 is the concentration of 𝐶𝐻4 in the diluted exhaust gas, ppm carbon
equivalent and corrected by the amount of 𝐶𝐻4 contained in the
dilution air;

𝑅𝑓𝐶𝐻4 is the FID response factor to methane determined and specified in

paragraph 5.4.3.2. of Annex B5.

3.2.1.1.3.2 For methane measurement using an NMC-FID, the calculation of NMHC

depends on the calibration gas/method used for the zero/calibration
adjustment.

The FID used for the THC measurement (without NMC) shall be calibrated
with propane/air in the normal manner.

For the calibration of the FID in series with an NMC, the following methods
are permitted:

(a) The calibration gas consisting of propane/air bypasses the NMC;

(b) The calibration gas consisting of methane/air passes through the

NMC.

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where:
𝑥
𝑋 = 100 × 𝑦 𝑦 𝑧
𝑥 + 2 + 3.76 (𝑥 + 4 − 2)

𝐶𝐶𝑂2 is the concentration of CO2 in the diluted exhaust gas contained in the
sample bag, per cent volume;

𝐶𝐻𝐶 is the concentration of HC in the diluted exhaust gas contained in the

sample bag, ppm carbon equivalent;

𝐶𝐶𝑂 is the concentration of CO in the diluted exhaust gas contained in the

sample bag, ppm.

3.2.1.1.3 Methane measurement

3.2.1.1.3.1 For methane measurement using a GC-FID, NMHC shall be calculated

using the following equation:

𝐶𝑁𝑀𝐻𝐶 = 𝐶𝑇𝐻𝐶 − (𝑅𝑓𝐶𝐻4 × 𝐶𝐶𝐻4 )

where:

𝐶𝑁𝑀𝐻𝐶 is the corrected concentration of NMHC in the diluted exhaust gas,

ppm carbon equivalent;

𝐶𝑇𝐻𝐶 is the concentration of THC in the diluted exhaust gas, ppm carbon
equivalent and corrected by the amount of THC contained in the
dilution air;

𝐶𝐶𝐻4 is the concentration of 𝐶𝐻4 in the diluted exhaust gas, ppm carbon
equivalent and corrected by the amount of 𝐶𝐻4 contained in the
dilution air;

𝑅𝑓𝐶𝐻4 is the FID response factor to methane determined and specified in

paragraph 5.4.3.2. of Annex B5.

3.2.1.1.3.2 For methane measurement using an NMC-FID, the calculation of NMHC

depends on the calibration gas/method used for the zero/calibration
adjustment.

The FID used for the THC measurement (without NMC) shall be calibrated
with propane/air in the normal manner.

For the calibration of the FID in series with an NMC, the following methods
are permitted:

(a) The calibration gas consisting of propane/air bypasses the NMC;

(b) The calibration gas consisting of methane/air passes through the

NMC.

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It is highly recommended to calibrate the methane FID with methane/air

through the NMC.

In case (a), the concentration of CH4 and NMHC shall be calculated using
the following equations:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) − 𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) × (1 − 𝐸𝐸 )
𝐶𝐶𝐻4 =
𝑅𝑓𝐶𝐻4 × (𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶 𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
𝐸𝐸 − 𝐸𝑀

If RfCH4 < 1.05, it may be omitted from the equation above for CCH4.

In case (b), the concentration of CH4 and NMHC shall be calculated using
the following equations:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) × 𝑅𝑓𝐶𝐻4 × (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) × (1 − 𝐸𝐸 )

𝐶𝐶𝐻4 =
𝑅𝑓𝐶𝐻4 × (𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
× 𝑅𝑓𝐶𝐻4 × (1 − 𝐸𝑀 )
𝑜𝑁𝑀𝐶 𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
𝐸𝐸 − 𝐸𝑀

where:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) is the HC concentration with sample gas flowing through the

NMC, ppm C;

𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) is the HC concentration with sample gas bypassing the NMC,

ppm C;

RfCH4 is the methane response factor as determined per

paragraph 5.4.3.2. of Annex B5;

𝐸𝑀 is the methane efficiency as determined per

paragraph 3.2.1.1.3.3.1. of this annex;

𝐸𝐸 is the ethane efficiency as determined per

paragraph 3.2.1.1.3.3.2. of this annex.

If 𝑅𝑓𝐶𝐻4 < 1.05, it may be omitted in the equations for case (b) above for
CCH4 and CNMHC.

3.2.1.1.3.3 Conversion efficiencies of the non-methane cutter, NMC

The NMC is used for the removal of the non-methane hydrocarbons from
the sample gas by oxidizing all hydrocarbons except methane. Ideally, the
conversion for methane is 0 per cent, and for the other hydrocarbons
represented by ethane is 100 per cent. For the accurate measurement of

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It is highly recommended to calibrate the methane FID with methane/air

through the NMC.

In case (a), the concentration of CH4 and NMHC shall be calculated using
the following equations:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) − 𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) × (1 − 𝐸𝐸 )
𝐶𝐶𝐻4 =
𝑅𝑓𝐶𝐻4 × (𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶 𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
𝐸𝐸 − 𝐸𝑀

If RfCH4 < 1.05, it may be omitted from the equation above for CCH4.

In case (b), the concentration of CH4 and NMHC shall be calculated using
the following equations:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) × 𝑅𝑓𝐶𝐻4 × (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) × (1 − 𝐸𝐸 )

𝐶𝐶𝐻4 =
𝑅𝑓𝐶𝐻4 × (𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
× 𝑅𝑓𝐶𝐻4 × (1 − 𝐸𝑀 )
𝑜𝑁𝑀𝐶 𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
𝐸𝐸 − 𝐸𝑀

where:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) is the HC concentration with sample gas flowing through the

NMC, ppm C;

𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) is the HC concentration with sample gas bypassing the NMC,

ppm C;

RfCH4 is the methane response factor as determined per

paragraph 5.4.3.2. of Annex B5;

𝐸𝑀 is the methane efficiency as determined per

paragraph 3.2.1.1.3.3.1. of this annex;

𝐸𝐸 is the ethane efficiency as determined per

paragraph 3.2.1.1.3.3.2. of this annex.

If 𝑅𝑓𝐶𝐻4 < 1.05, it may be omitted in the equations for case (b) above for
CCH4 and CNMHC.

3.2.1.1.3.3 Conversion efficiencies of the non-methane cutter, NMC

The NMC is used for the removal of the non-methane hydrocarbons from
the sample gas by oxidizing all hydrocarbons except methane. Ideally, the
conversion for methane is 0 per cent, and for the other hydrocarbons
represented by ethane is 100 per cent. For the accurate measurement of

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NMHC, the two efficiencies shall be determined and used for the calculation
of the NMHC emission.

3.2.1.1.3.3.1 Methane conversion efficiency, EM

The methane/air calibration gas shall be flowed to the FID through the NMC
and bypassing the NMC and the two concentrations recorded. The efficiency
shall be determined using the following equation:

𝐶𝐻𝐶( 𝑤
)
𝑁𝑀𝐶
𝐸𝑀 = 1 −
𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶

where:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) is the HC concentration with CH4 flowing through the NMC,

ppm C;

𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) is the HC concentration with CH4 bypassing the NMC,

ppm C.

3.2.1.1.3.3.2 Ethane conversion efficiency, EE

The ethane/air calibration gas shall be flowed to the FID through the NMC
and bypassing the NMC and the two concentrations recorded. The efficiency
shall be determined using the following equation:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶)
𝐸𝐸 = 1 −
𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶)

where:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) is the HC concentration with C2H6 flowing through the

NMC, ppm C;

𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) is the HC concentration with C2H6 bypassing the NMC, ppm

C.

If the ethane conversion efficiency of the NMC is 0.98 or above, EE shall be

set to 1 for any subsequent calculation.

3.2.1.1.3.4 If the methane FID is calibrated through the cutter, EM shall be 0.

The equation to calculate CCH4 in paragraph 3.2.1.1.3.2. (case (b)) in this

annex becomes:

𝐶𝐶𝐻4 = 𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶)

The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in

this annex becomes:

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NMHC, the two efficiencies shall be determined and used for the calculation
of the NMHC emission.

3.2.1.1.3.3.1 Methane conversion efficiency, EM

The methane/air calibration gas shall be flowed to the FID through the NMC
and bypassing the NMC and the two concentrations recorded. The efficiency
shall be determined using the following equation:

𝐶𝐻𝐶( 𝑤
)
𝑁𝑀𝐶
𝐸𝑀 = 1 −
𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶

where:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) is the HC concentration with CH4 flowing through the NMC,

ppm C;

𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) is the HC concentration with CH4 bypassing the NMC,

ppm C.

3.2.1.1.3.3.2 Ethane conversion efficiency, EE

The ethane/air calibration gas shall be flowed to the FID through the NMC
and bypassing the NMC and the two concentrations recorded. The efficiency
shall be determined using the following equation:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶)
𝐸𝐸 = 1 −
𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶)

where:

𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) is the HC concentration with C2H6 flowing through the

NMC, ppm C;

𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) is the HC concentration with C2H6 bypassing the NMC, ppm

C.

If the ethane conversion efficiency of the NMC is 0.98 or above, EE shall be

set to 1 for any subsequent calculation.

3.2.1.1.3.4 If the methane FID is calibrated through the cutter, EM shall be 0.

The equation to calculate CCH4 in paragraph 3.2.1.1.3.2. (case (b)) in this

annex becomes:

𝐶𝐶𝐻4 = 𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶)

The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in

this annex becomes:

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𝐶𝑁𝑀𝐻𝐶 = 𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) − 𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) × 𝑟ℎ

The density used for NMHC mass calculations shall be equal to that of total
hydrocarbons at 273.15 K (0 °C) and 101.325 kPa and is fuel-dependent.

3.2.1.1.4 Flow-weighted arithmetic average concentration calculation

The following calculation method shall be applied for CVS systems that are
not equipped with a heat exchanger or for CVS systems with a heat
exchanger that do not comply with paragraph 3.3.5.1. of Annex B5.

This flow weighted arithmetic average concentration calculation shall be

used for all continuous diluted measurements including PN (if applicable).
It may be optionally applied for CVS systems with a heat exchanger that
complies with paragraph 3.3.5.1 of Annex B5.

∑𝑛𝑖=1 𝑞𝑉𝐶𝑉𝑆 (𝑖) × ∆𝑡 × 𝐶(𝑖)

𝐶𝑒 =
𝑉
where:

𝐶𝑒 is the flow-weighted arithmetic average concentration;

𝑞𝑉𝐶𝑉𝑆 (𝑖) is the CVS flow rate at time 𝑡 = 𝑖 × ∆𝑡, m³/sec;

𝐶(𝑖) is the concentration at time 𝑡 = 𝑖 × ∆𝑡, ppm;

∆𝑡 sampling interval, s;

𝑉 total CVS volume, m³;

𝑛 is the test time, s.

3.2.1.2 Calculation of the NOx humidity correction factor

In order to correct the influence of humidity on the results of oxides of

nitrogen, the following calculations apply:

1
𝐾𝐻 =
1 − 0.0329 × (𝐻 − 10.71)

where:

6.211 × 𝑅𝑎 × 𝑃𝑑
𝐻=
𝑃𝐵 − 𝑃𝑑 × 𝑅𝑎 × 10−2

and:

𝐻 is the specific humidity, grams of water vapour per kilogram dry air;

𝑅𝑎 is the relative humidity of the ambient air, per cent;

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𝐶𝑁𝑀𝐻𝐶 = 𝐶𝐻𝐶(𝑤/𝑜𝑁𝑀𝐶) − 𝐶𝐻𝐶(𝑤/𝑁𝑀𝐶) × 𝑟ℎ

The density used for NMHC mass calculations shall be equal to that of total
hydrocarbons at 273.15 K (0 °C) and 101.325 kPa and is fuel-dependent.

3.2.1.1.4 Flow-weighted arithmetic average concentration calculation

The following calculation method shall be applied for CVS systems that are
not equipped with a heat exchanger or for CVS systems with a heat
exchanger that do not comply with paragraph 3.3.5.1. of Annex B5.

This flow weighted arithmetic average concentration calculation shall be

used for all continuous diluted measurements including PN (if applicable).
It may be optionally applied for CVS systems with a heat exchanger that
complies with paragraph 3.3.5.1 of Annex B5.

∑𝑛𝑖=1 𝑞𝑉𝐶𝑉𝑆 (𝑖) × ∆𝑡 × 𝐶(𝑖)

𝐶𝑒 =
𝑉
where:

𝐶𝑒 is the flow-weighted arithmetic average concentration;

𝑞𝑉𝐶𝑉𝑆 (𝑖) is the CVS flow rate at time 𝑡 = 𝑖 × ∆𝑡, m³/sec;

𝐶(𝑖) is the concentration at time 𝑡 = 𝑖 × ∆𝑡, ppm;

∆𝑡 sampling interval, s;

𝑉 total CVS volume, m³;

𝑛 is the test time, s.

3.2.1.2 Calculation of the NOx humidity correction factor

In order to correct the influence of humidity on the results of oxides of

nitrogen, the following calculations apply:

1
𝐾𝐻 =
1 − 0.0329 × (𝐻 − 10.71)

where:

6.211 × 𝑅𝑎 × 𝑃𝑑
𝐻=
𝑃𝐵 − 𝑃𝑑 × 𝑅𝑎 × 10−2

and:

𝐻 is the specific humidity, grams of water vapour per kilogram dry air;

𝑅𝑎 is the relative humidity of the ambient air, per cent;

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𝑃𝑑 is the saturation vapour pressure at ambient temperature, kPa;

𝑃𝐵 is the atmospheric pressure in the room, kPa.

The KH factor shall be calculated for each phase of the test cycle.

The ambient temperature and relative humidity shall be defined as the

arithmetic average of the continuously measured values during each phase.

3.2.2 Determination of the HC mass emissions from compression-ignition

engines

3.2.2.1 To calculate HC mass emission for compression-ignition engines, the

arithmetic average HC concentration shall be calculated using the following
equation:
𝑡2
∫𝑡 𝐶𝐻𝐶 𝑑𝑡
1
𝐶𝑒 =
𝑡2 − 𝑡1

where:
𝑡 2
∫𝑡 𝐶𝐻𝐶 𝑑𝑡 is the integral of the recording of the heated FID over the test
1
(t1 to t2);

𝐶𝑒 is the concentration of HC measured in the diluted exhaust in

ppm of 𝐶𝑖 and is substituted for 𝐶𝐻𝐶 in all relevant equations.

3.2.2.1.1 Dilution air concentration of HC shall be determined from the dilution air
bags. Correction shall be carried out according to paragraph 3.2.1.1. of this
annex.

3.2.3 Fuel consumption, fuel efficiency and CO2 calculations for individual
vehicles in an interpolation family

3.2.3.1 Fuel consumption, fuel efficiency and CO2 emissions (as applicable)
without using the interpolation method (i.e. using vehicle H only)

The CO2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. inclusive of

this annex, and fuel efficiency/fuel consumption, as calculated according to
paragraph 6. of this annex, shall be attributed to all individual vehicles in
the interpolation family and the interpolation method shall not be applicable.

3.2.3.2 Fuel consumption, and CO2 emissions (as applicable) using the interpolation
method

The CO2 emissions and the fuel consumption for each individual vehicle in
the interpolation family may be calculated according to
paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of this annex.

3.2.3.2.1 Fuel consumption and CO2 emissions of test vehicles L and H

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𝑃𝑑 is the saturation vapour pressure at ambient temperature, kPa;

𝑃𝐵 is the atmospheric pressure in the room, kPa.

The KH factor shall be calculated for each phase of the test cycle.

The ambient temperature and relative humidity shall be defined as the

arithmetic average of the continuously measured values during each phase.

3.2.2 Determination of the HC mass emissions from compression-ignition

engines

3.2.2.1 To calculate HC mass emission for compression-ignition engines, the

arithmetic average HC concentration shall be calculated using the following
equation:
𝑡2
∫𝑡 𝐶𝐻𝐶 𝑑𝑡
1
𝐶𝑒 =
𝑡2 − 𝑡1

where:
𝑡 2
∫𝑡 𝐶𝐻𝐶 𝑑𝑡 is the integral of the recording of the heated FID over the test
1
(t1 to t2);

𝐶𝑒 is the concentration of HC measured in the diluted exhaust in

ppm of 𝐶𝑖 and is substituted for 𝐶𝐻𝐶 in all relevant equations.

3.2.2.1.1 Dilution air concentration of HC shall be determined from the dilution air
bags. Correction shall be carried out according to paragraph 3.2.1.1. of this
annex.

3.2.3 Fuel consumption, fuel efficiency and CO2 calculations for individual
vehicles in an interpolation family

3.2.3.1 Fuel consumption, fuel efficiency and CO2 emissions (as applicable)
without using the interpolation method (i.e. using vehicle H only)

The CO2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. inclusive of

this annex, and fuel efficiency/fuel consumption, as calculated according to
paragraph 6. of this annex, shall be attributed to all individual vehicles in
the interpolation family and the interpolation method shall not be applicable.

3.2.3.2 Fuel consumption, and CO2 emissions (as applicable) using the interpolation
method

The CO2 emissions and the fuel consumption for each individual vehicle in
the interpolation family may be calculated according to
paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of this annex.

3.2.3.2.1 Fuel consumption and CO2 emissions of test vehicles L and H

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The mass of CO2 emissions, 𝑀𝐶𝑂2−𝐿 , and 𝑀𝐶𝑂2 −𝐻 and its phases p, 𝑀𝐶𝑂2 −𝐿,𝑝
and 𝑀𝐶𝑂2−𝐻,𝑝 , of test vehicles L and H, used for the following calculations,
shall be taken from step 9 of Table A7/1.

Fuel consumption values are also taken from step 9 of Table A7/1 and are
referred to as FCL,p and FCH,p.

3.2.3.2.2 Road load calculation for an individual vehicle

In the case that the interpolation family is derived from one or more road
load families, the calculation of the individual road load shall only be
performed within the road load family applicable to that individual vehicle.

3.2.3.2.2.1 Mass of an individual vehicle

The test masses of vehicles H and L shall be used as input for the
interpolation method.

TMind, in kg, shall be the individual test mass of the vehicle according to
paragraph 3.2.25. of this Regulation.

If the same test mass is used for test vehicles L and H, the value of 𝑇𝑀𝑖𝑛𝑑
shall be set to the mass of test vehicle H for the interpolation method.

3.2.3.2.2.2 Rolling resistance of an individual vehicle

3.2.3.2.2.2.1 The actual RRC values for the selected tyres on test vehicle L, RR L, and test
vehicle H, RRH, shall be used as input for the interpolation method. See
paragraph 4.2.2.1. of Annex B4.

If the tyres on the front and rear axles of vehicle L or H have different RRC
values, the weighted mean of the rolling resistances shall be calculated using
the equation in paragraph 3.2.3.2.2.2.3. of this annex.

3.2.3.2.2.2.2 For the tyres fitted to an individual vehicle, the value of the rolling resistance
coefficient RRind shall be set to the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of Annex B4.

In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres
(marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without
wheels, the additional wheels/tyres shall not be considered as optional
equipment.

If the tyres on the front and rear axles belong to different energy efficiency
classes, the weighted mean shall be used and calculated using the equation
in paragraph 3.2.3.2.2.2.3. of this annex.

If the same tyres, or tyres with the same rolling resistance coefficient were
fitted to test vehicles L and H, the value of 𝑅𝑅𝑖𝑛𝑑 for the interpolation
method shall be set to 𝑅𝑅𝐻 .

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The mass of CO2 emissions, 𝑀𝐶𝑂2−𝐿 , and 𝑀𝐶𝑂2 −𝐻 and its phases p, 𝑀𝐶𝑂2 −𝐿,𝑝
and 𝑀𝐶𝑂2−𝐻,𝑝 , of test vehicles L and H, used for the following calculations,
shall be taken from step 9 of Table A7/1.

Fuel consumption values are also taken from step 9 of Table A7/1 and are
referred to as FCL,p and FCH,p.

3.2.3.2.2 Road load calculation for an individual vehicle

In the case that the interpolation family is derived from one or more road
load families, the calculation of the individual road load shall only be
performed within the road load family applicable to that individual vehicle.

3.2.3.2.2.1 Mass of an individual vehicle

The test masses of vehicles H and L shall be used as input for the
interpolation method.

TMind, in kg, shall be the individual test mass of the vehicle according to
paragraph 3.2.25. of this Regulation.

If the same test mass is used for test vehicles L and H, the value of 𝑇𝑀𝑖𝑛𝑑
shall be set to the mass of test vehicle H for the interpolation method.

3.2.3.2.2.2 Rolling resistance of an individual vehicle

3.2.3.2.2.2.1 The actual RRC values for the selected tyres on test vehicle L, RR L, and test
vehicle H, RRH, shall be used as input for the interpolation method. See
paragraph 4.2.2.1. of Annex B4.

If the tyres on the front and rear axles of vehicle L or H have different RRC
values, the weighted mean of the rolling resistances shall be calculated using
the equation in paragraph 3.2.3.2.2.2.3. of this annex.

3.2.3.2.2.2.2 For the tyres fitted to an individual vehicle, the value of the rolling resistance
coefficient RRind shall be set to the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of Annex B4.

In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres
(marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without
wheels, the additional wheels/tyres shall not be considered as optional
equipment.

If the tyres on the front and rear axles belong to different energy efficiency
classes, the weighted mean shall be used and calculated using the equation
in paragraph 3.2.3.2.2.2.3. of this annex.

If the same tyres, or tyres with the same rolling resistance coefficient were
fitted to test vehicles L and H, the value of 𝑅𝑅𝑖𝑛𝑑 for the interpolation
method shall be set to 𝑅𝑅𝐻 .

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3.2.3.2.2.2.3 Calculating the weighted mean of the rolling resistances

𝑅𝑅𝑥 = (𝑅𝑅𝑥,𝐹𝐴 × 𝑚𝑝𝑥,𝐹𝐴 ) + (𝑅𝑅𝑥,𝑅𝐴 × (1 − 𝑚𝑝𝑥,𝐹𝐴 ))

where:

𝑥 represents vehicle L, H or an individual vehicle.

𝑅𝑅𝐿,𝐹𝐴 and RRH,FA are the actual RRCs of the front axle tyres on vehicles
L and H respectively, kg/tonne;

𝑅𝑅𝑖𝑛𝑑,𝐹𝐴 is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of Annex B4
of the front axle tyres on the individual vehicle,
kg/tonne;

RRL,RA, and RRH,RA are the actual RRCs of the rear axle tyres on vehicles
L and H respectively, kg/tonne;

RRind,RA is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of Annex B4
of the rear axle tyres on the individual vehicle,
kg/tonne;

𝑚𝑝𝑥,𝐹𝐴 is the proportion of the vehicle mass in running order

on the front axle;

RRx shall not be rounded or categorised to tyre energy efficiency classes.

3.2.3.2.2.3 Aerodynamic drag of an individual vehicle

3.2.3.2.2.3.1 Determination of aerodynamic influence of optional equipment

The aerodynamic drag shall be measured for each of the aerodynamic drag-
influencing items of optional equipment and body shapes in a wind tunnel
fulfilling the requirements of paragraph 3.2. of Annex B4 verified by the
Test Agency.

For the purpose of the interpolation method, the aerodynamic drag of

optional equipment within one road load family shall be measured at the
same wind speed, either vlow or vhigh, preferably vhigh, as defined in
paragraph 6.4.3. of Annex B4. In the case that vlow or vhigh does not exist,
(e.g. the road load of VL and/or VH are measured using the coastdown
method), the aerodynamic force shall be measured at the same wind speed
within the range ≥ 80 km/h and ≤ 150 km/h. For Class 1 vehicles, it shall be
measured at the same wind speed of ≤ 150 km/h.

3.2.3.2.2.3.2 Alternative method for determination of aerodynamic influence of optional

equipment.

At the request of the manufacturer and with approval of the Test Agency, an
alternative method (e.g. CFD simulation , wind tunnel not fulfilling the
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3.2.3.2.2.2.3 Calculating the weighted mean of the rolling resistances

𝑅𝑅𝑥 = (𝑅𝑅𝑥,𝐹𝐴 × 𝑚𝑝𝑥,𝐹𝐴 ) + (𝑅𝑅𝑥,𝑅𝐴 × (1 − 𝑚𝑝𝑥,𝐹𝐴 ))

where:

𝑥 represents vehicle L, H or an individual vehicle.

𝑅𝑅𝐿,𝐹𝐴 and RRH,FA are the actual RRCs of the front axle tyres on vehicles
L and H respectively, kg/tonne;

𝑅𝑅𝑖𝑛𝑑,𝐹𝐴 is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of Annex B4
of the front axle tyres on the individual vehicle,
kg/tonne;

RRL,RA, and RRH,RA are the actual RRCs of the rear axle tyres on vehicles
L and H respectively, kg/tonne;

RRind,RA is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of Annex B4
of the rear axle tyres on the individual vehicle,
kg/tonne;

𝑚𝑝𝑥,𝐹𝐴 is the proportion of the vehicle mass in running order

on the front axle;

RRx shall not be rounded or categorised to tyre energy efficiency classes.

3.2.3.2.2.3 Aerodynamic drag of an individual vehicle

3.2.3.2.2.3.1 Determination of aerodynamic influence of optional equipment

The aerodynamic drag shall be measured for each of the aerodynamic drag-
influencing items of optional equipment and body shapes in a wind tunnel
fulfilling the requirements of paragraph 3.2. of Annex B4 verified by the
Test Agency.

For the purpose of the interpolation method, the aerodynamic drag of

optional equipment within one road load family shall be measured at the
same wind speed, either vlow or vhigh, preferably vhigh, as defined in
paragraph 6.4.3. of Annex B4. In the case that vlow or vhigh does not exist,
(e.g. the road load of VL and/or VH are measured using the coastdown
method), the aerodynamic force shall be measured at the same wind speed
within the range ≥ 80 km/h and ≤ 150 km/h. For Class 1 vehicles, it shall be
measured at the same wind speed of ≤ 150 km/h.

3.2.3.2.2.3.2 Alternative method for determination of aerodynamic influence of optional

equipment.

At the request of the manufacturer and with approval of the Test Agency, an
alternative method (e.g. CFD simulation , wind tunnel not fulfilling the
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criteria in Annex 4) may be used to determine Δ(CD×Af) if the following

criteria are fulfilled:

(a) The alternative method shall fulfil an accuracy for Δ(CD×Af) of

±0.015 m².

In the case that CFD simulation is used, the accuracy of the CFD
method shall be validated by at least two Δ(CD×Af) per types of
optional equipment from a common baseline vehicle body and at
least a total of eight Δ(CD×Af) as shown in the example in Figure
A7/1a;

(b) The alternative method shall only be used for types of

aerodynamic-influencing optional equipment (e.g. wheels,
cooling air control systems, spoilers etc.) for which equivalency
has been demonstrated;

(c) Evidence of equivalency outlined in (a) and (b) shall be shown to

the Test Agency in advance of the type approval for the road load
family. For any alternative method, validation shall be based on
wind tunnel measurements fulfilling the criteria of this
Regulation;

(d) If the Δ(CD × Af) of a particular item of optional equipment is

more than double the Δ(CD × Af) of the optional equipment for
which the evidence was provided, aerodynamic drag shall not be
determined by the alternative method; and

(e) Revalidation is necessary every four years in the case that a

measurement method is used. In the case that a mathematical
method is used, any change made to a simulation model or to the
software likely to invalidate the validation report also requires
revalidation.

Figure A7/1a (as applicable)

Example of application of the alternative method for determination of

aerodynamic influence of optional equipment

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criteria in Annex 4) may be used to determine Δ(CD×Af) if the following

criteria are fulfilled:

(a) The alternative method shall fulfil an accuracy for Δ(CD×Af) of

±0.015 m².

In the case that CFD simulation is used, the accuracy of the CFD
method shall be validated by at least two Δ(CD×Af) per types of
optional equipment from a common baseline vehicle body and at
least a total of eight Δ(CD×Af) as shown in the example in Figure
A7/1a;

(b) The alternative method shall only be used for types of

aerodynamic-influencing optional equipment (e.g. wheels,
cooling air control systems, spoilers etc.) for which equivalency
has been demonstrated;

(c) Evidence of equivalency outlined in (a) and (b) shall be shown to

the Test Agency in advance of the type approval for the road load
family. For any alternative method, validation shall be based on
wind tunnel measurements fulfilling the criteria of this
Regulation;

(d) If the Δ(CD × Af) of a particular item of optional equipment is

more than double the Δ(CD × Af) of the optional equipment for
which the evidence was provided, aerodynamic drag shall not be
determined by the alternative method; and

(e) Revalidation is necessary every four years in the case that a

measurement method is used. In the case that a mathematical
method is used, any change made to a simulation model or to the
software likely to invalidate the validation report also requires
revalidation.

Figure A7/1a (as applicable)

Example of application of the alternative method for determination of

aerodynamic influence of optional equipment

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3.2.3.2.2.3.2.1 The manufacturer shall submit the declared scope of applicable vehicles for
the alternative method and the declared scope shall be documented to
relevant test reports when evidence of equivalency is shown to the Test
Agency. The Test Agency may request the confirmation of equivalency for
the alternative method by selecting the vehicle from the scope declared by
the manufacturer after equivalency was demonstrated. The result shall fulfil
an accuracy for Δ(CD×Af) of ±0.015 m². This procedure shall be based on
wind tunnel measurements fulfilling the criteria of this Regulation. If this
procedure is not satisfied, the approval of the alternative method is regarded
as invalidated

3.2.3.2.2.3.3 Application of aerodynamic influence on the individual vehicle

∆(𝐶𝐷 × 𝐴𝑓 ) is the difference in the product of the aerodynamic drag

𝑖𝑛𝑑
coefficient multiplied by frontal area between an individual vehicle and test
vehicle L due to options and body shapes on the vehicle that differ from
those of test vehicle L, m2;

These differences in aerodynamic drag, Δ(CD×Af), shall be determined with

an accuracy of ±0.015 m².

Δ(CD×Af)ind may be calculated according to the following equation

maintaining the accuracy of ±0.015 m² also for the sum of items of optional
equipment and body shapes:
𝑛

∆(𝐶𝐷 × 𝐴𝑓 ) = ∑ ∆(𝐶𝐷 × 𝐴𝑓 )
𝑖𝑛𝑑 𝑖
𝑖=1

where:

𝐶𝐷 is the aerodynamic drag coefficient;

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3.2.3.2.2.3.2.1 The manufacturer shall submit the declared scope of applicable vehicles for
the alternative method and the declared scope shall be documented to
relevant test reports when evidence of equivalency is shown to the Test
Agency. The Test Agency may request the confirmation of equivalency for
the alternative method by selecting the vehicle from the scope declared by
the manufacturer after equivalency was demonstrated. The result shall fulfil
an accuracy for Δ(CD×Af) of ±0.015 m². This procedure shall be based on
wind tunnel measurements fulfilling the criteria of this Regulation. If this
procedure is not satisfied, the approval of the alternative method is regarded
as invalidated

3.2.3.2.2.3.3 Application of aerodynamic influence on the individual vehicle

∆(𝐶𝐷 × 𝐴𝑓 ) is the difference in the product of the aerodynamic drag

𝑖𝑛𝑑
coefficient multiplied by frontal area between an individual vehicle and test
vehicle L due to options and body shapes on the vehicle that differ from
those of test vehicle L, m2;

These differences in aerodynamic drag, Δ(CD×Af), shall be determined with

an accuracy of ±0.015 m².

Δ(CD×Af)ind may be calculated according to the following equation

maintaining the accuracy of ±0.015 m² also for the sum of items of optional
equipment and body shapes:
𝑛

∆(𝐶𝐷 × 𝐴𝑓 ) = ∑ ∆(𝐶𝐷 × 𝐴𝑓 )
𝑖𝑛𝑑 𝑖
𝑖=1

where:

𝐶𝐷 is the aerodynamic drag coefficient;

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𝐴𝑓 is the frontal area of the vehicle, m2;

𝑛 is the number of items of optional equipment on the vehicle

that are different between an individual vehicle and test
vehicle L;

∆(𝐶𝐷 × 𝐴𝑓 ) is the difference in the product of the aerodynamic drag

𝑖
coefficient multiplied by frontal area due to an individual
feature, i, on the vehicle and is positive for an item of
optional equipment that adds aerodynamic drag with respect
to test vehicle L and vice versa, m2.

The sum of all Δ(CD×Af)i differences between test vehicles L and H shall
correspond to Δ(CD×Af)LH.

3.2.3.2.2.3.4 Definition of complete aerodynamic delta between test vehicles L and H

The total difference of the aerodynamic drag coefficient multiplied by

frontal area between test vehicles L and H shall be referred to as Δ(CD×Af)LH
and shall be recorded, m².

3.2.3.2.2.3.5 Documentation of aerodynamic influences

The increase or decrease of the product of the aerodynamic drag coefficient

multiplied by frontal area expressed as Δ(CD×Af) for all items of optional
equipment and body shapes in the interpolation family that:

(a) have an influence on the aerodynamic drag of the vehicle; and

(b) are to be included in the interpolation,

shall be recorded, m².

3.2.3.2.2.3.6 Additional provisions for aerodynamic influences

The aerodynamic drag of vehicle H shall be applied to the whole

interpolation family and Δ(CD×Af)LH shall be set to zero, if:

(a) the wind tunnel facility is not able to accurately determine

Δ(CD×Af); or

(b) there are no drag-influencing items of optional equipment

between the test vehicles H and L that are to be included in the
interpolation method.

3.2.3.2.2.4 Calculation of road load coefficients for individual vehicles

The road load coefficients 𝑓0 , 𝑓1 and 𝑓2 (as defined in Annex B4) for test
vehicles H and L are referred to as 𝑓0,𝐻 , 𝑓1,𝐻 and 𝑓2,𝐻 ,and 𝑓0,𝐿 , 𝑓1,𝐿 and 𝑓2,𝐿
respectively. An adjusted road load curve for the test vehicle L is defined as
follows:

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𝐴𝑓 is the frontal area of the vehicle, m2;

𝑛 is the number of items of optional equipment on the vehicle

that are different between an individual vehicle and test
vehicle L;

∆(𝐶𝐷 × 𝐴𝑓 ) is the difference in the product of the aerodynamic drag

𝑖
coefficient multiplied by frontal area due to an individual
feature, i, on the vehicle and is positive for an item of
optional equipment that adds aerodynamic drag with respect
to test vehicle L and vice versa, m2.

The sum of all Δ(CD×Af)i differences between test vehicles L and H shall
correspond to Δ(CD×Af)LH.

3.2.3.2.2.3.4 Definition of complete aerodynamic delta between test vehicles L and H

The total difference of the aerodynamic drag coefficient multiplied by

frontal area between test vehicles L and H shall be referred to as Δ(CD×Af)LH
and shall be recorded, m².

3.2.3.2.2.3.5 Documentation of aerodynamic influences

The increase or decrease of the product of the aerodynamic drag coefficient

multiplied by frontal area expressed as Δ(CD×Af) for all items of optional
equipment and body shapes in the interpolation family that:

(a) have an influence on the aerodynamic drag of the vehicle; and

(b) are to be included in the interpolation,

shall be recorded, m².

3.2.3.2.2.3.6 Additional provisions for aerodynamic influences

The aerodynamic drag of vehicle H shall be applied to the whole

interpolation family and Δ(CD×Af)LH shall be set to zero, if:

(a) the wind tunnel facility is not able to accurately determine

Δ(CD×Af); or

(b) there are no drag-influencing items of optional equipment

between the test vehicles H and L that are to be included in the
interpolation method.

3.2.3.2.2.4 Calculation of road load coefficients for individual vehicles

The road load coefficients 𝑓0 , 𝑓1 and 𝑓2 (as defined in Annex B4) for test
vehicles H and L are referred to as 𝑓0,𝐻 , 𝑓1,𝐻 and 𝑓2,𝐻 ,and 𝑓0,𝐿 , 𝑓1,𝐿 and 𝑓2,𝐿
respectively. An adjusted road load curve for the test vehicle L is defined as
follows:

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∗ ∗
𝐹𝐿 (𝑣) = 𝑓0,𝐿 + 𝑓1,𝐻 × 𝑣 + 𝑓2,𝐿 × 𝑣2

Applying the least squares regression method in the range of the reference
∗ ∗
speed points, adjusted road load coefficients 𝑓0,𝐿 and 𝑓2,𝐿 shall be determined
∗
for 𝐹𝐿 (𝑣) with the linear coefficient 𝑓1,𝐿 set to 𝑓1,𝐻 . The road load
coefficients 𝑓0,𝑖𝑛𝑑 , 𝑓1,𝑖𝑛𝑑 and 𝑓2,𝑖𝑛𝑑 for an individual vehicle in the
interpolation family shall be calculated using the following equations:

(𝑇𝑀𝐻 × 𝑅𝑅𝐻 − 𝑇𝑀𝑖𝑛𝑑 × 𝑅𝑅𝑖𝑛𝑑 )

𝑓0,𝑖𝑛𝑑 = 𝑓0,𝐻 − ∆𝑓0 ×
(𝑇𝑀𝐻 × 𝑅𝑅𝐻 − 𝑇𝑀𝐿 × 𝑅𝑅𝐿 )

or, if (𝑇𝑀𝐻 × 𝑅𝑅𝐻 − 𝑇𝑀𝐿 × 𝑅𝑅𝐿 ) = 0, the equation for f0,ind below shall
apply:

𝑓0,𝑖𝑛𝑑 = 𝑓0,𝐻 − ∆𝑓0

𝑓1,𝑖𝑛𝑑 = 𝑓1,𝐻

(∆[𝐶𝐷 × 𝐴𝑓 ] − ∆[𝐶𝑑 × 𝐴𝑓 ] )
𝐿𝐻 𝑖𝑛𝑑
𝑓2,𝑖𝑛𝑑 = 𝑓2,𝐻 − ∆𝑓2
(∆[𝐶𝐷 × 𝐴𝑓 ]𝐿𝐻 )

or, if 𝛥(𝐶𝐷 × 𝐴𝑓 )𝐿𝐻 = 0, the equation for F2,ind below shall apply:

𝑓2,𝑖𝑛𝑑 = 𝑓2,𝐻 − ∆𝑓2

where:
∗
∆𝑓0 = 𝑓0,𝐻 − 𝑓0,𝐿
∗
∆𝑓2 = 𝑓2,𝐻 − 𝑓2,𝐿

In the case of a road load matrix family, the road load coefficients f0, f1 and
f2 for an individual vehicle shall be calculated according to the equations in
paragraph 5.1.1. of Annex B4.

3.2.3.2.3 Calculation of cycle energy demand

The cycle energy demand of the applicable WLTC Ek and the energy
demand for all applicable cycle phases 𝐸𝑘,𝑝 shall be calculated according to
the procedure in paragraph 5. of this annex for the following sets k of road
load coefficients and masses:
∗ ∗
k=1: 𝑓0 = 𝑓0,𝐿 , 𝑓1 = 𝑓1,𝐻 , 𝑓2 = 𝑓2,𝐿 , 𝑚 = 𝑇𝑀𝐿

(test vehicle L)

k=2: 𝑓0 = 𝑓0,𝐻 , 𝑓1 = 𝑓1,𝐻 , 𝑓2 = 𝑓2,𝐻 , 𝑚 = 𝑇𝑀𝐻

(test vehicle H)

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∗ ∗
𝐹𝐿 (𝑣) = 𝑓0,𝐿 + 𝑓1,𝐻 × 𝑣 + 𝑓2,𝐿 × 𝑣2

Applying the least squares regression method in the range of the reference
∗ ∗
speed points, adjusted road load coefficients 𝑓0,𝐿 and 𝑓2,𝐿 shall be determined
∗
for 𝐹𝐿 (𝑣) with the linear coefficient 𝑓1,𝐿 set to 𝑓1,𝐻 . The road load
coefficients 𝑓0,𝑖𝑛𝑑 , 𝑓1,𝑖𝑛𝑑 and 𝑓2,𝑖𝑛𝑑 for an individual vehicle in the
interpolation family shall be calculated using the following equations:

(𝑇𝑀𝐻 × 𝑅𝑅𝐻 − 𝑇𝑀𝑖𝑛𝑑 × 𝑅𝑅𝑖𝑛𝑑 )

𝑓0,𝑖𝑛𝑑 = 𝑓0,𝐻 − ∆𝑓0 ×
(𝑇𝑀𝐻 × 𝑅𝑅𝐻 − 𝑇𝑀𝐿 × 𝑅𝑅𝐿 )

or, if (𝑇𝑀𝐻 × 𝑅𝑅𝐻 − 𝑇𝑀𝐿 × 𝑅𝑅𝐿 ) = 0, the equation for f0,ind below shall
apply:

𝑓0,𝑖𝑛𝑑 = 𝑓0,𝐻 − ∆𝑓0

𝑓1,𝑖𝑛𝑑 = 𝑓1,𝐻

(∆[𝐶𝐷 × 𝐴𝑓 ] − ∆[𝐶𝑑 × 𝐴𝑓 ] )
𝐿𝐻 𝑖𝑛𝑑
𝑓2,𝑖𝑛𝑑 = 𝑓2,𝐻 − ∆𝑓2
(∆[𝐶𝐷 × 𝐴𝑓 ]𝐿𝐻 )

or, if 𝛥(𝐶𝐷 × 𝐴𝑓 )𝐿𝐻 = 0, the equation for F2,ind below shall apply:

𝑓2,𝑖𝑛𝑑 = 𝑓2,𝐻 − ∆𝑓2

where:
∗
∆𝑓0 = 𝑓0,𝐻 − 𝑓0,𝐿
∗
∆𝑓2 = 𝑓2,𝐻 − 𝑓2,𝐿

In the case of a road load matrix family, the road load coefficients f0, f1 and
f2 for an individual vehicle shall be calculated according to the equations in
paragraph 5.1.1. of Annex B4.

3.2.3.2.3 Calculation of cycle energy demand

The cycle energy demand of the applicable WLTC Ek and the energy
demand for all applicable cycle phases 𝐸𝑘,𝑝 shall be calculated according to
the procedure in paragraph 5. of this annex for the following sets k of road
load coefficients and masses:
∗ ∗
k=1: 𝑓0 = 𝑓0,𝐿 , 𝑓1 = 𝑓1,𝐻 , 𝑓2 = 𝑓2,𝐿 , 𝑚 = 𝑇𝑀𝐿

(test vehicle L)

k=2: 𝑓0 = 𝑓0,𝐻 , 𝑓1 = 𝑓1,𝐻 , 𝑓2 = 𝑓2,𝐻 , 𝑚 = 𝑇𝑀𝐻

(test vehicle H)

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k=3: 𝑓0 = 𝑓0,𝑖𝑛𝑑 , 𝑓1 = 𝑓1,𝐻 , 𝑓2 = 𝑓2,𝑖𝑛𝑑 , 𝑚 = 𝑇𝑀𝑖𝑛𝑑

(an individual vehicle in the interpolation family)

These three sets of road loads may be derived from different road load
families.

3.2.3.2.4 Calculation of the CO2 value for an individual vehicle within an

interpolation family using the interpolation method

For each cycle phase p of the applicable cycle the mass of CO2 emissions
g/km, for an individual vehicle shall be calculated using the following
equation:

𝐸3,𝑝 − 𝐸1,𝑝
𝑀𝐶𝑂2 −𝑖𝑛𝑑,𝑝 = 𝑀𝐶𝑂2 −𝐿,𝑝 + ( ) × (𝑀𝐶𝑂2 −𝐻,𝑝 − 𝑀𝐶𝑂2 −𝐿,𝑝 )
𝐸2,𝑝 − 𝐸1,𝑝

The mass of CO2 emissions, g/km, over the complete cycle for an individual
vehicle shall be calculated using the following equation:

𝐸3 − 𝐸1
𝑀𝐶𝑂2 −𝑖𝑛𝑑 = 𝑀𝐶𝑂2 −𝐿 + ( ) × (𝑀𝐶𝑂2 −𝐻 − 𝑀𝐶𝑂2 −𝐿 )
𝐸2 − 𝐸1

The terms E1,p, E2,p and E3,p and E1, E2 and E3 respectively shall be calculated
as specified in paragraph 3.2.3.2.3. of this annex.

3.2.3.2.5 Calculation of the fuel consumption FC value for an individual vehicle

within an interpolation family using the interpolation method

For each cycle phase p of the applicable cycle, the fuel consumption, l/100
km, for an individual vehicle shall be calculated using the following
equation:

𝐸3,𝑝 − 𝐸1,𝑝
𝐹𝐶𝑖𝑛𝑑,𝑝 = 𝐹𝐶𝐿,𝑝 + ( ) × (𝐹𝐶𝐻,𝑝 − 𝐹𝐶𝐿,𝑝 )
𝐸2,𝑝 − 𝐸1,𝑝

The fuel consumption, l/100 km, of the complete cycle for an individual
vehicle shall be calculated using the following equation:

𝐸3 − 𝐸1
𝐹𝐶𝑖𝑛𝑑 = 𝐹𝐶𝐿 + ( ) × (𝐹𝐶𝐻 − 𝐹𝐶𝐿 )
𝐸2 − 𝐸1

The terms E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be
calculated as specified in paragraph 3.2.3.2.3. of this annex.

3.2.3.2.6 The individual CO2 value determined in paragraph 3.2.3.2.4. of this annex
may be increased by the original equipment manufacturer (OEM). In such
cases:

(a) The CO2 phase values shall be increased by the ratio of the
increased CO2 value divided by the calculated CO2 value;

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k=3: 𝑓0 = 𝑓0,𝑖𝑛𝑑 , 𝑓1 = 𝑓1,𝐻 , 𝑓2 = 𝑓2,𝑖𝑛𝑑 , 𝑚 = 𝑇𝑀𝑖𝑛𝑑

(an individual vehicle in the interpolation family)

These three sets of road loads may be derived from different road load
families.

3.2.3.2.4 Calculation of the CO2 value for an individual vehicle within an

interpolation family using the interpolation method

For each cycle phase p of the applicable cycle the mass of CO2 emissions
g/km, for an individual vehicle shall be calculated using the following
equation:

𝐸3,𝑝 − 𝐸1,𝑝
𝑀𝐶𝑂2 −𝑖𝑛𝑑,𝑝 = 𝑀𝐶𝑂2 −𝐿,𝑝 + ( ) × (𝑀𝐶𝑂2 −𝐻,𝑝 − 𝑀𝐶𝑂2 −𝐿,𝑝 )
𝐸2,𝑝 − 𝐸1,𝑝

The mass of CO2 emissions, g/km, over the complete cycle for an individual
vehicle shall be calculated using the following equation:

𝐸3 − 𝐸1
𝑀𝐶𝑂2 −𝑖𝑛𝑑 = 𝑀𝐶𝑂2 −𝐿 + ( ) × (𝑀𝐶𝑂2 −𝐻 − 𝑀𝐶𝑂2 −𝐿 )
𝐸2 − 𝐸1

The terms E1,p, E2,p and E3,p and E1, E2 and E3 respectively shall be calculated
as specified in paragraph 3.2.3.2.3. of this annex.

3.2.3.2.5 Calculation of the fuel consumption FC value for an individual vehicle

within an interpolation family using the interpolation method

For each cycle phase p of the applicable cycle, the fuel consumption, l/100
km, for an individual vehicle shall be calculated using the following
equation:

𝐸3,𝑝 − 𝐸1,𝑝
𝐹𝐶𝑖𝑛𝑑,𝑝 = 𝐹𝐶𝐿,𝑝 + ( ) × (𝐹𝐶𝐻,𝑝 − 𝐹𝐶𝐿,𝑝 )
𝐸2,𝑝 − 𝐸1,𝑝

The fuel consumption, l/100 km, of the complete cycle for an individual
vehicle shall be calculated using the following equation:

𝐸3 − 𝐸1
𝐹𝐶𝑖𝑛𝑑 = 𝐹𝐶𝐿 + ( ) × (𝐹𝐶𝐻 − 𝐹𝐶𝐿 )
𝐸2 − 𝐸1

The terms E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be
calculated as specified in paragraph 3.2.3.2.3. of this annex.

3.2.3.2.6 The individual CO2 value determined in paragraph 3.2.3.2.4. of this annex
may be increased by the original equipment manufacturer (OEM). In such
cases:

(a) The CO2 phase values shall be increased by the ratio of the
increased CO2 value divided by the calculated CO2 value;

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(b) The fuel consumption values shall be increased by the ratio of

the increased CO2 value divided by the calculated CO2 value.

This shall not compensate for technical elements that would effectively
require a vehicle to be excluded from the interpolation family.

3.2.4 Fuel consumption and CO2 calculations for individual vehicles in a road
load matrix family

The CO2 emissions and the fuel efficiency/fuel consumption for each
individual vehicle in the road load matrix family shall be calculated
according to the interpolation method described in paragraphs 3.2.3.2.3. to
3.2.3.2.5. inclusive of this annex. Where applicable, references to vehicle L
and/or H shall be replaced by references to vehicle LM and/or HM
respectively.

3.2.4.1 Determination of fuel consumption and CO2 emissions of vehicles LM and

HM

The mass of CO2 emissions 𝑀𝐶𝑂2 of vehicles LM and HM shall be determined

according to the calculations in paragraph 3.2.1. of this annex for the
individual cycle phases p of the applicable WLTC and are referred to as
𝑀𝐶𝑂2 −𝐿𝑀,𝑝 and 𝑀𝐶𝑂2−𝐻𝑀,𝑝 respectively. Fuel consumption for individual
cycle phases of the applicable WLTC shall be determined according to
paragraph 6. of this annex and are referred to as FCLM,p and
FCHM,prespectively.

3.2.4.1.1 Road load calculation for an individual vehicle

The road load force shall be calculated according to the procedure described
in paragraph 5.1. of Annex B4.

3.2.4.1.1.1 Mass of an individual vehicle

The test masses of vehicles HM and LM selected according to

paragraph 4.2.1.4. of Annex B4 shall be used as input.

TMind, in kg, shall be the test mass of the individual vehicle according to the
definition of test mass in paragraph 3.2.25. of this Regulation.

If the same test mass is used for vehicles LM and HM, the value of TMind
shall be set to the mass of vehicle HM for the road load matrix family method.

3.2.4.1.1.2 Rolling resistance of an individual vehicle

3.2.4.1.1.2.1 The RRC values for vehicle LM , RRLM, and vehicle HM, RRHM, selected
under paragraph 4.2.1.4. of Annex B4, shall be used as input.

If the tyres on the front and rear axles of vehicle LM or HM have different
rolling resistance values, the weighted mean of the rolling resistances shall
be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this annex

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(b) The fuel consumption values shall be increased by the ratio of

the increased CO2 value divided by the calculated CO2 value.

This shall not compensate for technical elements that would effectively
require a vehicle to be excluded from the interpolation family.

3.2.4 Fuel consumption and CO2 calculations for individual vehicles in a road
load matrix family

The CO2 emissions and the fuel efficiency/fuel consumption for each
individual vehicle in the road load matrix family shall be calculated
according to the interpolation method described in paragraphs 3.2.3.2.3. to
3.2.3.2.5. inclusive of this annex. Where applicable, references to vehicle L
and/or H shall be replaced by references to vehicle LM and/or HM
respectively.

3.2.4.1 Determination of fuel consumption and CO2 emissions of vehicles LM and

HM

The mass of CO2 emissions 𝑀𝐶𝑂2 of vehicles LM and HM shall be determined

according to the calculations in paragraph 3.2.1. of this annex for the
individual cycle phases p of the applicable WLTC and are referred to as
𝑀𝐶𝑂2 −𝐿𝑀,𝑝 and 𝑀𝐶𝑂2−𝐻𝑀,𝑝 respectively. Fuel consumption for individual
cycle phases of the applicable WLTC shall be determined according to
paragraph 6. of this annex and are referred to as FCLM,p and
FCHM,prespectively.

3.2.4.1.1 Road load calculation for an individual vehicle

The road load force shall be calculated according to the procedure described
in paragraph 5.1. of Annex B4.

3.2.4.1.1.1 Mass of an individual vehicle

The test masses of vehicles HM and LM selected according to

paragraph 4.2.1.4. of Annex B4 shall be used as input.

TMind, in kg, shall be the test mass of the individual vehicle according to the
definition of test mass in paragraph 3.2.25. of this Regulation.

If the same test mass is used for vehicles LM and HM, the value of TMind
shall be set to the mass of vehicle HM for the road load matrix family method.

3.2.4.1.1.2 Rolling resistance of an individual vehicle

3.2.4.1.1.2.1 The RRC values for vehicle LM , RRLM, and vehicle HM, RRHM, selected
under paragraph 4.2.1.4. of Annex B4, shall be used as input.

If the tyres on the front and rear axles of vehicle LM or HM have different
rolling resistance values, the weighted mean of the rolling resistances shall
be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this annex

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3.2.4.1.1.2.2 For the tyres fitted to an individual vehicle, the value of the rolling resistance
coefficient RRind shall be set to the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of Annex B4.

In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres
(marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without
wheels, the additional wheels/tyres shall not be considered as optional
equipment.

If the tyres on the front and the rear axles belong to different energy
efficiency classes, the weighted mean shall be used and shall be calculated
using the equation in paragraph 3.2.4.1.1.2.3. of this annex.

If the same rolling resistance is used for vehicles LM and HM, the value of
𝑅𝑅𝑖𝑛𝑑 shall be set to 𝑅𝑅𝐻𝑀 for the road load matrix family method.

3.2.4.1.1.2.3 Calculating the weighed mean of the rolling resistances

𝑅𝑅𝑥 = (𝑅𝑅𝑥,𝐹𝐴 × 𝑚𝑝𝑥,𝐹𝐴 ) + (𝑅𝑅𝑥,𝑅𝐴 × (1 − 𝑚𝑝𝑥,𝐹𝐴 ))

where:

𝑥 represents vehicle L, H or an individual vehicle;

𝑅𝑅𝐿𝑀,𝐹𝐴 and RRHM,FA are the actual RRCs of the front axle tyres on
vehicles L and H respectively, kg/tonne;

𝑅𝑅𝑖𝑛𝑑,𝐹𝐴 is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of
Annex B4 of the front axle tyres on the individual
vehicle, kg/tonne;

RRLM,RA, and RRHM,RA are the actual rolling resistance coefficients of the
rear axle tyres on vehicles L and H respectively,
kg/tonne;

RRind,RA is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of
Annex B4 of the rear axle tyres on the individual
vehicle, kg/tonne;

𝑚𝑝𝑥,𝐹𝐴 is the proportion of the vehicle mass in running

order on the front axle.

RRx shall not be rounded or categorised to tyre energy efficiency classes.

3.2.4.1.1.3 Frontal area of an individual vehicle

The frontal area for vehicle LM, AfLM, and vehicle HM, AfHM, selected under
paragraph 4.2.1.4. of Annex B4 shall be used as input.

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3.2.4.1.1.2.2 For the tyres fitted to an individual vehicle, the value of the rolling resistance
coefficient RRind shall be set to the RRC value of the applicable tyre energy
efficiency class according to Table A4/2 of Annex B4.

In the case where individual vehicles can be supplied with a complete set of
standard wheels and tyres and in addition a complete set of snow tyres
(marked with 3 Peaked Mountain and Snowflake – 3PMS) with or without
wheels, the additional wheels/tyres shall not be considered as optional
equipment.

If the tyres on the front and the rear axles belong to different energy
efficiency classes, the weighted mean shall be used and shall be calculated
using the equation in paragraph 3.2.4.1.1.2.3. of this annex.

If the same rolling resistance is used for vehicles LM and HM, the value of
𝑅𝑅𝑖𝑛𝑑 shall be set to 𝑅𝑅𝐻𝑀 for the road load matrix family method.

3.2.4.1.1.2.3 Calculating the weighed mean of the rolling resistances

𝑅𝑅𝑥 = (𝑅𝑅𝑥,𝐹𝐴 × 𝑚𝑝𝑥,𝐹𝐴 ) + (𝑅𝑅𝑥,𝑅𝐴 × (1 − 𝑚𝑝𝑥,𝐹𝐴 ))

where:

𝑥 represents vehicle L, H or an individual vehicle;

𝑅𝑅𝐿𝑀,𝐹𝐴 and RRHM,FA are the actual RRCs of the front axle tyres on
vehicles L and H respectively, kg/tonne;

𝑅𝑅𝑖𝑛𝑑,𝐹𝐴 is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of
Annex B4 of the front axle tyres on the individual
vehicle, kg/tonne;

RRLM,RA, and RRHM,RA are the actual rolling resistance coefficients of the
rear axle tyres on vehicles L and H respectively,
kg/tonne;

RRind,RA is the RRC value of the applicable tyre energy

efficiency class according to Table A4/2 of
Annex B4 of the rear axle tyres on the individual
vehicle, kg/tonne;

𝑚𝑝𝑥,𝐹𝐴 is the proportion of the vehicle mass in running

order on the front axle.

RRx shall not be rounded or categorised to tyre energy efficiency classes.

3.2.4.1.1.3 Frontal area of an individual vehicle

The frontal area for vehicle LM, AfLM, and vehicle HM, AfHM, selected under
paragraph 4.2.1.4. of Annex B4 shall be used as input.

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Af,ind, in m2, shall be the frontal area of the individual vehicle.

If the same frontal area is used for vehicles LM and HM, the value of Af,ind
shall be set to the frontal area of vehicle HM for the road load matrix family
method.

3.2.5 Alternative interpolation calculation method

Upon request of the manufacturer and with approval of the Test Agency, a
manufacturer may apply an alternative interpolation calculation procedure
in the case that the interpolation method creates unrealistic phase-specific
results or an unrealistic road load curve. Before such permission is granted,
the manufacturer shall check and where possible correct

(a) The reason for having small differences between the road load
relevant characteristics between vehicle L and H in the case of
unrealistic phase- specific results;

(b) The reason for having an unexpected difference between the f1,L
and f1,H coefficients in the case of an unrealistic road load curve.

The request of the manufacturer to the Test Agency shall include evidence
that such a correction is not possible, and that the resultant error is
significant.

3.2.5.1 Alternative calculation to correct unrealistic phase-specific results

Alternatively to the procedures defined in paragraphs 3.2.3.2.4. and

3.2.3.2.5. of this annex, calculations of phase CO2 and phase fuel
consumption may be calculated according to the equations in
paragraphs 3.2.5.1.1., 3.2.5.1.2. and 3.2.5.1.3. below.

For each parameter, MCO2 is replaced by FC.

3.2.5.1.1 Ratio determination for each phase of VL and VH

𝑀𝐶𝑂2,𝑝,𝐿
𝑅𝑝,𝐿 = ⁄𝑀
𝐶𝑂2,𝑐,𝐿

𝑀𝐶𝑂2,𝑝,𝐻
𝑅𝑝,𝐻 = ⁄𝑀
𝐶𝑂2,𝑐,𝐻

where:

𝑀𝐶𝑂2,𝑝,𝐿 , 𝑀𝐶𝑂2,𝑐,𝐿 , 𝑀𝐶𝑂2,𝑝,𝐻 𝑎𝑛𝑑 𝑀𝐶𝑂2,𝑐,𝐻 are from step 9 in Table A7/1 in
this annex.

3.2.5.1.2 Ratio determination for each phase for vehicle Vind

𝑀𝐶𝑂2,𝑐,𝑖𝑛𝑑 − 𝑀𝐶𝑂2,𝑐,𝐿
𝑅𝑝,𝑖𝑛𝑑 = 𝑅𝑝,𝐿 + ( ) × (𝑅𝑝,𝐻 − 𝑅𝑝,𝐿 )
𝑀𝐶𝑂2,𝑐,𝐻 − 𝑀𝐶𝑂2,𝑐,𝐿

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Af,ind, in m2, shall be the frontal area of the individual vehicle.

If the same frontal area is used for vehicles LM and HM, the value of Af,ind
shall be set to the frontal area of vehicle HM for the road load matrix family
method.

3.2.5 Alternative interpolation calculation method

Upon request of the manufacturer and with approval of the Test Agency, a
manufacturer may apply an alternative interpolation calculation procedure
in the case that the interpolation method creates unrealistic phase-specific
results or an unrealistic road load curve. Before such permission is granted,
the manufacturer shall check and where possible correct

(a) The reason for having small differences between the road load
relevant characteristics between vehicle L and H in the case of
unrealistic phase- specific results;

(b) The reason for having an unexpected difference between the f1,L
and f1,H coefficients in the case of an unrealistic road load curve.

The request of the manufacturer to the Test Agency shall include evidence
that such a correction is not possible, and that the resultant error is
significant.

3.2.5.1 Alternative calculation to correct unrealistic phase-specific results

Alternatively to the procedures defined in paragraphs 3.2.3.2.4. and

3.2.3.2.5. of this annex, calculations of phase CO2 and phase fuel
consumption may be calculated according to the equations in
paragraphs 3.2.5.1.1., 3.2.5.1.2. and 3.2.5.1.3. below.

For each parameter, MCO2 is replaced by FC.

3.2.5.1.1 Ratio determination for each phase of VL and VH

𝑀𝐶𝑂2,𝑝,𝐿
𝑅𝑝,𝐿 = ⁄𝑀
𝐶𝑂2,𝑐,𝐿

𝑀𝐶𝑂2,𝑝,𝐻
𝑅𝑝,𝐻 = ⁄𝑀
𝐶𝑂2,𝑐,𝐻

where:

𝑀𝐶𝑂2,𝑝,𝐿 , 𝑀𝐶𝑂2,𝑐,𝐿 , 𝑀𝐶𝑂2,𝑝,𝐻 𝑎𝑛𝑑 𝑀𝐶𝑂2,𝑐,𝐻 are from step 9 in Table A7/1 in
this annex.

3.2.5.1.2 Ratio determination for each phase for vehicle Vind

𝑀𝐶𝑂2,𝑐,𝑖𝑛𝑑 − 𝑀𝐶𝑂2,𝑐,𝐿
𝑅𝑝,𝑖𝑛𝑑 = 𝑅𝑝,𝐿 + ( ) × (𝑅𝑝,𝐻 − 𝑅𝑝,𝐿 )
𝑀𝐶𝑂2,𝑐,𝐻 − 𝑀𝐶𝑂2,𝑐,𝐿

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where:

𝑀𝐶𝑂2,𝑐,𝑖𝑛𝑑 is from step 10 in Table A7/1 in this annex and shall be rounded
to the nearest whole number.

3.2.5.1.3 Phase per phase mass emission of vehicle Vind

𝑀𝐶𝑂2,𝑝,𝑖𝑛𝑑 = 𝑅𝑝,𝑖𝑛𝑑 × 𝑀𝐶𝑂2,𝑐,𝑖𝑛𝑑

3.2.5.2 Alternative calculation to correct an unrealistic road load curve

Alternatively to the procedure defined in paragraph 3.2.3.2.2.4. of this

annex, road load coefficients may be calculated as follows:
∗ ∗
𝐹𝑖 (𝑣) = 𝑓0,𝑖 + 𝑓1,𝐴 × 𝑣 + 𝑓2,𝑖 × 𝑣2

Applying the least squares regression method in the range of the reference
speed points, alternative adjusted road load coefficients f*0,i and f*2,i shall
be determined for Fi(v) with the linear coefficient f*1,i set to f1,A. f1,A is
calculated as follows:

(𝐸𝑖 − 𝐸𝐿𝑅 ) × 𝑓1,𝐻𝑅 + (𝐸𝐻𝑅 − 𝐸𝑖 ) × 𝑓1,𝐿𝑅

𝑓1,𝐴 =
(𝐸𝐻𝑅 − 𝐸𝐿𝑅 )

where:

E is the cycle energy demand as defined in paragraph 5. of this annex,

Ws;

i is the subscript denoting vehicles L, H or ind;

HR is test vehicle H as described in paragraph 4.2.1.2.3.2. of Annex B4;

LR is test vehicle L as described in paragraph 4.2.1.2.3.2. of Annex B4.

3.3 PM

3.3.1 Calculation

PM shall be calculated using the following two equations:

(𝑉𝑚𝑖𝑥 + 𝑉𝑒𝑝 ) × 𝑃𝑒
𝑃𝑀 =
𝑉𝑒𝑝 × 𝑑

where exhaust gases are vented outside tunnel;

and:

𝑉𝑚𝑖𝑥 × 𝑃𝑒
𝑃𝑀 =
𝑉𝑒𝑝 × 𝑑

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where:

𝑀𝐶𝑂2,𝑐,𝑖𝑛𝑑 is from step 10 in Table A7/1 in this annex and shall be rounded
to the nearest whole number.

3.2.5.1.3 Phase per phase mass emission of vehicle Vind

𝑀𝐶𝑂2,𝑝,𝑖𝑛𝑑 = 𝑅𝑝,𝑖𝑛𝑑 × 𝑀𝐶𝑂2,𝑐,𝑖𝑛𝑑

3.2.5.2 Alternative calculation to correct an unrealistic road load curve

Alternatively to the procedure defined in paragraph 3.2.3.2.2.4. of this

annex, road load coefficients may be calculated as follows:
∗ ∗
𝐹𝑖 (𝑣) = 𝑓0,𝑖 + 𝑓1,𝐴 × 𝑣 + 𝑓2,𝑖 × 𝑣2

Applying the least squares regression method in the range of the reference
speed points, alternative adjusted road load coefficients f*0,i and f*2,i shall
be determined for Fi(v) with the linear coefficient f*1,i set to f1,A. f1,A is
calculated as follows:

(𝐸𝑖 − 𝐸𝐿𝑅 ) × 𝑓1,𝐻𝑅 + (𝐸𝐻𝑅 − 𝐸𝑖 ) × 𝑓1,𝐿𝑅

𝑓1,𝐴 =
(𝐸𝐻𝑅 − 𝐸𝐿𝑅 )

where:

E is the cycle energy demand as defined in paragraph 5. of this annex,

Ws;

i is the subscript denoting vehicles L, H or ind;

HR is test vehicle H as described in paragraph 4.2.1.2.3.2. of Annex B4;

LR is test vehicle L as described in paragraph 4.2.1.2.3.2. of Annex B4.

3.3 PM

3.3.1 Calculation

PM shall be calculated using the following two equations:

(𝑉𝑚𝑖𝑥 + 𝑉𝑒𝑝 ) × 𝑃𝑒
𝑃𝑀 =
𝑉𝑒𝑝 × 𝑑

where exhaust gases are vented outside tunnel;

and:

𝑉𝑚𝑖𝑥 × 𝑃𝑒
𝑃𝑀 =
𝑉𝑒𝑝 × 𝑑

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where exhaust gases are returned to the tunnel;

where:

𝑉𝑚𝑖𝑥 is the volume of diluted exhaust gases (see paragraph 2. of this

annex), under standard conditions;

𝑉𝑒𝑝 is the volume of diluted exhaust gas flowing through the particulate
sampling filter under standard conditions;

𝑃𝑒 is the mass of particulate matter collected by one or more sample

filters, mg;

𝑑 is the distance driven corresponding to the test cycle, km.

3.3.1.1 Where correction for the background particulate mass from the dilution
system has been used, this shall be determined in accordance with
paragraph 2.1.3.1. of Annex B6. In this case, particulate mass (mg/km) shall
be calculated using the following equations:

𝑃𝑒 𝑃𝑎 1 (𝑉𝑚𝑖𝑥 + 𝑉𝑒𝑝 )
𝑃𝑀 = { −[ × (1 − )]} ×
𝑉𝑒𝑝 𝑉𝑎𝑝 𝐷𝐹 𝑑

in the case that the exhaust gases are vented outside the tunnel;

and;

𝑃𝑒 𝑃𝑎 1 (𝑉𝑚𝑖𝑥 )
𝑃𝑀 = { −[ × (1 − )]} ×
𝑉𝑒𝑝 𝑉𝑎𝑝 𝐷𝐹 𝑑

in the case that the exhaust gases are returned to the tunnel;

where:

𝑉𝑎𝑝 is the volume of tunnel air flowing through the background

particulate filter under standard conditions;

𝑃𝑎 is the particulate mass from the dilution air, or the dilution tunnel
background air, as determined by the one of the methods described
in paragraph 2.1.3.1. of Annex B6;

𝐷𝐹 is the dilution factor determined in paragraph 3.2.1.1.1. of this annex.

Where application of a background correction results in a negative result, it

shall be considered to be zero mg/km.

3.3.2 Calculation of PM using the double dilution method

𝑉𝑒𝑝 = 𝑉𝑠𝑒𝑡 − 𝑉𝑠𝑠𝑑

where:

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where exhaust gases are returned to the tunnel;

where:

𝑉𝑚𝑖𝑥 is the volume of diluted exhaust gases (see paragraph 2. of this

annex), under standard conditions;

𝑉𝑒𝑝 is the volume of diluted exhaust gas flowing through the particulate
sampling filter under standard conditions;

𝑃𝑒 is the mass of particulate matter collected by one or more sample

filters, mg;

𝑑 is the distance driven corresponding to the test cycle, km.

3.3.1.1 Where correction for the background particulate mass from the dilution
system has been used, this shall be determined in accordance with
paragraph 2.1.3.1. of Annex B6. In this case, particulate mass (mg/km) shall
be calculated using the following equations:

𝑃𝑒 𝑃𝑎 1 (𝑉𝑚𝑖𝑥 + 𝑉𝑒𝑝 )
𝑃𝑀 = { −[ × (1 − )]} ×
𝑉𝑒𝑝 𝑉𝑎𝑝 𝐷𝐹 𝑑

in the case that the exhaust gases are vented outside the tunnel;

and;

𝑃𝑒 𝑃𝑎 1 (𝑉𝑚𝑖𝑥 )
𝑃𝑀 = { −[ × (1 − )]} ×
𝑉𝑒𝑝 𝑉𝑎𝑝 𝐷𝐹 𝑑

in the case that the exhaust gases are returned to the tunnel;

where:

𝑉𝑎𝑝 is the volume of tunnel air flowing through the background

particulate filter under standard conditions;

𝑃𝑎 is the particulate mass from the dilution air, or the dilution tunnel
background air, as determined by the one of the methods described
in paragraph 2.1.3.1. of Annex B6;

𝐷𝐹 is the dilution factor determined in paragraph 3.2.1.1.1. of this annex.

Where application of a background correction results in a negative result, it

shall be considered to be zero mg/km.

3.3.2 Calculation of PM using the double dilution method

𝑉𝑒𝑝 = 𝑉𝑠𝑒𝑡 − 𝑉𝑠𝑠𝑑

where:

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𝑉𝑒𝑝 is the volume of diluted exhaust gas flowing through the particulate
sample filter under standard conditions;

𝑉𝑠𝑒𝑡 is the volume of the double diluted exhaust gas passing through the
particulate sampling filters under standard conditions;

𝑉𝑠𝑠𝑑 is the volume of the secondary dilution air under standard conditions.

Where the secondary diluted sample gas for PM measurement is not

returned to the tunnel, the CVS volume shall be calculated as in single
dilution, i.e.:

𝑉𝑚𝑖𝑥 = 𝑉𝑚𝑖𝑥 𝑖𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 + 𝑉𝑒𝑝

where:

𝑉𝑚𝑖𝑥 𝑖𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 is the measured volume of diluted exhaust gas in the

dilution system following extraction of the particulate sample
understandard conditions.

4.0 Determination of PN (if applicable)

PN shall be calculated using the following equation:

𝑉 × 𝑘 × (𝐶̅𝑠 × 𝑓̅𝑟 − 𝐶𝑏 × 𝑓
̅̅̅̅
𝑟𝑏 ) × 10
3
𝑃𝑁 =
𝑑
where:

PN is the particle number emission, particles per kilometre;

𝑉 is the volume of the diluted exhaust gas in litres per test (after primary
dilution only in the case of double dilution) and corrected to standard
conditions (273.15 K (0 °C) and 101.325 kPa);

𝑘 is a calibration factor to correct the PNC measurements to the level of

the reference instrument where this is not applied internally within the
PNC. Where the calibration factor is applied internally within the
PNC, the calibration factor shall be 1;

𝐶̅𝑠 is the corrected particle number concentration from the diluted exhaust
gas expressed as the arithmetic average number of particles per cubic
centimetre from the emissions test including the full duration of the
drive cycle. If the volumetric mean concentration results 𝐶̅ from the
PNC are not measured at standard conditions (273.15 K (0 °C) and
101.325 kPa), the concentrations shall be corrected to those conditions
𝐶̅𝑠 ;

𝐶𝑏 is either the dilution air or the dilution tunnel background particle

number concentration, as permitted by the Test Agency, in particles

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𝑉𝑒𝑝 is the volume of diluted exhaust gas flowing through the particulate
sample filter under standard conditions;

𝑉𝑠𝑒𝑡 is the volume of the double diluted exhaust gas passing through the
particulate sampling filters under standard conditions;

𝑉𝑠𝑠𝑑 is the volume of the secondary dilution air under standard conditions.

Where the secondary diluted sample gas for PM measurement is not

returned to the tunnel, the CVS volume shall be calculated as in single
dilution, i.e.:

𝑉𝑚𝑖𝑥 = 𝑉𝑚𝑖𝑥 𝑖𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 + 𝑉𝑒𝑝

where:

𝑉𝑚𝑖𝑥 𝑖𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 is the measured volume of diluted exhaust gas in the

dilution system following extraction of the particulate sample
understandard conditions.

4.0 Determination of PN (if applicable)

PN shall be calculated using the following equation:

𝑉 × 𝑘 × (𝐶̅𝑠 × 𝑓̅𝑟 − 𝐶𝑏 × 𝑓
̅̅̅̅
𝑟𝑏 ) × 10
3
𝑃𝑁 =
𝑑
where:

PN is the particle number emission, particles per kilometre;

𝑉 is the volume of the diluted exhaust gas in litres per test (after primary
dilution only in the case of double dilution) and corrected to standard
conditions (273.15 K (0 °C) and 101.325 kPa);

𝑘 is a calibration factor to correct the PNC measurements to the level of

the reference instrument where this is not applied internally within the
PNC. Where the calibration factor is applied internally within the
PNC, the calibration factor shall be 1;

𝐶̅𝑠 is the corrected particle number concentration from the diluted exhaust
gas expressed as the arithmetic average number of particles per cubic
centimetre from the emissions test including the full duration of the
drive cycle. If the volumetric mean concentration results 𝐶̅ from the
PNC are not measured at standard conditions (273.15 K (0 °C) and
101.325 kPa), the concentrations shall be corrected to those conditions
𝐶̅𝑠 ;

𝐶𝑏 is either the dilution air or the dilution tunnel background particle

number concentration, as permitted by the Test Agency, in particles

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per cubic centimetre, corrected to standard conditions (273.15 K

(0 °C) and 101.325 kPa);

𝑓̅𝑟 is the mean particle concentration reduction factor of the VPR at the
dilution setting used for the test;

̅̅̅̅
𝑓𝑟𝑏 is the mean particle concentration reduction factor of the VPR at the
dilution setting used for the background measurement;

𝑑 is the distance driven corresponding to the applicable test cycle, km.

𝐶̅ shall be calculated using the following equation:

∑𝑛𝑖=1 𝐶𝑖
𝐶̅ =
𝑛
where:

𝐶𝑖 is a discrete measurement of particle number concentration in the

diluted gas exhaust from the PNC; particles per cm³.

𝑛 is the total number of discrete particle number concentration

measurements made during the applicable test cycle and shall be
calculated using the following equation:

𝑛 =𝑡×𝑓

where:

𝑡 is the time duration of the applicable test cycle, s;

𝑓 is the data logging frequency of the particle counter, Hz.

5.0 Calculation of cycle energy demand

Unless otherwise specified, the calculation shall be based on the target speed
trace given in discrete time sample points.

The total energy demand E for the whole cycle or a specific cycle phase
shall be calculated by summing 𝐸𝑖 over the corresponding cycle time
between tstart +1 and tend according to the following equation:
𝑡𝑒𝑛𝑑
𝐸= ∑ 𝐸𝑖
𝑡𝑠𝑡𝑎𝑟𝑡+1

where:

𝐸𝑖 = 𝐹𝑖 × 𝑑𝑖 if 𝐹𝑖 > 0

𝐸𝑖 = 0 if 𝐹𝑖 ≤ 0

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per cubic centimetre, corrected to standard conditions (273.15 K

(0 °C) and 101.325 kPa);

𝑓̅𝑟 is the mean particle concentration reduction factor of the VPR at the
dilution setting used for the test;

̅̅̅̅
𝑓𝑟𝑏 is the mean particle concentration reduction factor of the VPR at the
dilution setting used for the background measurement;

𝑑 is the distance driven corresponding to the applicable test cycle, km.

𝐶̅ shall be calculated using the following equation:

∑𝑛𝑖=1 𝐶𝑖
𝐶̅ =
𝑛
where:

𝐶𝑖 is a discrete measurement of particle number concentration in the

diluted gas exhaust from the PNC; particles per cm³.

𝑛 is the total number of discrete particle number concentration

measurements made during the applicable test cycle and shall be
calculated using the following equation:

𝑛 =𝑡×𝑓

where:

𝑡 is the time duration of the applicable test cycle, s;

𝑓 is the data logging frequency of the particle counter, Hz.

5.0 Calculation of cycle energy demand

Unless otherwise specified, the calculation shall be based on the target speed
trace given in discrete time sample points.

The total energy demand E for the whole cycle or a specific cycle phase
shall be calculated by summing 𝐸𝑖 over the corresponding cycle time
between tstart +1 and tend according to the following equation:
𝑡𝑒𝑛𝑑
𝐸= ∑ 𝐸𝑖
𝑡𝑠𝑡𝑎𝑟𝑡+1

where:

𝐸𝑖 = 𝐹𝑖 × 𝑑𝑖 if 𝐹𝑖 > 0

𝐸𝑖 = 0 if 𝐹𝑖 ≤ 0

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and:

tstart is the time at which the applicable test cycle or phase starts (see
paragraph 3. of Annex B1), s;

tend is the time at which the applicable test cycle or phase ends (see
paragraph 3. of Annex B1), s;

𝐸𝑖 is the energy demand during time period (i-1) to (i), Ws;

𝐹𝑖 is the driving force during time period (i-1) to (i), N;

𝑑𝑖 is the distance travelled during time period (i-1) to (i), m.

𝑣𝑖 + 𝑣𝑖−1 (𝑣𝑖 + 𝑣𝑖−1 )2

𝐹𝑖 = 𝑓0 + 𝑓1 × ( ) + 𝑓2 × + (1.03 × 𝑇𝑀) × 𝑎𝑖
2 4

where:

𝐹𝑖 is the driving force during time period (i-1) to (i), N;

𝑣𝑖 is the target velocity at time ti, km/h;

𝑇𝑀 is the test mass, kg;

𝑎𝑖 is the acceleration during time period (i-1) to (i), m/s²;

𝑓0 , 𝑓1 , 𝑓2 are the road load coefficients for the test vehicle under
consideration (𝑇𝑀𝐿 , 𝑇𝑀𝐻 or 𝑇𝑀𝑖𝑛𝑑 ) in N, N/km/h and in N/(km/h)²
respectively.

(𝑣𝑖 + 𝑣𝑖−1 )
𝑑𝑖 = × (𝑡𝑖 − 𝑡𝑖−1 )
2 × 3.6
where:

𝑑𝑖 is the distance travelled in time period (i-1) to (i), m;

𝑣𝑖 is the target velocity at time 𝑡𝑖 , km/h;

𝑡𝑖 is time, s.
𝑣𝑖 − 𝑣𝑖−1
𝑎𝑖 =
3.6 × (𝑡𝑖 − 𝑡𝑖−1 )

where:

𝑎𝑖 is the acceleration during time period (i-1) to (i), m/s²;

𝑣𝑖 is the target velocity at time 𝑡𝑖 , km/h;

𝑡𝑖 is time, s.

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and:

tstart is the time at which the applicable test cycle or phase starts (see
paragraph 3. of Annex B1), s;

tend is the time at which the applicable test cycle or phase ends (see
paragraph 3. of Annex B1), s;

𝐸𝑖 is the energy demand during time period (i-1) to (i), Ws;

𝐹𝑖 is the driving force during time period (i-1) to (i), N;

𝑑𝑖 is the distance travelled during time period (i-1) to (i), m.

𝑣𝑖 + 𝑣𝑖−1 (𝑣𝑖 + 𝑣𝑖−1 )2

𝐹𝑖 = 𝑓0 + 𝑓1 × ( ) + 𝑓2 × + (1.03 × 𝑇𝑀) × 𝑎𝑖
2 4

where:

𝐹𝑖 is the driving force during time period (i-1) to (i), N;

𝑣𝑖 is the target velocity at time ti, km/h;

𝑇𝑀 is the test mass, kg;

𝑎𝑖 is the acceleration during time period (i-1) to (i), m/s²;

𝑓0 , 𝑓1 , 𝑓2 are the road load coefficients for the test vehicle under
consideration (𝑇𝑀𝐿 , 𝑇𝑀𝐻 or 𝑇𝑀𝑖𝑛𝑑 ) in N, N/km/h and in N/(km/h)²
respectively.

(𝑣𝑖 + 𝑣𝑖−1 )
𝑑𝑖 = × (𝑡𝑖 − 𝑡𝑖−1 )
2 × 3.6
where:

𝑑𝑖 is the distance travelled in time period (i-1) to (i), m;

𝑣𝑖 is the target velocity at time 𝑡𝑖 , km/h;

𝑡𝑖 is time, s.
𝑣𝑖 − 𝑣𝑖−1
𝑎𝑖 =
3.6 × (𝑡𝑖 − 𝑡𝑖−1 )

where:

𝑎𝑖 is the acceleration during time period (i-1) to (i), m/s²;

𝑣𝑖 is the target velocity at time 𝑡𝑖 , km/h;

𝑡𝑖 is time, s.

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6.0 Calculation of fuel consumption and fuel efficiency (as applicable)

6.1 The fuel characteristics required for the calculation of fuel consumption
values shall be taken from Annex B3 of this regulation.

6.2 The fuel consumption values shall be calculated from the emissions of
hydrocarbons, carbon monoxide, and carbon dioxide using the results of
step 6 for criteria emissions and step 7 for CO2 of Table A7/1.

6.2.1 The general equation in paragraph 6.12. of this annex using H/C and O/C
ratios shall be used for the calculation of fuel consumption.

6.2.2 For all equations in paragraph 6. of this annex:

FC is the fuel consumption of a specific fuel, l/100 km (or m³ per

100 km in the case of natural gas or kg/100 km in the case of
hydrogen);

H/C is the hydrogen to carbon ratio of a specific fuel CXHYOZ;

O/C is the oxygen to carbon ratio of a specific fuel CXHYOZ;

MWC is the molar mass of carbon (12.011 g/mol);

MWH is the molar mass of hydrogen (1.008 g/mol);

MWO is the molar mass of oxygen (15.999 g/mol);

ρfuel is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C;

HC are the emissions of hydrocarbon, g/km;

CO are the emissions of carbon monoxide, g/km;

CO2 are the emissions of carbon dioxide, g/km;

H2O are the emissions of water, g/km;

H2 are the emissions of hydrogen, g/km;

p1 is the gas pressure in the fuel tank before the applicable test cycle,
Pa;

p2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;

T1 is the gas temperature in the fuel tank before the applicable test
cycle, K;

T2 is the gas temperature in the fuel tank after the applicable test cycle,
K;

Z1 is the compressibility factor of the gaseous fuel at p1 and T1;

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6.0 Calculation of fuel consumption and fuel efficiency (as applicable)

6.1 The fuel characteristics required for the calculation of fuel consumption
values shall be taken from Annex B3 of this regulation.

6.2 The fuel consumption values shall be calculated from the emissions of
hydrocarbons, carbon monoxide, and carbon dioxide using the results of
step 6 for criteria emissions and step 7 for CO2 of Table A7/1.

6.2.1 The general equation in paragraph 6.12. of this annex using H/C and O/C
ratios shall be used for the calculation of fuel consumption.

6.2.2 For all equations in paragraph 6. of this annex:

FC is the fuel consumption of a specific fuel, l/100 km (or m³ per

100 km in the case of natural gas or kg/100 km in the case of
hydrogen);

H/C is the hydrogen to carbon ratio of a specific fuel CXHYOZ;

O/C is the oxygen to carbon ratio of a specific fuel CXHYOZ;

MWC is the molar mass of carbon (12.011 g/mol);

MWH is the molar mass of hydrogen (1.008 g/mol);

MWO is the molar mass of oxygen (15.999 g/mol);

ρfuel is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C;

HC are the emissions of hydrocarbon, g/km;

CO are the emissions of carbon monoxide, g/km;

CO2 are the emissions of carbon dioxide, g/km;

H2O are the emissions of water, g/km;

H2 are the emissions of hydrogen, g/km;

p1 is the gas pressure in the fuel tank before the applicable test cycle,
Pa;

p2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;

T1 is the gas temperature in the fuel tank before the applicable test
cycle, K;

T2 is the gas temperature in the fuel tank after the applicable test cycle,
K;

Z1 is the compressibility factor of the gaseous fuel at p1 and T1;

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Z2 is the compressibility factor of the gaseous fuel at p2 and T2;

V is the interior volume of the gaseous fuel tank, m³;

d is the theoretical length of the applicable phase or cycle, km.

6.3 For a vehicle with a positive ignition engine fuelled with petrol (E0)

0.1155
𝐹𝐶 = ( ) × [(0.866 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.4 For a vehicle with a positive ignition engine fuelled with petrol (E5)

0.118
𝐹𝐶 = ( ) × [(0.848 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.5 For a vehicle with a positive ignition engine fuelled with petrol (E10)

0.1206
𝐹𝐶 = ( ) × [(0.829 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.6 For a vehicle with a positive ignition engine fuelled with LPG
0.1212
𝐹𝐶𝑛𝑜𝑟𝑚 = ( ) × [(0.825 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
0.538

6.6.1 If the composition of the fuel used for the test differs from the composition
that is assumed for the calculation of the normalised consumption, on the
manufacturer's request a correction factor cf may be applied, using the
following equation:
0.1212
𝐹𝐶𝑛𝑜𝑟𝑚 = ( ) × 𝑐𝑓 × [(0.825 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
0.538

The correction factor, 𝑐𝑓, which may be applied, is determined using the
following equation:

𝑐𝑓 = 0.825 + 0.0693 × 𝑛𝑎𝑐𝑡𝑢𝑎𝑙

where:

𝑛𝑎𝑐𝑡𝑢𝑎𝑙 is the actual H/C ratio of the fuel used.

6.7 For a vehicle with a positive ignition engine fuelled with NG/biomethane
0.1336
𝐹𝐶𝑛𝑜𝑟𝑚 = ( ) × [(0.749 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
0.654

6.8 For a vehicle with a compression engine fuelled with diesel (B0)

0.1156
𝐹𝐶 = ( ) × [(0.865 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

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Z2 is the compressibility factor of the gaseous fuel at p2 and T2;

V is the interior volume of the gaseous fuel tank, m³;

d is the theoretical length of the applicable phase or cycle, km.

6.3 For a vehicle with a positive ignition engine fuelled with petrol (E0)

0.1155
𝐹𝐶 = ( ) × [(0.866 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.4 For a vehicle with a positive ignition engine fuelled with petrol (E5)

0.118
𝐹𝐶 = ( ) × [(0.848 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.5 For a vehicle with a positive ignition engine fuelled with petrol (E10)

0.1206
𝐹𝐶 = ( ) × [(0.829 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.6 For a vehicle with a positive ignition engine fuelled with LPG
0.1212
𝐹𝐶𝑛𝑜𝑟𝑚 = ( ) × [(0.825 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
0.538

6.6.1 If the composition of the fuel used for the test differs from the composition
that is assumed for the calculation of the normalised consumption, on the
manufacturer's request a correction factor cf may be applied, using the
following equation:
0.1212
𝐹𝐶𝑛𝑜𝑟𝑚 = ( ) × 𝑐𝑓 × [(0.825 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
0.538

The correction factor, 𝑐𝑓, which may be applied, is determined using the
following equation:

𝑐𝑓 = 0.825 + 0.0693 × 𝑛𝑎𝑐𝑡𝑢𝑎𝑙

where:

𝑛𝑎𝑐𝑡𝑢𝑎𝑙 is the actual H/C ratio of the fuel used.

6.7 For a vehicle with a positive ignition engine fuelled with NG/biomethane
0.1336
𝐹𝐶𝑛𝑜𝑟𝑚 = ( ) × [(0.749 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
0.654

6.8 For a vehicle with a compression engine fuelled with diesel (B0)

0.1156
𝐹𝐶 = ( ) × [(0.865 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

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6.9 Reserved

6.10 For a vehicle with a compression engine fuelled with diesel (B7)

0.1165
𝐹𝐶 = ( ) × [(0.858 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.11 For a vehicle with a positive ignition engine fuelled with ethanol (E85)

0.1743
𝐹𝐶 = ( ) × [(0.574 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.12 Fuel consumption for any test fuel may be calculated using the following
equation:
𝐻 𝑂
𝑀𝑊𝐶 + × 𝑀𝑊𝐻 + × 𝑀𝑊𝑂 𝑀𝑊𝐶 𝑀𝑊𝐶 𝑀𝑊𝐶
𝐹𝐶 = 𝐶 𝐶 ×( × 𝐻𝐶 + × 𝐶𝑂 + × 𝐶𝑂2 )
𝑀𝑊𝐶 × 𝜌𝑓𝑢𝑒𝑙 × 10 𝐻 𝑂 𝑀𝑊𝐶𝑂 𝑀𝑊𝐶𝑂2
𝑀𝑊𝐶 + × 𝑀𝑊𝐻 + × 𝑀𝑊𝑂
𝐶 𝐶

6.13 Fuel consumption for a vehicle with a positive ignition engine fuelled by
hydrogen:
𝑉 1 𝑝1 1 𝑝2
𝐹𝐶 = 0.024 × ×( × − × )
𝑑 𝑍1 𝑇1 𝑍2 𝑇2

For vehicles fuelled either with gaseous or liquid hydrogen, and with
approval of the Test Agency, the manufacturer may choose to calculate fuel
consumption using either the equation for FC below or a method using a
standard protocol such as SAE J2572

𝐹𝐶 = 0.1 × (0.1119 × 𝐻2 𝑂 + 𝐻2 )

For vehicles fuelled either with gaseous or liquid hydrogen, and with
approval of the Test AgencyTest Agency, the manufacturer may choose to
calculate fuel consumption using either the equation for FC below or a
method using a standard protocol such as SAE J2572.

𝐹𝐶 = 0.1 × (0.1119 × 𝐻2 𝑂 + 𝐻2 )

The compressibility factor, Z, shall be obtained from the following table:

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6.9 Reserved

6.10 For a vehicle with a compression engine fuelled with diesel (B7)

0.1165
𝐹𝐶 = ( ) × [(0.858 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.11 For a vehicle with a positive ignition engine fuelled with ethanol (E85)

0.1743
𝐹𝐶 = ( ) × [(0.574 × 𝐻𝐶) + (0.429 × 𝐶𝑂) + (0.273 × 𝐶𝑂2 )]
𝜌𝑓𝑢𝑒𝑙

6.12 Fuel consumption for any test fuel may be calculated using the following
equation:
𝐻 𝑂
𝑀𝑊𝐶 + × 𝑀𝑊𝐻 + × 𝑀𝑊𝑂 𝑀𝑊𝐶 𝑀𝑊𝐶 𝑀𝑊𝐶
𝐹𝐶 = 𝐶 𝐶 ×( × 𝐻𝐶 + × 𝐶𝑂 + × 𝐶𝑂2 )
𝑀𝑊𝐶 × 𝜌𝑓𝑢𝑒𝑙 × 10 𝐻 𝑂 𝑀𝑊𝐶𝑂 𝑀𝑊𝐶𝑂2
𝑀𝑊𝐶 + × 𝑀𝑊𝐻 + × 𝑀𝑊𝑂
𝐶 𝐶

6.13 Fuel consumption for a vehicle with a positive ignition engine fuelled by
hydrogen:
𝑉 1 𝑝1 1 𝑝2
𝐹𝐶 = 0.024 × ×( × − × )
𝑑 𝑍1 𝑇1 𝑍2 𝑇2

For vehicles fuelled either with gaseous or liquid hydrogen, and with
approval of the Test Agency, the manufacturer may choose to calculate fuel
consumption using either the equation for FC below or a method using a
standard protocol such as SAE J2572

𝐹𝐶 = 0.1 × (0.1119 × 𝐻2 𝑂 + 𝐻2 )

For vehicles fuelled either with gaseous or liquid hydrogen, and with
approval of the Test AgencyTest Agency, the manufacturer may choose to
calculate fuel consumption using either the equation for FC below or a
method using a standard protocol such as SAE J2572.

𝐹𝐶 = 0.1 × (0.1119 × 𝐻2 𝑂 + 𝐻2 )

The compressibility factor, Z, shall be obtained from the following table:

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Table A7/2

Compressibility factor Z

p(bar)

5 100 200 300 400 500 600 700 800 900

33 0.859 1.051 1.885 2.648 3.365 4.051 4.712 5.352 5.973 6.576

53 0.965 0.922 1.416 1.891 2.338 2.765 3.174 3.570 3.954 4.329

73 0.989 0.991 1.278 1.604 1.923 2.229 2.525 2.810 3.088 3.358

93 0.997 1.042 1.233 1.470 1.711 1.947 2.177 2.400 2.617 2.829

113 1.000 1.066 1.213 1.395 1.586 1.776 1.963 2.146 2.324 2.498

133 1.002 1.076 1.199 1.347 1.504 1.662 1.819 1.973 2.124 2.271

153 1.003 1.079 1.187 1.312 1.445 1.580 1.715 1.848 1.979 2.107

173 1.003 1.079 1.176 1.285 1.401 1.518 1.636 1.753 1.868 1.981

T(K) 193 1.003 1.077 1.165 1.263 1.365 1.469 1.574 1.678 1.781 1.882

213 1.003 1.071 1.147 1.228 1.311 1.396 1.482 1.567 1.652 1.735

233 1.004 1.071 1.148 1.228 1.312 1.397 1.482 1.568 1.652 1.736

248 1.003 1.069 1.141 1.217 1.296 1.375 1.455 1.535 1.614 1.693

263 1.003 1.066 1.136 1.207 1.281 1.356 1.431 1.506 1.581 1.655

278 1.003 1.064 1.130 1.198 1.268 1.339 1.409 1.480 1.551 1.621

293 1.003 1.062 1.125 1.190 1.256 1.323 1.390 1.457 1.524 1.590

308 1.003 1.060 1.120 1.182 1.245 1.308 1.372 1.436 1.499 1.562

323 1.003 1.057 1.116 1.175 1.235 1.295 1.356 1.417 1.477 1.537

338 1.003 1.055 1.111 1.168 1.225 1.283 1.341 1.399 1.457 1.514

353 1.003 1.054 1.107 1.162 1.217 1.272 1.327 1.383 1.438 1.493

In the case that the required input values for p and T are not indicated in the
table, the compressibility factor shall be obtained by linear interpolation
between the compressibility factors indicated in the table, choosing the ones
that are the closest to the value sought.

6.14 For a vehicle with a positive ignition engine fuelled with petrol(E12)

6.15 For a vehicle with a positive ignition engine fuelled with petrol(E15)

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Table A7/2

Compressibility factor Z

p(bar)

5 100 200 300 400 500 600 700 800 900

33 0.859 1.051 1.885 2.648 3.365 4.051 4.712 5.352 5.973 6.576

53 0.965 0.922 1.416 1.891 2.338 2.765 3.174 3.570 3.954 4.329

73 0.989 0.991 1.278 1.604 1.923 2.229 2.525 2.810 3.088 3.358

93 0.997 1.042 1.233 1.470 1.711 1.947 2.177 2.400 2.617 2.829

113 1.000 1.066 1.213 1.395 1.586 1.776 1.963 2.146 2.324 2.498

133 1.002 1.076 1.199 1.347 1.504 1.662 1.819 1.973 2.124 2.271

153 1.003 1.079 1.187 1.312 1.445 1.580 1.715 1.848 1.979 2.107

173 1.003 1.079 1.176 1.285 1.401 1.518 1.636 1.753 1.868 1.981

T(K) 193 1.003 1.077 1.165 1.263 1.365 1.469 1.574 1.678 1.781 1.882

213 1.003 1.071 1.147 1.228 1.311 1.396 1.482 1.567 1.652 1.735

233 1.004 1.071 1.148 1.228 1.312 1.397 1.482 1.568 1.652 1.736

248 1.003 1.069 1.141 1.217 1.296 1.375 1.455 1.535 1.614 1.693

263 1.003 1.066 1.136 1.207 1.281 1.356 1.431 1.506 1.581 1.655

278 1.003 1.064 1.130 1.198 1.268 1.339 1.409 1.480 1.551 1.621

293 1.003 1.062 1.125 1.190 1.256 1.323 1.390 1.457 1.524 1.590

308 1.003 1.060 1.120 1.182 1.245 1.308 1.372 1.436 1.499 1.562

323 1.003 1.057 1.116 1.175 1.235 1.295 1.356 1.417 1.477 1.537

338 1.003 1.055 1.111 1.168 1.225 1.283 1.341 1.399 1.457 1.514

353 1.003 1.054 1.107 1.162 1.217 1.272 1.327 1.383 1.438 1.493

In the case that the required input values for p and T are not indicated in the
table, the compressibility factor shall be obtained by linear interpolation
between the compressibility factors indicated in the table, choosing the ones
that are the closest to the value sought.

6.14 For a vehicle with a positive ignition engine fuelled with petrol(E12)

6.15 For a vehicle with a positive ignition engine fuelled with petrol(E15)

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6.16 For a vehicle with a positive ignition engine fuelled with petrol(E20)

7.0 Drive trace indices

7.1 General requirement

The prescribed speed between time points in Tables A1/1 to A1/12 shall be
determined by linear interpolation at a frequency of 10 Hz.

In the case that the accelerator control is fully activated, the prescribed speed
shall be used instead of the actual vehicle speed for drive trace index
calculations during such periods of operation.

The on-board diagnostics (OBD) or electronic control unit (ECU) monitoring

(data collection) system may be used in order to detect the position of the
accelerator control. The collection of OBD and/or ECU data shall not influence
the vehicle's emissions or performance

7.2 Calculation of drive trace indices

The following indices shall be calculated according to SAE J2951(Revised

JAN2014):

(a) IWR Inertial Work Rating, per cent;

(b) RMSSE Root Mean Squared Speed Error, km/h.

7.3 (Reserved)

7.4 Vehicle-specific application of drive trace indices

7.4.1 Pure ICE vehicles, NOVC-HEVs, NOVC-FCHVs

The drive trace indices IWR and RMSSE shall be calculated for the applicable
test cycle and reported.

7.4.2 OVC-HEVs

7.4.2.1 Charge-sustaining Type I test (paragraph 3.2.5. of Annex B8)

The drive trace indices IWR and RMSSE shall be calculated for the applicable
test cycle and recorded.

7.4.2.2 Charge-depleting Type I test (paragraph 3.2.4.3. of Annex B8)

If the number of charge-depleting Type I test cycles is less than four, the drive
trace indices IWR and RMSSE shall be calculated for each individual
applicable test cycle of the charge-depleting Type I test and reported

If the number of charge-depleting Type I test cycles is greater than or equal to

four, the drive trace indices IWR and RMSSE shall be calculated for each
individual applicable test cycle of the charge-depleting Type I test and
reported. In this case, the average IWR and the average RMSSE for the
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6.16 For a vehicle with a positive ignition engine fuelled with petrol(E20)

7.0 Drive trace indices

7.1 General requirement

The prescribed speed between time points in Tables A1/1 to A1/12 shall be
determined by linear interpolation at a frequency of 10 Hz.

In the case that the accelerator control is fully activated, the prescribed speed
shall be used instead of the actual vehicle speed for drive trace index
calculations during such periods of operation.

The on-board diagnostics (OBD) or electronic control unit (ECU) monitoring

(data collection) system may be used in order to detect the position of the
accelerator control. The collection of OBD and/or ECU data shall not influence
the vehicle's emissions or performance

7.2 Calculation of drive trace indices

The following indices shall be calculated according to SAE J2951(Revised

JAN2014):

(a) IWR Inertial Work Rating, per cent;

(b) RMSSE Root Mean Squared Speed Error, km/h.

7.3 (Reserved)

7.4 Vehicle-specific application of drive trace indices

7.4.1 Pure ICE vehicles, NOVC-HEVs, NOVC-FCHVs

The drive trace indices IWR and RMSSE shall be calculated for the applicable
test cycle and reported.

7.4.2 OVC-HEVs

7.4.2.1 Charge-sustaining Type I test (paragraph 3.2.5. of Annex B8)

The drive trace indices IWR and RMSSE shall be calculated for the applicable
test cycle and recorded.

7.4.2.2 Charge-depleting Type I test (paragraph 3.2.4.3. of Annex B8)

If the number of charge-depleting Type I test cycles is less than four, the drive
trace indices IWR and RMSSE shall be calculated for each individual
applicable test cycle of the charge-depleting Type I test and reported

If the number of charge-depleting Type I test cycles is greater than or equal to

four, the drive trace indices IWR and RMSSE shall be calculated for each
individual applicable test cycle of the charge-depleting Type I test and
reported. In this case, the average IWR and the average RMSSE for the
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combination of any two cycles within the charge-depleting test shall be

compared with the respective criteria specified in paragraph 2.6.8.3.1.3. of
Annex B6, and the calculated IWR of any individual cycle within the charge-
depleting test shall not be less than -3.0 nor greater than +5.0 per cent.

7.4.3 PEV

7.4.3.1 Consecutive cycle test

The consecutive cycle test procedure shall be performed according to

paragraph 3.4.4.1. of Annex B8. The drive trace indices IWR and RMSSE shall
be calculated for each individual test cycle of the consecutive cycle test
procedure and reported. The test cycle during which the break-off criterion is
reached, as specified in paragraph 3.4.4.1.3. of Annex B8, shall be combined
with the preceding test cycle. The drive trace indices IWR and RMSSE shall
be calculated considering this as one cycle.

7.4.3.2 Shortened Type I test

The drive trace indices IWR and RMSSE for the shortened Type I test
procedure, as performed according to paragraph 3.4.4.2. of Annex B8, shall be
calculated separately for each dynamic segment 1 and 2 and reported. The
calculation of drive trace indices during the constant speed segments shall be
omitted.

8.0 Calculating n/v ratios

n/v ratios shall be calculated using the following equation:

𝑛 𝑟𝑖 × 𝑟𝑎𝑥𝑙𝑒 × 60000
( ) =
𝑣 𝑖 𝑈𝑑𝑦𝑛 × 3.6

where:

n is engine speed, min-1;

v is the vehicle speed, km/h;

ri is the transmission ratio in gear i;

raxle is the axle transmission ratio.

Udyn is the dynamic rolling circumference of the tyres of the drive axle and is
calculated using the following equation:

𝐻/𝑊
𝑈𝑑𝑦𝑛 = 3.05 × (2 ( ) × 𝑊 + (𝑅 × 25.4))
100

where:

H/W is the tyre’s aspect ratio, e.g. "45" for a 225/45 R17 tyre;

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combination of any two cycles within the charge-depleting test shall be

compared with the respective criteria specified in paragraph 2.6.8.3.1.3. of
Annex B6, and the calculated IWR of any individual cycle within the charge-
depleting test shall not be less than -3.0 nor greater than +5.0 per cent.

7.4.3 PEV

7.4.3.1 Consecutive cycle test

The consecutive cycle test procedure shall be performed according to

paragraph 3.4.4.1. of Annex B8. The drive trace indices IWR and RMSSE shall
be calculated for each individual test cycle of the consecutive cycle test
procedure and reported. The test cycle during which the break-off criterion is
reached, as specified in paragraph 3.4.4.1.3. of Annex B8, shall be combined
with the preceding test cycle. The drive trace indices IWR and RMSSE shall
be calculated considering this as one cycle.

7.4.3.2 Shortened Type I test

The drive trace indices IWR and RMSSE for the shortened Type I test
procedure, as performed according to paragraph 3.4.4.2. of Annex B8, shall be
calculated separately for each dynamic segment 1 and 2 and reported. The
calculation of drive trace indices during the constant speed segments shall be
omitted.

8.0 Calculating n/v ratios

n/v ratios shall be calculated using the following equation:

𝑛 𝑟𝑖 × 𝑟𝑎𝑥𝑙𝑒 × 60000
( ) =
𝑣 𝑖 𝑈𝑑𝑦𝑛 × 3.6

where:

n is engine speed, min-1;

v is the vehicle speed, km/h;

ri is the transmission ratio in gear i;

raxle is the axle transmission ratio.

Udyn is the dynamic rolling circumference of the tyres of the drive axle and is
calculated using the following equation:

𝐻/𝑊
𝑈𝑑𝑦𝑛 = 3.05 × (2 ( ) × 𝑊 + (𝑅 × 25.4))
100

where:

H/W is the tyre’s aspect ratio, e.g. "45" for a 225/45 R17 tyre;

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W is the tyre width, mm; e.g. "225" for a 225/45 R17 tyre;

R is the wheel diameter, inch; e.g. "17" for a 225/45 R17 tyre.

Udyn shall be rounded according to paragraph 6.1.8. of this Regulation to

whole millimetres.

If Udyn is different for the front and the rear axles, the value of n/v for the mainly
powered axle shall be applied on a dynamometer in both 2WD and 4WD
operation mode.

Upon request, the Test Agency shall be provided with the necessary
information for that selection.

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W is the tyre width, mm; e.g. "225" for a 225/45 R17 tyre;

R is the wheel diameter, inch; e.g. "17" for a 225/45 R17 tyre.

Udyn shall be rounded according to paragraph 6.1.8. of this Regulation to

whole millimetres.

If Udyn is different for the front and the rear axles, the value of n/v for the mainly
powered axle shall be applied on a dynamometer in both 2WD and 4WD
operation mode.

Upon request, the Test Agency shall be provided with the necessary
information for that selection.

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Annex B8

Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles

1.0 General requirements

In the case of testing NOVC-HEVs, OVC-HEVs , NOVC-FCHVs and OVC-

FCHVs Appendix 2 and Appendix 3 to this annex shall replace Appendix 2
to Annex B6.

Unless stated otherwise, all requirements in this annex shall apply to vehicles
with and without driver-selectable modes. Unless explicitly stated otherwise
in this annex, all of the requirements and procedures specified in Annex B6
and Annex B7 shall continue to apply for NOVC-HEVs, OVC-HEVs,
NOVC-FCHVs, OVC-FCHVs and PEVs.

1.1. Units, accuracy and resolution of electric parameters

Units, accuracy and resolution of measurements shall be as shown in

Table A8/1.

Table A8/1

Parameters, units, accuracy and resolution of measurements

Parameter Units Accuracy Resolution

Electrical Wh ±1 per cent 0.001 kWh(b)

energy (a)

Electrical A ±0.3 per cent FSD or 0.1 A

current ±1 per cent of reading (c,d)

Electric V ±0.3 per cent FSD or 0.1 V

voltage ±1 per cent of reading (c)
(a)
Equipment: static meter for active energy.
(b)
AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
(c)
Whichever is greater.
(d)
Current integration frequency 20 Hz or more.

(Table A8/2 Reserved)

1.2. Emission and fuel consumption testing

Parameters, units and accuracy of measurements shall be the same as those

required for pure ICE vehicles.

1.3. Rounding of test results

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Annex B8

Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles

1.0 General requirements

In the case of testing NOVC-HEVs, OVC-HEVs , NOVC-FCHVs and OVC-

FCHVs Appendix 2 and Appendix 3 to this annex shall replace Appendix 2
to Annex B6.

Unless stated otherwise, all requirements in this annex shall apply to vehicles
with and without driver-selectable modes. Unless explicitly stated otherwise
in this annex, all of the requirements and procedures specified in Annex B6
and Annex B7 shall continue to apply for NOVC-HEVs, OVC-HEVs,
NOVC-FCHVs, OVC-FCHVs and PEVs.

1.1. Units, accuracy and resolution of electric parameters

Units, accuracy and resolution of measurements shall be as shown in

Table A8/1.

Table A8/1

Parameters, units, accuracy and resolution of measurements

Parameter Units Accuracy Resolution

Electrical Wh ±1 per cent 0.001 kWh(b)

energy (a)

Electrical A ±0.3 per cent FSD or 0.1 A

current ±1 per cent of reading (c,d)

Electric V ±0.3 per cent FSD or 0.1 V

voltage ±1 per cent of reading (c)
(a)
Equipment: static meter for active energy.
(b)
AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
(c)
Whichever is greater.
(d)
Current integration frequency 20 Hz or more.

(Table A8/2 Reserved)

1.2. Emission and fuel consumption testing

Parameters, units and accuracy of measurements shall be the same as those

required for pure ICE vehicles.

1.3. Rounding of test results

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1.3.1. Unless intermediate rounding is required, intermediate steps in the

calculations shall not be rounded.

1.3.2. In the case of OVC-HEVs and NOVC-HEVs, the final criteria emission
results shall be rounded according to paragraph 1.3.2. of Annex B7, the NOx
correction factor KH shall be rounded according to paragraph 1.3.3. of
Annex B7, and the dilution factor DF shall be rounded according to
paragraph 1.3.4. of Annex B7,

1.3.3. For information not related to standards, good engineering judgement shall be
used.

1.3.4. Rounding of range, CO2, energy consumption and fuel consumption results is
described in the calculation tables of this annex.

1.4. Vehicle classification

All OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs

shall be classified as Class 3 vehicles. The applicable test cycle for the Type
I test procedure shall be determined according to paragraph 1.4.2. of this
annex based on the corresponding reference test cycle as described in
paragraph 1.4.1. of this annex.

1.4.1. Reference test cycle

1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of Annex B1.

1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3.
of Annex B1, may be applied on the test cycles according to paragraph 3.3.
of Annex B1 by replacing the rated power with maximum net power
according to Regulation No. 85. In such a case, the downscaled cycle is the
reference test cycle.

1.4.2. Applicable test cycle

1.4.2.1. Applicable WLTP test cycle

The reference test cycle according to paragraph 1.4.1. of this annex shall be
the applicable WLTP test cycle (WLTC) for the Type I test procedure.

In the case that paragraph 9. of Annex B1 is applied based on the reference

test cycle as described in paragraph 1.4.1. of this annex, this modified test
cycle shall be the applicable WLTP test cycle (WLTC) for the Type I test
procedure.

1.5. OVC-HEVs, NOVC-HEVs, NOVC-FCHVs, OVC-FCHVs and PEVs with

manual transmissions

The vehicles shall be driven according to the technical gear shift indicator, if
available, or according to instructions incorporated in the manufacturer's
handbook.

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1.3.1. Unless intermediate rounding is required, intermediate steps in the

calculations shall not be rounded.

1.3.2. In the case of OVC-HEVs and NOVC-HEVs, the final criteria emission
results shall be rounded according to paragraph 1.3.2. of Annex B7, the NOx
correction factor KH shall be rounded according to paragraph 1.3.3. of
Annex B7, and the dilution factor DF shall be rounded according to
paragraph 1.3.4. of Annex B7,

1.3.3. For information not related to standards, good engineering judgement shall be
used.

1.3.4. Rounding of range, CO2, energy consumption and fuel consumption results is
described in the calculation tables of this annex.

1.4. Vehicle classification

All OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs

shall be classified as Class 3 vehicles. The applicable test cycle for the Type
I test procedure shall be determined according to paragraph 1.4.2. of this
annex based on the corresponding reference test cycle as described in
paragraph 1.4.1. of this annex.

1.4.1. Reference test cycle

1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of Annex B1.

1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3.
of Annex B1, may be applied on the test cycles according to paragraph 3.3.
of Annex B1 by replacing the rated power with maximum net power
according to Regulation No. 85. In such a case, the downscaled cycle is the
reference test cycle.

1.4.2. Applicable test cycle

1.4.2.1. Applicable WLTP test cycle

The reference test cycle according to paragraph 1.4.1. of this annex shall be
the applicable WLTP test cycle (WLTC) for the Type I test procedure.

In the case that paragraph 9. of Annex B1 is applied based on the reference

test cycle as described in paragraph 1.4.1. of this annex, this modified test
cycle shall be the applicable WLTP test cycle (WLTC) for the Type I test
procedure.

1.5. OVC-HEVs, NOVC-HEVs, NOVC-FCHVs, OVC-FCHVs and PEVs with

manual transmissions

The vehicles shall be driven according to the technical gear shift indicator, if
available, or according to instructions incorporated in the manufacturer's
handbook.

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2. Run-in of test vehicle

The vehicle tested according to this annex shall be presented in good technical
condition and shall be run-in in accordance with the manufacturer’s
recommendations. In the case that the REESSs are operated above the normal
operating temperature range, the operator shall follow the procedure
recommended by the vehicle manufacturer in order to keep the temperature
of the REESS in its normal operating range. The manufacturer shall provide
evidence that the thermal management system of the REESS is neither
disabled nor reduced.

2.1. OVC-HEVs and NOVC-HEVs shall have been run-in according to the
requirements of paragraph 2.3.3. of Annex B6.

2.2. NOVC-FCHVs and OVC-FCHVs shall have been run-in at least 300 km with
their fuel cell and REESS installed.

2.3. PEVs shall have been run-in at least 300 km or one full charge distance,
whichever is longer.

2.4. All REESS having no influence on CO2 mass emissions or H2 consumption

shall be excluded from monitoring.

3. Test procedure

3.1. General requirements

3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs,

the following shall apply where applicable:

3.1.1.1. Vehicles shall be tested according to the applicable test cycles described in
paragraph 1.4.2. of this annex.

3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6, the accelerator
control shall, unless stated otherwise, be fully activated until the required
speed trace is reached again.

3.1.1.3. The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.

3.1.1.4 For OVC-HEVs, NOVC-HEVs, OVC-FCHVs, NOVC-FCHVs and PEVs,

exhaust emissions sampling and measurement of electric energy consumption
shall begin for each applicable test cycle before or at the initiation of the
vehicle start procedure and end at the conclusion of each applicable test cycle.

3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be

analysed for each individual test phase. It is permitted to omit the phase
analysis for phases where no combustion engine operates.

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2. Run-in of test vehicle

The vehicle tested according to this annex shall be presented in good technical
condition and shall be run-in in accordance with the manufacturer’s
recommendations. In the case that the REESSs are operated above the normal
operating temperature range, the operator shall follow the procedure
recommended by the vehicle manufacturer in order to keep the temperature
of the REESS in its normal operating range. The manufacturer shall provide
evidence that the thermal management system of the REESS is neither
disabled nor reduced.

2.1. OVC-HEVs and NOVC-HEVs shall have been run-in according to the
requirements of paragraph 2.3.3. of Annex B6.

2.2. NOVC-FCHVs and OVC-FCHVs shall have been run-in at least 300 km with
their fuel cell and REESS installed.

2.3. PEVs shall have been run-in at least 300 km or one full charge distance,
whichever is longer.

2.4. All REESS having no influence on CO2 mass emissions or H2 consumption

shall be excluded from monitoring.

3. Test procedure

3.1. General requirements

3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs,

the following shall apply where applicable:

3.1.1.1. Vehicles shall be tested according to the applicable test cycles described in
paragraph 1.4.2. of this annex.

3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6, the accelerator
control shall, unless stated otherwise, be fully activated until the required
speed trace is reached again.

3.1.1.3. The powertrain start procedure shall be initiated by means of the devices
provided for this purpose according to the manufacturer's instructions.

3.1.1.4 For OVC-HEVs, NOVC-HEVs, OVC-FCHVs, NOVC-FCHVs and PEVs,

exhaust emissions sampling and measurement of electric energy consumption
shall begin for each applicable test cycle before or at the initiation of the
vehicle start procedure and end at the conclusion of each applicable test cycle.

3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be

analysed for each individual test phase. It is permitted to omit the phase
analysis for phases where no combustion engine operates.

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3.1.1.6. For OVC-HEVs and NOVC-HEVs, without prejudice to paragraph 2.10.1.1.

of Annex B6, particle number shall be analysed for each individual phase and
particulate matter emission shall be analysed for each applicable test cycle.
For cycles where no combustion engine operates, it is permitted to set the
emission results to zero.
3.1.2. Forced cooling as described in paragraph 2.7.2. of Annex B6 shall apply only
for the charge-sustaining Type I test for OVC-HEVs according to
paragraph 3.2. of this annex and for testing NOVC-HEVs according to
paragraph 3.3. of this annex.
3.1.3. The requirements of paragraphs 2.2.2.1.2. and 2.2.2.1.3. of Annex B6 are
exempted when testing was conducted for PEVs according to paragraph 3.4.
and for FCHVs according to paragraph 3.5.
3.2. OVC-HEVs

3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD

condition), and charge-sustaining operating condition (CS condition)
3.2.2. Vehicles may be tested according to four possible test sequences:

3.2.2.1. Option 1: charge-depleting Type I test with no subsequent charge-sustaining

Type I test.
3.2.2.2. Option 2: charge-sustaining Type I test with no subsequent charge-depleting
Type I test.
3.2.2.3. Option 3: charge-depleting Type I test with a subsequent charge-sustaining
Type I test.
3.2.2.4. Option 4: charge-sustaining Type I test with a subsequent charge-depleting
Type I test.
Figure A8/1
Possible test sequences in the case of OVC-HEV testing

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3.1.1.6. For OVC-HEVs and NOVC-HEVs, without prejudice to paragraph 2.10.1.1.

of Annex B6, particle number shall be analysed for each individual phase and
particulate matter emission shall be analysed for each applicable test cycle.
For cycles where no combustion engine operates, it is permitted to set the
emission results to zero.
3.1.2. Forced cooling as described in paragraph 2.7.2. of Annex B6 shall apply only
for the charge-sustaining Type I test for OVC-HEVs according to
paragraph 3.2. of this annex and for testing NOVC-HEVs according to
paragraph 3.3. of this annex.
3.1.3. The requirements of paragraphs 2.2.2.1.2. and 2.2.2.1.3. of Annex B6 are
exempted when testing was conducted for PEVs according to paragraph 3.4.
and for FCHVs according to paragraph 3.5.
3.2. OVC-HEVs

3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD

condition), and charge-sustaining operating condition (CS condition)
3.2.2. Vehicles may be tested according to four possible test sequences:

3.2.2.1. Option 1: charge-depleting Type I test with no subsequent charge-sustaining

Type I test.
3.2.2.2. Option 2: charge-sustaining Type I test with no subsequent charge-depleting
Type I test.
3.2.2.3. Option 3: charge-depleting Type I test with a subsequent charge-sustaining
Type I test.
3.2.2.4. Option 4: charge-sustaining Type I test with a subsequent charge-depleting
Type I test.
Figure A8/1
Possible test sequences in the case of OVC-HEV testing

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3.2.3. The driver-selectable mode shall be set as described in the following test
sequences (Option 1 to Option 4).

3.2.4. Charge-depleting Type I test with no subsequent charge-sustaining Type I test

(Option 1)

The test sequence according to Option 1, described in paragraphs 3.2.4.1. to

3.2.4.7. inclusive of this annex, as well as the corresponding REESS state of
charge profile, are shown in Figure A8.App1/1 in Appendix 1 to this annex.

3.2.4.1. Preconditioning

The vehicle shall be prepared according to the procedures in paragraph 2.2.

of Appendix 4 to this annex.

3.2.4.2. Test conditions

3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the
charging requirements as described in paragraph 2.2.3. of Appendix 4 to this
annex and with the vehicle operated in charge-depleting operating condition
as defined in paragraph 3.3.5. of this Regulation.

3.2.4.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-
depleting Type I test shall be selected according to paragraph 2. of
Appendix 6 to this annex.

3.2.4.3. Charge-depleting Type I test procedure

3.2.4.3.1. The charge-depleting Type I test procedure shall consist of a number of

consecutive cycles, each followed by a soak period of no more than
30 minutes until charge-sustaining operating condition is achieved.

3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain
shall be deactivated and the REESS shall not be recharged from an external
electric energy source. The instrumentation for measuring the electric
current of all REESSs and for determining the electric voltage of all
REESSs according to Appendix 3 of this annex shall not be turned off
between test cycle phases. In the case of ampere-hour meter measurement,
the integration shall remain active throughout the entire test until the test
is concluded.

Restarting after soak, the vehicle shall be operated in the driver-selectable

mode according to paragraph 3.2.4.2.2. of this annex.

3.2.4.3.3. In deviation from paragraph 5.3.1. of Annex B5 and additional to

paragraph 5.3.1.2. of Annex B5, analysers may be calibrated and zero-
checked before and after the charge-depleting Type I test.

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3.2.3. The driver-selectable mode shall be set as described in the following test
sequences (Option 1 to Option 4).

3.2.4. Charge-depleting Type I test with no subsequent charge-sustaining Type I test

(Option 1)

The test sequence according to Option 1, described in paragraphs 3.2.4.1. to

3.2.4.7. inclusive of this annex, as well as the corresponding REESS state of
charge profile, are shown in Figure A8.App1/1 in Appendix 1 to this annex.

3.2.4.1. Preconditioning

The vehicle shall be prepared according to the procedures in paragraph 2.2.

of Appendix 4 to this annex.

3.2.4.2. Test conditions

3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the
charging requirements as described in paragraph 2.2.3. of Appendix 4 to this
annex and with the vehicle operated in charge-depleting operating condition
as defined in paragraph 3.3.5. of this Regulation.

3.2.4.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-
depleting Type I test shall be selected according to paragraph 2. of
Appendix 6 to this annex.

3.2.4.3. Charge-depleting Type I test procedure

3.2.4.3.1. The charge-depleting Type I test procedure shall consist of a number of

consecutive cycles, each followed by a soak period of no more than
30 minutes until charge-sustaining operating condition is achieved.

3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain
shall be deactivated and the REESS shall not be recharged from an external
electric energy source. The instrumentation for measuring the electric
current of all REESSs and for determining the electric voltage of all
REESSs according to Appendix 3 of this annex shall not be turned off
between test cycle phases. In the case of ampere-hour meter measurement,
the integration shall remain active throughout the entire test until the test
is concluded.

Restarting after soak, the vehicle shall be operated in the driver-selectable

mode according to paragraph 3.2.4.2.2. of this annex.

3.2.4.3.3. In deviation from paragraph 5.3.1. of Annex B5 and additional to

paragraph 5.3.1.2. of Annex B5, analysers may be calibrated and zero-
checked before and after the charge-depleting Type I test.

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3.2.4.4. End of the charge-depleting Type I test

The end of the charge-depleting Type I test is considered to have been reached
when the break-off criterion according to paragraph 3.2.4.5. of this annex is
reached for the first time. The number of applicable WLTP test cycles up to
and including the one where the break-off criterion was reached for the first
time is set to n+1.

The applicable WLTP test cycle n is defined as the transition cycle.

The applicable WLTP test cycle n+1 is defined to be the confirmation cycle.

For vehicles without a charge-sustaining capability over the complete

applicable WLTP test cycle, the end of the charge-depleting Type I test is
reached by an indication on a standard on-board instrument panel to stop
the vehicle, or when the vehicle deviates from the prescribed speed trace
tolerance for 4 consecutive seconds or more. The accelerator control shall
be deactivated and the vehicle shall be braked to standstill within
60 seconds.

3.2.4.5. Break-off criterion

3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable
WLTP test cycle shall be evaluated.

3.2.4.5.2. The break-off criterion for the charge-depleting Type I test is reached when
the relative electric energy change REECi, as calculated using the following
equation, is less than 0.04.

|∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑖 |
𝑅𝐸𝐸𝐶𝑖 =
1
𝐸𝑐𝑦𝑐𝑙𝑒 × 3600

where:

𝑅𝐸𝐸𝐶𝑖 is the relative electric energy change of the applicable test cycle
considered i of the charge-depleting Type I test;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑖 is the change of electric energy of all REESSs for the considered
charge-depleting Type I test cycle i calculated according to
paragraph 4.3. of this annex, Wh;

𝐸𝑐𝑦𝑐𝑙𝑒 is the cycle energy demand of the considered applicable WLTP

test cycle calculated according to paragraph 5. of Annex B7,
Ws;

i is the index number for the considered applicable WLTP test

cycle;

1 is a conversion factor to Wh for the cycle energy demand.

3600

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3.2.4.4. End of the charge-depleting Type I test

The end of the charge-depleting Type I test is considered to have been reached
when the break-off criterion according to paragraph 3.2.4.5. of this annex is
reached for the first time. The number of applicable WLTP test cycles up to
and including the one where the break-off criterion was reached for the first
time is set to n+1.

The applicable WLTP test cycle n is defined as the transition cycle.

The applicable WLTP test cycle n+1 is defined to be the confirmation cycle.

For vehicles without a charge-sustaining capability over the complete

applicable WLTP test cycle, the end of the charge-depleting Type I test is
reached by an indication on a standard on-board instrument panel to stop
the vehicle, or when the vehicle deviates from the prescribed speed trace
tolerance for 4 consecutive seconds or more. The accelerator control shall
be deactivated and the vehicle shall be braked to standstill within
60 seconds.

3.2.4.5. Break-off criterion

3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable
WLTP test cycle shall be evaluated.

3.2.4.5.2. The break-off criterion for the charge-depleting Type I test is reached when
the relative electric energy change REECi, as calculated using the following
equation, is less than 0.04.

|∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑖 |
𝑅𝐸𝐸𝐶𝑖 =
1
𝐸𝑐𝑦𝑐𝑙𝑒 × 3600

where:

𝑅𝐸𝐸𝐶𝑖 is the relative electric energy change of the applicable test cycle
considered i of the charge-depleting Type I test;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑖 is the change of electric energy of all REESSs for the considered
charge-depleting Type I test cycle i calculated according to
paragraph 4.3. of this annex, Wh;

𝐸𝑐𝑦𝑐𝑙𝑒 is the cycle energy demand of the considered applicable WLTP

test cycle calculated according to paragraph 5. of Annex B7,
Ws;

i is the index number for the considered applicable WLTP test

cycle;

1 is a conversion factor to Wh for the cycle energy demand.

3600

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3.2.4.6. REESS charging and measuring the recharged electric energy

3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the
applicable WLTP test cycle n+1 in which the break-off criterion for the
charge-depleting Type I test is reached for the first time.

The REESS is fully charged when the end-of-charge criterion, as defined in

paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.

3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle
charger and the mains, shall measure the recharged electric energy EAC
delivered from the mains, as well as its duration. Electric energy measurement
may be stopped when the end-of-charge criterion, as defined in
paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.

3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting Type
I test shall fulfil the applicable criteria emission limits according to
paragraph 1.2. of Annex B6.

3.2.5. Charge-sustaining Type I test with no subsequent charge-depleting Type I test

(Option 2)

The test sequence according to Option 2, as described in paragraphs 3.2.5.1.

to 3.2.5.3.3. inclusive of this annex, as well as the corresponding REESS state
of charge profile, are shown in Figure A8.App1/2 in Appendix 1 to this annex.

3.2.5.1. Preconditioning and soaking

The vehicle shall be prepared according to the procedures in paragraph 2.1.

of Appendix 4 to this annex.

3.2.5.2. Test conditions

3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining
operating condition as defined in paragraph 3.3.6. of this Regulation.

3.2.5.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-
sustaining Type I test shall be selected according to paragraph 3. of
Appendix 6 to this annex.

3.2.5.3. Type I test procedure

3.2.5.3.1. Vehicles shall be tested according to the Type I test procedures described in
Annex B6.

3.2.5.3.2. If required, CO2 mass emission shall be corrected according to Appendix 2 to

this annex.

3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this annex shall fulfil the
applicable criteria emission limits according to paragraph 1.2. of Annex B6.

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3.2.4.6. REESS charging and measuring the recharged electric energy

3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the
applicable WLTP test cycle n+1 in which the break-off criterion for the
charge-depleting Type I test is reached for the first time.

The REESS is fully charged when the end-of-charge criterion, as defined in

paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.

3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle
charger and the mains, shall measure the recharged electric energy EAC
delivered from the mains, as well as its duration. Electric energy measurement
may be stopped when the end-of-charge criterion, as defined in
paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.

3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting Type
I test shall fulfil the applicable criteria emission limits according to
paragraph 1.2. of Annex B6.

3.2.5. Charge-sustaining Type I test with no subsequent charge-depleting Type I test

(Option 2)

The test sequence according to Option 2, as described in paragraphs 3.2.5.1.

to 3.2.5.3.3. inclusive of this annex, as well as the corresponding REESS state
of charge profile, are shown in Figure A8.App1/2 in Appendix 1 to this annex.

3.2.5.1. Preconditioning and soaking

The vehicle shall be prepared according to the procedures in paragraph 2.1.

of Appendix 4 to this annex.

3.2.5.2. Test conditions

3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining
operating condition as defined in paragraph 3.3.6. of this Regulation.

3.2.5.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-
sustaining Type I test shall be selected according to paragraph 3. of
Appendix 6 to this annex.

3.2.5.3. Type I test procedure

3.2.5.3.1. Vehicles shall be tested according to the Type I test procedures described in
Annex B6.

3.2.5.3.2. If required, CO2 mass emission shall be corrected according to Appendix 2 to

this annex.

3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this annex shall fulfil the
applicable criteria emission limits according to paragraph 1.2. of Annex B6.

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3.2.6. Charge-depleting Type I test with a subsequent charge-sustaining Type I test

(Option 3)

The test sequence according to Option 3, as described in paragraphs 3.2.6.1.

to 3.2.6.3. inclusive of this annex, as well as the corresponding REESS state
of charge profile, are shown in Figure A8.App1/3 in Appendix 1 to this annex.

3.2.6.1. For the charge-depleting Type I test, the procedure described in

paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 3.2.4.7. of this
annex shall be followed.

3.2.6.2. Subsequently, the procedure for the charge-sustaining Type I test described
in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex shall be followed.
Paragraphs 2.1.1. and 2.1.2. of Appendix 4 to this annex shall not apply.

3.2.6.3. REESS charging and measuring the recharged electric energy

3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the
conclusion of the charge-sustaining Type I test.

The REESS is fully charged when the end-of-charge criterion as defined in

paragraph 2.2.3.2. of Appendix 4 to this annex is reached.

3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and
the mains, shall measure the recharged electric energy EAC delivered from the
mains, as well as its duration. Electric energy measurement may be stopped
when the end-of-charge criterion as defined in paragraph 2.2.3.2. of
Appendix 4 to this annex is reached.

3.2.7. Charge-sustaining Type I test with a subsequent charge-depleting Type I test

(Option 4)

The test sequence according to Option 4, described in paragraphs 3.2.7.1. and

3.2.7.2. of this annex, as well as the corresponding REESS state of charge
profile, are shown in Figure A8.App1/4 of Appendix 1 to this annex.

3.2.7.1. For the charge-sustaining Type I test, the procedure described in

paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex, as well as
paragraph 3.2.6.3.1. of this annex, shall be followed.

3.2.7.2. Subsequently, the procedure for the charge-depleting Type I test described in
paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this annex shall be followed.

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3.2.6. Charge-depleting Type I test with a subsequent charge-sustaining Type I test

(Option 3)

The test sequence according to Option 3, as described in paragraphs 3.2.6.1.

to 3.2.6.3. inclusive of this annex, as well as the corresponding REESS state
of charge profile, are shown in Figure A8.App1/3 in Appendix 1 to this annex.

3.2.6.1. For the charge-depleting Type I test, the procedure described in

paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 3.2.4.7. of this
annex shall be followed.

3.2.6.2. Subsequently, the procedure for the charge-sustaining Type I test described
in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex shall be followed.
Paragraphs 2.1.1. and 2.1.2. of Appendix 4 to this annex shall not apply.

3.2.6.3. REESS charging and measuring the recharged electric energy

3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the
conclusion of the charge-sustaining Type I test.

The REESS is fully charged when the end-of-charge criterion as defined in

paragraph 2.2.3.2. of Appendix 4 to this annex is reached.

3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and
the mains, shall measure the recharged electric energy EAC delivered from the
mains, as well as its duration. Electric energy measurement may be stopped
when the end-of-charge criterion as defined in paragraph 2.2.3.2. of
Appendix 4 to this annex is reached.

3.2.7. Charge-sustaining Type I test with a subsequent charge-depleting Type I test

(Option 4)

The test sequence according to Option 4, described in paragraphs 3.2.7.1. and

3.2.7.2. of this annex, as well as the corresponding REESS state of charge
profile, are shown in Figure A8.App1/4 of Appendix 1 to this annex.

3.2.7.1. For the charge-sustaining Type I test, the procedure described in

paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this annex, as well as
paragraph 3.2.6.3.1. of this annex, shall be followed.

3.2.7.2. Subsequently, the procedure for the charge-depleting Type I test described in
paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this annex shall be followed.

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3.3. NOVC-HEVs
The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this
annex, as well as the corresponding REESS state of charge profile, are
shown in Figure A8.App1/5 of Appendix 1 to this annex.
3.3.1. Preconditioning and soaking
3.3.1.1. Vehicles shall be preconditioned according to paragraph 2.6. of Annex B6.
In addition to the requirements of paragraph 2.6. of Annex B6, the level of
the state of charge of the traction REESS for the charge-sustaining test may
be set according to the manufacturer’s recommendation before
preconditioning in order to achieve a test under charge-sustaining operating
condition.
3.3.1.2. Vehicles shall be soaked according to paragraph 2.7. of Annex B6.
3.3.2. Test conditions
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as
defined in paragraph 3.3.6. of this Regulation.
3.3.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the
charge-sustaining Type I test shall be selected according to paragraph 3. of
Appendix 6 to this annex.
3.3.3. Type I test procedure
3.3.3.1. Vehicles shall be tested according to the Type I test procedure described in
Annex B6.
3.3.3.2. If required, the CO2 mass emission shall be corrected according to
Appendix 2 to this annex.
3.3.3.3. The charge-sustaining Type I test shall fulfil the applicable criteria emission
limits according to paragraph 1.2. of Annex B6.
3.4. PEVs
3.4.1. General requirements
The test procedure to determine the pure electric range and electric energy
consumption shall be selected according to the estimated pure electric range
(PER) of the test vehicle from Table A8/3. In the case that the interpolation
method is applied, the applicable test procedure shall be selected according
to the PER of vehicle H within the specific interpolation family.

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3.3. NOVC-HEVs
The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this
annex, as well as the corresponding REESS state of charge profile, are
shown in Figure A8.App1/5 of Appendix 1 to this annex.
3.3.1. Preconditioning and soaking
3.3.1.1. Vehicles shall be preconditioned according to paragraph 2.6. of Annex B6.
In addition to the requirements of paragraph 2.6. of Annex B6, the level of
the state of charge of the traction REESS for the charge-sustaining test may
be set according to the manufacturer’s recommendation before
preconditioning in order to achieve a test under charge-sustaining operating
condition.
3.3.1.2. Vehicles shall be soaked according to paragraph 2.7. of Annex B6.
3.3.2. Test conditions
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as
defined in paragraph 3.3.6. of this Regulation.
3.3.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the
charge-sustaining Type I test shall be selected according to paragraph 3. of
Appendix 6 to this annex.
3.3.3. Type I test procedure
3.3.3.1. Vehicles shall be tested according to the Type I test procedure described in
Annex B6.
3.3.3.2. If required, the CO2 mass emission shall be corrected according to
Appendix 2 to this annex.
3.3.3.3. The charge-sustaining Type I test shall fulfil the applicable criteria emission
limits according to paragraph 1.2. of Annex B6.
3.4. PEVs
3.4.1. General requirements
The test procedure to determine the pure electric range and electric energy
consumption shall be selected according to the estimated pure electric range
(PER) of the test vehicle from Table A8/3. In the case that the interpolation
method is applied, the applicable test procedure shall be selected according
to the PER of vehicle H within the specific interpolation family.

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Table A8/3

Procedures to determine pure electric range and electric energy

consumption

Applicable test cycle The estimated PER is… Applicable test procedure

Test cycle according Consecutive cycle Type I

…less than the length of 4
to paragraph 1.4.2.1. test procedure (according
applicable WLTP test
to paragraph 3.4.4.1. of
cycles.
this annex).

Shortened Type I test

…equal to or greater than
procedure (according to
the length of 4 applicable
paragraph 3.4.4.2. of this
WLTP test cycles.
annex).

The manufacturer shall give evidence to the Test Agency concerning the
estimated pure electric range (PER) prior to the test. In the case that the
interpolation method is applied, the applicable test procedure shall be
determined based on the estimated PER of vehicle H of the interpolation
family. The PER determined by the applied test procedure shall confirm that
the correct test procedure was applied.

The test sequence for the consecutive cycle Type I test procedure, as
described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this annex, as well as the
corresponding REESS state of charge profile, are shown in Figure A8.App1/6
of Appendix 1 to this annex.

The test sequence for the shortened Type I test procedure, as described in
paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this annex as well as the
corresponding REESS state of charge profile, are shown in Figure A8.App1/7
in Appendix 1 to this annex.

3.4.2. Preconditioning

The vehicle shall be prepared according to the procedures in paragraph 3. of

Appendix 4 to this annex.

3.4.3. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test
shall be selected according to paragraph 4. of Appendix 6 to this annex.

3.4.4. PEV Type I test procedures

3.4.4.1. Consecutive cycle Type I test procedure

3.4.4.1.1. Speed trace and breaks

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Table A8/3

Procedures to determine pure electric range and electric energy

consumption

Applicable test cycle The estimated PER is… Applicable test procedure

Test cycle according Consecutive cycle Type I

…less than the length of 4
to paragraph 1.4.2.1. test procedure (according
applicable WLTP test
to paragraph 3.4.4.1. of
cycles.
this annex).

Shortened Type I test

…equal to or greater than
procedure (according to
the length of 4 applicable
paragraph 3.4.4.2. of this
WLTP test cycles.
annex).

The manufacturer shall give evidence to the Test Agency concerning the
estimated pure electric range (PER) prior to the test. In the case that the
interpolation method is applied, the applicable test procedure shall be
determined based on the estimated PER of vehicle H of the interpolation
family. The PER determined by the applied test procedure shall confirm that
the correct test procedure was applied.

The test sequence for the consecutive cycle Type I test procedure, as
described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this annex, as well as the
corresponding REESS state of charge profile, are shown in Figure A8.App1/6
of Appendix 1 to this annex.

The test sequence for the shortened Type I test procedure, as described in
paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this annex as well as the
corresponding REESS state of charge profile, are shown in Figure A8.App1/7
in Appendix 1 to this annex.

3.4.2. Preconditioning

The vehicle shall be prepared according to the procedures in paragraph 3. of

Appendix 4 to this annex.

3.4.3. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test
shall be selected according to paragraph 4. of Appendix 6 to this annex.

3.4.4. PEV Type I test procedures

3.4.4.1. Consecutive cycle Type I test procedure

3.4.4.1.1. Speed trace and breaks

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The test shall be performed by driving consecutive applicable test cycles until
the break-off criterion according to paragraph 3.4.4.1.3. of this annex is
reached.

Breaks for the driver and/or operator are permitted only between test cycles
and with a maximum total break time of 10 minutes. During the break, the
powertrain shall be switched off.

3.4.4.1.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the
electric current of all REESSs shall be measured according to Appendix 3 to
this annex and the electric voltage shall be determined according to
Appendix 3 to this annex.

3.4.4.1.3. Break-off criterion

The break-off criterion is reached when the vehicle exceeds the prescribed
speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for
4 consecutive seconds or more. The accelerator control shall be deactivated.
The vehicle shall be braked to standstill within 60 seconds.

3.4.4.2. Shortened Type I test procedure

3.4.4.2.1. Speed trace

The shortened Type I test procedure consists of two dynamic segments (𝐷𝑆1
and 𝐷𝑆2 ) combined with two constant speed segments (𝐶𝑆𝑆𝑀 and 𝐶𝑆𝑆𝐸 ) as
shown in Figure A8/2.

Figure A8/2

Shortened Type I test procedure speed trace

3.4.4.2.1.1. Dynamic segments

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The test shall be performed by driving consecutive applicable test cycles until
the break-off criterion according to paragraph 3.4.4.1.3. of this annex is
reached.

Breaks for the driver and/or operator are permitted only between test cycles
and with a maximum total break time of 10 minutes. During the break, the
powertrain shall be switched off.

3.4.4.1.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the
electric current of all REESSs shall be measured according to Appendix 3 to
this annex and the electric voltage shall be determined according to
Appendix 3 to this annex.

3.4.4.1.3. Break-off criterion

The break-off criterion is reached when the vehicle exceeds the prescribed
speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for
4 consecutive seconds or more. The accelerator control shall be deactivated.
The vehicle shall be braked to standstill within 60 seconds.

3.4.4.2. Shortened Type I test procedure

3.4.4.2.1. Speed trace

The shortened Type I test procedure consists of two dynamic segments (𝐷𝑆1
and 𝐷𝑆2 ) combined with two constant speed segments (𝐶𝑆𝑆𝑀 and 𝐶𝑆𝑆𝐸 ) as
shown in Figure A8/2.

Figure A8/2

Shortened Type I test procedure speed trace

3.4.4.2.1.1. Dynamic segments

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Each dynamic segment 𝐷𝑆1 and 𝐷𝑆2 consists of an applicable WLTP test
cycle according to paragraph 1.4.2.1. of this annex followed by an applicable
WLTP city test cycle according to paragraph 1.4.2.2. of this annex.

3.4.4.2.1.2. Constant speed segment

The constant speeds during segments 𝐶𝑆𝑆𝑀 and 𝐶𝑆𝑆𝐸 shall be identical. If the
interpolation method is applied, the same constant speed shall be applied
within the interpolation family.

(a) Speed specification

The minimum speed of the constant speed segments shall be

80 km/h. At the request of manufacturer and with approval of the
Test Agency, a higher constant speed in the constant speed segments
may be selected.

The acceleration to the constant speed level shall be smooth and

accomplished within 1 minute after completion of the dynamic
segments and, in the case of a break according to Table A8/4, after
initiating the powertrain start procedure.

The deceleration from the constant speed level shall be smooth and
accomplished within 1 minute after completion of the constant speed
segments.

If the maximum speed of the vehicle is lower than the required

minimum speed for the constant speed segments according to the
speed specification of this paragraph, the required speed in the
constant speed segments shall be equal to the maximum speed of the
vehicle.

(b) Distance determination of CSSE and CSSM

The length of the constant speed segment 𝐶𝑆𝑆𝐸 shall be determined

based on the percentage of the usable REESS energy 𝑈𝐵𝐸𝑆𝑇𝑃
according to paragraph 4.4.2.1. of this annex. The remaining energy
in the traction REESS after dynamic speed segment 𝐷𝑆2 shall be
equal to or less than 10 per cent of 𝑈𝐵𝐸𝑆𝑇𝑃 . The manufacturer shall
provide evidence to the Test Agency after the test that this
requirement is fulfilled.

The length 𝑑𝐶𝑆𝑆𝑀 of constant speed segment CSSM may be

calculated using the following equation:

𝑑𝐶𝑆𝑆𝑀 = 𝑃𝐸𝑅𝑒𝑠𝑡 − 𝑑𝐷𝑆1 − 𝑑𝐷𝑆2 − 𝑑𝐶𝑆𝑆𝐸

where:

dCSSM is the length of constant speed segment CSSM, km;

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Each dynamic segment 𝐷𝑆1 and 𝐷𝑆2 consists of an applicable WLTP test
cycle according to paragraph 1.4.2.1. of this annex followed by an applicable
WLTP city test cycle according to paragraph 1.4.2.2. of this annex.

3.4.4.2.1.2. Constant speed segment

The constant speeds during segments 𝐶𝑆𝑆𝑀 and 𝐶𝑆𝑆𝐸 shall be identical. If the
interpolation method is applied, the same constant speed shall be applied
within the interpolation family.

(a) Speed specification

The minimum speed of the constant speed segments shall be

80 km/h. At the request of manufacturer and with approval of the
Test Agency, a higher constant speed in the constant speed segments
may be selected.

The acceleration to the constant speed level shall be smooth and

accomplished within 1 minute after completion of the dynamic
segments and, in the case of a break according to Table A8/4, after
initiating the powertrain start procedure.

The deceleration from the constant speed level shall be smooth and
accomplished within 1 minute after completion of the constant speed
segments.

If the maximum speed of the vehicle is lower than the required

minimum speed for the constant speed segments according to the
speed specification of this paragraph, the required speed in the
constant speed segments shall be equal to the maximum speed of the
vehicle.

(b) Distance determination of CSSE and CSSM

The length of the constant speed segment 𝐶𝑆𝑆𝐸 shall be determined

based on the percentage of the usable REESS energy 𝑈𝐵𝐸𝑆𝑇𝑃
according to paragraph 4.4.2.1. of this annex. The remaining energy
in the traction REESS after dynamic speed segment 𝐷𝑆2 shall be
equal to or less than 10 per cent of 𝑈𝐵𝐸𝑆𝑇𝑃 . The manufacturer shall
provide evidence to the Test Agency after the test that this
requirement is fulfilled.

The length 𝑑𝐶𝑆𝑆𝑀 of constant speed segment CSSM may be

calculated using the following equation:

𝑑𝐶𝑆𝑆𝑀 = 𝑃𝐸𝑅𝑒𝑠𝑡 − 𝑑𝐷𝑆1 − 𝑑𝐷𝑆2 − 𝑑𝐶𝑆𝑆𝐸

where:

dCSSM is the length of constant speed segment CSSM, km;

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𝑃𝐸𝑅𝑒𝑠𝑡 is the estimated pure electric range of the considered PEV, km;

𝑑𝐷𝑆1 is the length of dynamic speed segment 1, km;

𝑑𝐷𝑆2 is the length of dynamic speed segment 2, km;

𝑑𝐶𝑆𝑆𝐸 is the length of constant speed segment 𝐶𝑆𝑆𝐸 , km.

3.4.4.2.1.3. Breaks

Breaks for the driver and/or operator are permitted only in the constant speed
segments as prescribed in Table A8/4.

Table A8/4

Breaks for the driver and/or test operator

Distance driven in constant speed Maximum total break (min)

segment CSSM (km)

Up to 100 10

Up to 150 20

Up to 200 30

Up to 300 60

More than 300 Shall be based on the manufacturer’s

recommendation

Note: During a break, the powertrain shall be switched off.

3.4.4.2.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the
electric current of all REESSs and the electric voltage of all REESSs shall be
determined according to Appendix 3 to this annex.

3.4.4.2.3. Break-off criterion

The break-off criterion is reached when the vehicle exceeds the prescribed
speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for
4 consecutive seconds or more in the second constant speed segment 𝐶𝑆𝑆𝐸 .
The accelerator control shall be deactivated. The vehicle shall be braked to a
standstill within 60 seconds.

3.4.4.3. REESS charging and measuring the recharged electric energy

3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this annex for
the consecutive cycle Type I test procedure and in paragraph 3.4.4.2.3. of this

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𝑃𝐸𝑅𝑒𝑠𝑡 is the estimated pure electric range of the considered PEV, km;

𝑑𝐷𝑆1 is the length of dynamic speed segment 1, km;

𝑑𝐷𝑆2 is the length of dynamic speed segment 2, km;

𝑑𝐶𝑆𝑆𝐸 is the length of constant speed segment 𝐶𝑆𝑆𝐸 , km.

3.4.4.2.1.3. Breaks

Breaks for the driver and/or operator are permitted only in the constant speed
segments as prescribed in Table A8/4.

Table A8/4

Breaks for the driver and/or test operator

Distance driven in constant speed Maximum total break (min)

segment CSSM (km)

Up to 100 10

Up to 150 20

Up to 200 30

Up to 300 60

More than 300 Shall be based on the manufacturer’s

recommendation

Note: During a break, the powertrain shall be switched off.

3.4.4.2.2. REESS current and voltage measurement

From the beginning of the test until the break-off criterion is reached, the
electric current of all REESSs and the electric voltage of all REESSs shall be
determined according to Appendix 3 to this annex.

3.4.4.2.3. Break-off criterion

The break-off criterion is reached when the vehicle exceeds the prescribed
speed trace tolerance as specified in paragraph 2.6.8.3.1.2. of Annex B6 for
4 consecutive seconds or more in the second constant speed segment 𝐶𝑆𝑆𝐸 .
The accelerator control shall be deactivated. The vehicle shall be braked to a
standstill within 60 seconds.

3.4.4.3. REESS charging and measuring the recharged electric energy

3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this annex for
the consecutive cycle Type I test procedure and in paragraph 3.4.4.2.3. of this

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annex for the shortened Type I test procedure, the vehicle shall be connected
to the mains within 120 minutes.

The REESS is fully charged when the end-of-charge criterion, as defined in

paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.

3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and
the mains, shall measure the recharged electric energy EAC delivered from the
mains as well as its duration. Electric energy measurement may be stopped
when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of
Appendix 4 to this annex, is reached.

3.5. NOVC-FCHVs

The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this

annex, as well as the corresponding REESS state of charge profile, is shown
in Figure A8.App1/5 in Appendix 1 to this annex.

3.5.1. Preconditioning and soaking

Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this

annex.

3.5.2. Test conditions

3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as

defined in paragraph 3.3.6. of this Regulation.

3.5.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-
sustaining Type I test shall be selected according to paragraph 3. of
Appendix 6 to this annex.

3.5.3. Type I test procedure

3.5.3.1. Vehicles shall be tested according to the Type I test procedure described in
Annex B6 and fuel consumption calculated according to Appendix 7 to this
annex.

3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to

this annex.

4.0 Calculations for hybrid electric, pure electric and compressed hydrogen fuel
cell vehicles

For results after 4 phases and results after 3 phases, the calculations in this
Annex need to be performed separately.

4.1. Calculations of gaseous emission compounds, particulate matter emission and

particle number emission

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annex for the shortened Type I test procedure, the vehicle shall be connected
to the mains within 120 minutes.

The REESS is fully charged when the end-of-charge criterion, as defined in

paragraph 2.2.3.2. of Appendix 4 to this annex, is reached.

3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and
the mains, shall measure the recharged electric energy EAC delivered from the
mains as well as its duration. Electric energy measurement may be stopped
when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of
Appendix 4 to this annex, is reached.

3.5. NOVC-FCHVs

The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this

annex, as well as the corresponding REESS state of charge profile, is shown
in Figure A8.App1/5 in Appendix 1 to this annex.

3.5.1. Preconditioning and soaking

Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this

annex.

3.5.2. Test conditions

3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as

defined in paragraph 3.3.6. of this Regulation.

3.5.2.2. Selection of a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the charge-
sustaining Type I test shall be selected according to paragraph 3. of
Appendix 6 to this annex.

3.5.3. Type I test procedure

3.5.3.1. Vehicles shall be tested according to the Type I test procedure described in
Annex B6 and fuel consumption calculated according to Appendix 7 to this
annex.

3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to

this annex.

4.0 Calculations for hybrid electric, pure electric and compressed hydrogen fuel
cell vehicles

For results after 4 phases and results after 3 phases, the calculations in this
Annex need to be performed separately.

4.1. Calculations of gaseous emission compounds, particulate matter emission and

particle number emission

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4.1.1. Charge-sustaining mass emission of gaseous emission compounds,

particulate matter emission and particle number emission for OVC-HEVs and
NOVC-HEVs

The charge-sustaining particulate matter emission 𝑃𝑀𝐶𝑆 shall be calculated

according to paragraph 3.3. of Annex B7.

The charge-sustaining particle number emission 𝑃𝑁𝐶𝑆 shall be calculated

according to paragraph 4. of Annex B7.

4.1.1.1. Stepwise procedure for calculating the final test results of the charge-
sustaining Type I test for NOVC-HEVs and OVC-HEVs

The results shall be calculated in the order described in Table A8/5. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

𝑐 complete applicable test ;

𝑝 every applicable cycle phase,;

𝑖 applicable criteria emission component

(except CO2);

CS charge-sustaining;

CO2 CO2 mass emission.

Table A8/5

Calculation of final charge-sustaining gaseous emission

Step Source Input Process Output

No.

1 Annex B6 Raw test Charge-sustaining 𝑀𝑖,𝐶𝑆,𝑝,1,

results mass emissions g/km;
𝑀𝐶𝑂2,𝐶𝑆,𝑝,1,
Paragraphs 3. to g/km.
3.2.2. inclusive of
Annex B7.

2 Output step 1 𝑀𝑖,𝐶𝑆,𝑝,1, Calculation of 𝑀𝑖,𝐶𝑆,𝑐,2 ,

g/km; combined charge- g/km;
𝑀𝐶𝑂2,𝐶𝑆,𝑝,1, sustaining cycle 𝑀𝐶𝑂2,𝐶𝑆,𝑐,2 ,
g/km. values: g/km.

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4.1.1. Charge-sustaining mass emission of gaseous emission compounds,

particulate matter emission and particle number emission for OVC-HEVs and
NOVC-HEVs

The charge-sustaining particulate matter emission 𝑃𝑀𝐶𝑆 shall be calculated

according to paragraph 3.3. of Annex B7.

The charge-sustaining particle number emission 𝑃𝑁𝐶𝑆 shall be calculated

according to paragraph 4. of Annex B7.

4.1.1.1. Stepwise procedure for calculating the final test results of the charge-
sustaining Type I test for NOVC-HEVs and OVC-HEVs

The results shall be calculated in the order described in Table A8/5. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

𝑐 complete applicable test ;

𝑝 every applicable cycle phase,;

𝑖 applicable criteria emission component

(except CO2);

CS charge-sustaining;

CO2 CO2 mass emission.

Table A8/5

Calculation of final charge-sustaining gaseous emission

Step Source Input Process Output

No.

1 Annex B6 Raw test Charge-sustaining 𝑀𝑖,𝐶𝑆,𝑝,1,

results mass emissions g/km;
𝑀𝐶𝑂2,𝐶𝑆,𝑝,1,
Paragraphs 3. to g/km.
3.2.2. inclusive of
Annex B7.

2 Output step 1 𝑀𝑖,𝐶𝑆,𝑝,1, Calculation of 𝑀𝑖,𝐶𝑆,𝑐,2 ,

g/km; combined charge- g/km;
𝑀𝐶𝑂2,𝐶𝑆,𝑝,1, sustaining cycle 𝑀𝐶𝑂2,𝐶𝑆,𝑐,2 ,
g/km. values: g/km.

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𝑀𝑖,𝐶𝑆,𝑐,2
∑𝑝 𝑀𝑖,𝐶𝑆,𝑝,1 × 𝑑𝑝
=
∑𝑝 𝑑𝑝

𝑀𝐶𝑂2,𝐶𝑆,𝑐,2
∑𝑝 𝑀𝐶𝑂2,𝐶𝑆,𝑝,1 × 𝑑𝑝
=
∑𝑝 𝑑𝑝

where:

𝑀𝑖,𝐶𝑆,𝑐,2 is the charge-

sustaining mass
emission result over
the total cycle;

𝑀𝐶𝑂2,𝐶𝑆,𝑐,2 is the
charge-sustaining
CO2 mass emission
result over the total
cycle;

𝑑𝑝 are the driven

distances of the cycle
phases p.

3 Output step 1 𝑀𝐶𝑂2,𝐶𝑆,𝑝,1, REESS electric 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3,

g/km; energy change g/km;
correction 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3 ,
g/km.
Paragraphs 4.1.1.2. to
4.1.1.5. inclusive of
this annex.

Output step 2 𝑀𝐶𝑂2,𝐶𝑆,𝑐,2 ,

g/km.

4a Output step 2 𝑀𝑖,𝐶𝑆,𝑐,2 , Charge-sustaining 𝑀𝑖,𝐶𝑆,𝑐,4𝑎 ,

g/km; mass emission g/km;
correction for all 𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎 ,
vehicles equipped g/km.
with periodically
regenerating systems
𝐾𝑖 according to
Annex B6,
Appendix 1.

𝑀𝑖,𝐶𝑆,𝑐,4𝑎
= 𝐾𝑖 × 𝑀𝑖,𝐶𝑆,𝑐,2
or
𝑀𝑖,𝐶𝑆,𝑐,4𝑎
= 𝐾𝑖 + 𝑀𝑖,𝐶𝑆,𝑐,2
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𝑀𝑖,𝐶𝑆,𝑐,2
∑𝑝 𝑀𝑖,𝐶𝑆,𝑝,1 × 𝑑𝑝
=
∑𝑝 𝑑𝑝

𝑀𝐶𝑂2,𝐶𝑆,𝑐,2
∑𝑝 𝑀𝐶𝑂2,𝐶𝑆,𝑝,1 × 𝑑𝑝
=
∑𝑝 𝑑𝑝

where:

𝑀𝑖,𝐶𝑆,𝑐,2 is the charge-

sustaining mass
emission result over
the total cycle;

𝑀𝐶𝑂2,𝐶𝑆,𝑐,2 is the
charge-sustaining
CO2 mass emission
result over the total
cycle;

𝑑𝑝 are the driven

distances of the cycle
phases p.

3 Output step 1 𝑀𝐶𝑂2,𝐶𝑆,𝑝,1, REESS electric 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3,

g/km; energy change g/km;
correction 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3 ,
g/km.
Paragraphs 4.1.1.2. to
4.1.1.5. inclusive of
this annex.

Output step 2 𝑀𝐶𝑂2,𝐶𝑆,𝑐,2 ,

g/km.

4a Output step 2 𝑀𝑖,𝐶𝑆,𝑐,2 , Charge-sustaining 𝑀𝑖,𝐶𝑆,𝑐,4𝑎 ,

g/km; mass emission g/km;
correction for all 𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎 ,
vehicles equipped g/km.
with periodically
regenerating systems
𝐾𝑖 according to
Annex B6,
Appendix 1.

𝑀𝑖,𝐶𝑆,𝑐,4𝑎
= 𝐾𝑖 × 𝑀𝑖,𝐶𝑆,𝑐,2
or
𝑀𝑖,𝐶𝑆,𝑐,4𝑎
= 𝐾𝑖 + 𝑀𝑖,𝐶𝑆,𝑐,2
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and
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
= 𝐾𝐶𝑂2,𝐾𝑖
× 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3
or
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
= 𝐾𝐶𝑂2,𝐾𝑖
+ 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3

Additive offset or
multiplicative factor
to be used according
to Ki determination.

If Ki is not
applicable:

𝑀𝑖,𝐶𝑆,𝑐,4𝑎 = 𝑀𝑖,𝐶𝑆,𝑐,2
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
= 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3

4b Output step 3 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3, If Ki is applicable, 𝑀𝐶𝑂2,𝐶𝑆,𝑝,4,

g/km; align CO2 phase g/km.
𝑀𝐶𝑂2,𝐶𝑆,𝑐,3 , values to combined
g/km; cycle value:
Output step 𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎 ,
4a 𝑀𝐶𝑂2,𝐶𝑆,𝑝,4
g/km.
= 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3 × 𝐴𝐹𝐾𝑖

for every cycle phase

p;

where:
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
𝐴𝐹𝐾𝑖 =
𝑀𝐶𝑂2,𝐶𝑆,𝑐,3

If Ki is not
applicable:

𝑀𝐶𝑂2,𝐶𝑆,𝑝,4
= 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3

4c For results Mi,CS,c,4a, In the case these Mi,CS,c,4c;

g/km; values are used for
Output step the purpose of MCO2,CS,c,4c
4a MCO2,CS,c,4a, conformity of
g/km. production, the
criteria emission
values and CO2 mass
emission values shall
be multiplied with
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and
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
= 𝐾𝐶𝑂2,𝐾𝑖
× 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3
or
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
= 𝐾𝐶𝑂2,𝐾𝑖
+ 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3

Additive offset or
multiplicative factor
to be used according
to Ki determination.

If Ki is not
applicable:

𝑀𝑖,𝐶𝑆,𝑐,4𝑎 = 𝑀𝑖,𝐶𝑆,𝑐,2
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
= 𝑀𝐶𝑂2,𝐶𝑆,𝑐,3

4b Output step 3 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3, If Ki is applicable, 𝑀𝐶𝑂2,𝐶𝑆,𝑝,4,

g/km; align CO2 phase g/km.
𝑀𝐶𝑂2,𝐶𝑆,𝑐,3 , values to combined
g/km; cycle value:
Output step 𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎 ,
4a 𝑀𝐶𝑂2,𝐶𝑆,𝑝,4
g/km.
= 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3 × 𝐴𝐹𝐾𝑖

for every cycle phase

p;

where:
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑎
𝐴𝐹𝐾𝑖 =
𝑀𝐶𝑂2,𝐶𝑆,𝑐,3

If Ki is not
applicable:

𝑀𝐶𝑂2,𝐶𝑆,𝑝,4
= 𝑀𝐶𝑂2,𝐶𝑆,𝑝,3

4c For results Mi,CS,c,4a, In the case these Mi,CS,c,4c;

g/km; values are used for
Output step the purpose of MCO2,CS,c,4c
4a MCO2,CS,c,4a, conformity of
g/km. production, the
criteria emission
values and CO2 mass
emission values shall
be multiplied with
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the run-in factor RI

determined according
to paragraph 2.4. of
this regulation:

Mi,CS,c4c = RIC (j) ×

Mi,CS,c,4a

MCO2,CS,c,4c = RICO2
(j) x MCO2,CS,c,4a

In the case these

values are not used
for the purpose of
conformity of
production:

Mi,c,4c = Mi,c,4a

MCO2,c,4c = MCO2,c,4a

5 Output step 𝑀𝐶𝑂2,𝐶𝑆,𝑝,4, Placeholder for 𝑀𝐶𝑂2,𝐶𝑆,𝑐,5 ,

4b and 4c g/km; additional g/km;
Result 𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑐 , corrections, if 𝑀𝐶𝑂2,𝐶𝑆,𝑝,5,
of a g/km; applicable. g/km.
single
test. Otherwise:

𝑀𝐶𝑂2,𝐶𝑆,𝑐,5 =
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑐

𝑀𝐶𝑂2,𝐶𝑆,𝑝,5 =
𝑀𝐶𝑂2,𝐶𝑆,𝑝,4

𝑀𝑖,𝐶𝑆,𝑐,4𝑐 , Apply deterioration 𝑀𝑖,𝐶𝑆,𝑐,5 ,

g/km; factors calculated in g/km;
accordance with this
standard to the
criteria emissions
values.

Mi,c,5 = Mi,c,4c

In the case these

values are used for
the purpose of
conformity of
production, the
further steps (6 to 9)
are not required and

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the run-in factor RI

determined according
to paragraph 2.4. of
this regulation:

Mi,CS,c4c = RIC (j) ×

Mi,CS,c,4a

MCO2,CS,c,4c = RICO2
(j) x MCO2,CS,c,4a

In the case these

values are not used
for the purpose of
conformity of
production:

Mi,c,4c = Mi,c,4a

MCO2,c,4c = MCO2,c,4a

5 Output step 𝑀𝐶𝑂2,𝐶𝑆,𝑝,4, Placeholder for 𝑀𝐶𝑂2,𝐶𝑆,𝑐,5 ,

4b and 4c g/km; additional g/km;
Result 𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑐 , corrections, if 𝑀𝐶𝑂2,𝐶𝑆,𝑝,5,
of a g/km; applicable. g/km.
single
test. Otherwise:

𝑀𝐶𝑂2,𝐶𝑆,𝑐,5 =
𝑀𝐶𝑂2,𝐶𝑆,𝑐,4𝑐

𝑀𝐶𝑂2,𝐶𝑆,𝑝,5 =
𝑀𝐶𝑂2,𝐶𝑆,𝑝,4

𝑀𝑖,𝐶𝑆,𝑐,4𝑐 , Apply deterioration 𝑀𝑖,𝐶𝑆,𝑐,5 ,

g/km; factors calculated in g/km;
accordance with this
standard to the
criteria emissions
values.

Mi,c,5 = Mi,c,4c

In the case these

values are used for
the purpose of
conformity of
production, the
further steps (6 to 9)
are not required and

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the output of this step

is the final result.

6 For results For every Averaging of tests 𝑀𝑖,𝐶𝑆,𝑐,6 ,

test: and declared value g/km;
𝑀𝑖,𝐶𝑆 Output step 5 𝑀𝑖,𝐶𝑆,𝑐,5 , according to 𝑀𝐶𝑂2,𝐶𝑆,𝑐,6 ,
results g/km; paragraphs 1.2. to g/km;
of a 𝑀𝐶𝑂2,𝐶𝑆,𝑐,5 , 1.2.3. inclusive of 𝑀𝐶𝑂2,𝐶𝑆,𝑝,6,
Type 1 g/km; Annex B6. g/km;
test for 𝑀𝐶𝑂2,𝐶𝑆,𝑝,5, 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
a test g/km. , g/km.
vehicle.

7 For results 𝑀𝐶𝑂2,𝐶𝑆,𝑐,6 , Alignment of phase 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7 ,

g/km; values. g/km;
𝑀𝐶𝑂2,𝐶𝑆 Output step 6 𝑀𝐶𝑂2,𝐶𝑆,𝑝,6, Paragraph 1.2.4. of 𝑀𝐶𝑂2,𝐶𝑆,𝑝,7,
results g/km; Annex 6, g/km.
of a 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
Type 1 , g/km. and:
test for 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7
a test = 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
vehicle.

For Output step 6 For each of If in addition to a test 𝑀𝑖,𝐶𝑆,𝑐 , g/km;

results the test vehicle H a test 𝑀𝐶𝑂2,𝐶𝑆,𝑐 ,
vehicles H vehicle L and, if g/km;
8 and L and, applicable vehicle M 𝑀𝐶𝑂2,𝐶𝑆,𝑝 ,
if was also tested, the g/km;
Interpo applicable, resulting criteria
-lation vehicle M: emission value shall
family be the highest of the
result. 𝑀𝑖,𝐶𝑆,𝑐,6 , two or, if applicable,
g/km; three values and
Output step 7 For each of referred to as 𝑀𝑖,𝐶𝑆,𝑐
the test
Final
vehicles H In the case of the
criteria
and L and, combined THC+NOx
emissio
if emissions, the
n
applicable, highest value of the
result.
vehicle M: sum referring to
If the 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7 , either the vehicle H
interpol g/km; or vehicle L or, if
ation 𝑀𝐶𝑂2,𝐶𝑆,𝑝,7, applicable, vehicle M
method g/km. is to be taken as the
is not certification value.
applied
Otherwise, if no
, step
vehicle L or if
No. 9 is
applicable vehicle M
not
require
d and
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the output of this step

is the final result.

6 For results For every Averaging of tests 𝑀𝑖,𝐶𝑆,𝑐,6 ,

test: and declared value g/km;
𝑀𝑖,𝐶𝑆 Output step 5 𝑀𝑖,𝐶𝑆,𝑐,5 , according to 𝑀𝐶𝑂2,𝐶𝑆,𝑐,6 ,
results g/km; paragraphs 1.2. to g/km;
of a 𝑀𝐶𝑂2,𝐶𝑆,𝑐,5 , 1.2.3. inclusive of 𝑀𝐶𝑂2,𝐶𝑆,𝑝,6,
Type 1 g/km; Annex B6. g/km;
test for 𝑀𝐶𝑂2,𝐶𝑆,𝑝,5, 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
a test g/km. , g/km.
vehicle.

7 For results 𝑀𝐶𝑂2,𝐶𝑆,𝑐,6 , Alignment of phase 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7 ,

g/km; values. g/km;
𝑀𝐶𝑂2,𝐶𝑆 Output step 6 𝑀𝐶𝑂2,𝐶𝑆,𝑝,6, Paragraph 1.2.4. of 𝑀𝐶𝑂2,𝐶𝑆,𝑝,7,
results g/km; Annex 6, g/km.
of a 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
Type 1 , g/km. and:
test for 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7
a test = 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
vehicle.

For Output step 6 For each of If in addition to a test 𝑀𝑖,𝐶𝑆,𝑐 , g/km;

results the test vehicle H a test 𝑀𝐶𝑂2,𝐶𝑆,𝑐 ,
vehicles H vehicle L and, if g/km;
8 and L and, applicable vehicle M 𝑀𝐶𝑂2,𝐶𝑆,𝑝 ,
if was also tested, the g/km;
Interpo applicable, resulting criteria
-lation vehicle M: emission value shall
family be the highest of the
result. 𝑀𝑖,𝐶𝑆,𝑐,6 , two or, if applicable,
g/km; three values and
Output step 7 For each of referred to as 𝑀𝑖,𝐶𝑆,𝑐
the test
Final
vehicles H In the case of the
criteria
and L and, combined THC+NOx
emissio
if emissions, the
n
applicable, highest value of the
result.
vehicle M: sum referring to
If the 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7 , either the vehicle H
interpol g/km; or vehicle L or, if
ation 𝑀𝐶𝑂2,𝐶𝑆,𝑝,7, applicable, vehicle M
method g/km. is to be taken as the
is not certification value.
applied
Otherwise, if no
, step
vehicle L or if
No. 9 is
applicable vehicle M
not
require
d and
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Septemebr 2023

the was tested, 𝑀𝑖,𝐶𝑆,𝑐 =

output 𝑀𝑖,𝐶𝑆,𝑐,6
of this
step is In the case that the
the interpolation method
final is applied,
CO2 intermediate
result. rounding shall be
applied according to
paragraph 6.1.8. of
this regulation:

CO2 values derived

in step 7 of this table
shall be rounded to
two places of
decimal. Also, the
output for CO2 is
available for vehicles
H and vehicle L and,
if applicable, for
vehicle M.

In the case that the

interpolation method
is not applied, final
rounding shall be
applied according to
Paragraph 6.1.8. of
this regulation:

CO2 values derived

in step 7 of this table
shall be rounded to
the nearest whole
number.

For Output step 8 𝑀𝐶𝑂2,𝐶𝑆,𝑐 , CO2 mass emission 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑖𝑛𝑑 ,

results g/km; calculation according g/km;
𝑀𝐶𝑂2,𝐶𝑆,𝑝 , to paragraph 4.5.4.1. 𝑀𝐶𝑂2,𝐶𝑆,𝑝,𝑖𝑛𝑑 ,
9 g/km; of this annex for g/km.
individual vehicles in
Result an interpolation
of an family.
individ
ual Final rounding of
vehicle. individual vehicle
CO2 values shall be
Final performed according
CO2 to paragraph 6.1.8. of
result. this regulation.

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the was tested, 𝑀𝑖,𝐶𝑆,𝑐 =

output 𝑀𝑖,𝐶𝑆,𝑐,6
of this
step is In the case that the
the interpolation method
final is applied,
CO2 intermediate
result. rounding shall be
applied according to
paragraph 6.1.8. of
this regulation:

CO2 values derived

in step 7 of this table
shall be rounded to
two places of
decimal. Also, the
output for CO2 is
available for vehicles
H and vehicle L and,
if applicable, for
vehicle M.

In the case that the

interpolation method
is not applied, final
rounding shall be
applied according to
Paragraph 6.1.8. of
this regulation:

CO2 values derived

in step 7 of this table
shall be rounded to
the nearest whole
number.

For Output step 8 𝑀𝐶𝑂2,𝐶𝑆,𝑐 , CO2 mass emission 𝑀𝐶𝑂2,𝐶𝑆,𝑐,𝑖𝑛𝑑 ,

results g/km; calculation according g/km;
𝑀𝐶𝑂2,𝐶𝑆,𝑝 , to paragraph 4.5.4.1. 𝑀𝐶𝑂2,𝐶𝑆,𝑝,𝑖𝑛𝑑 ,
9 g/km; of this annex for g/km.
individual vehicles in
Result an interpolation
of an family.
individ
ual Final rounding of
vehicle. individual vehicle
CO2 values shall be
Final performed according
CO2 to paragraph 6.1.8. of
result. this regulation.

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CO2 values shall be

rounded to the
nearest whole
number.

Output is available
for each individual
vehicle.

4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to
this annex was not applied, the following charge-sustaining CO2 mass
emission shall be used:

𝑀𝐶𝑂2,𝐶𝑆 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏

where:

𝑀𝐶𝑂2,𝐶𝑆 is the charge-sustaining CO2 mass emission of the

charge-sustaining Type I test according to Table A8/5,
step No. 3, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining CO2 mass

emission of the charge-sustaining Type I test, not
corrected for the energy balance, determined according
to Table A8/5, step No. 2, g/km.

4.1.1.3. If the correction of the charge-sustaining CO2 mass emission is required

according to paragraph 1.1.3. of Appendix 2 to this annex or in the case that the
correction according to paragraph 1.1.4. of Appendix 2 to this annex was applied,
the corrected charge-sustaining CO2 mass emission shall be determined using the
following equation:

𝑀𝐶𝑂2,𝐶𝑆 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏 − 𝐾𝐶𝑂2 × 𝐸𝐶𝐷𝐶,𝐶𝑆

𝑀𝐶𝑂2,𝐶𝑆 is the charge-sustaining CO2 mass emission of the charge-

sustaining Type I test according to Table A8/5, step No. 3,
g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏 is the non-balanced CO2 mass emission of the charge-

sustaining Type I test, not corrected for the energy
balance, determined according to Table A8/5, step No. 2,
g/km;

𝐸𝐶𝐷𝐶,𝐶𝑆 is the electric energy consumption of the charge-

sustaining Type I test according to paragraph 4.3. of this
annex, Wh/km;

𝐾𝐶𝑂2 is the CO2 mass emission correction coefficient

according to paragraph 2.3.2. of Appendix 2 to this
annex, (g/km)/(Wh/km).

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CO2 values shall be

rounded to the
nearest whole
number.

Output is available
for each individual
vehicle.

4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to
this annex was not applied, the following charge-sustaining CO2 mass
emission shall be used:

𝑀𝐶𝑂2,𝐶𝑆 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏

where:

𝑀𝐶𝑂2,𝐶𝑆 is the charge-sustaining CO2 mass emission of the

charge-sustaining Type I test according to Table A8/5,
step No. 3, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining CO2 mass

emission of the charge-sustaining Type I test, not
corrected for the energy balance, determined according
to Table A8/5, step No. 2, g/km.

4.1.1.3. If the correction of the charge-sustaining CO2 mass emission is required

according to paragraph 1.1.3. of Appendix 2 to this annex or in the case that the
correction according to paragraph 1.1.4. of Appendix 2 to this annex was applied,
the corrected charge-sustaining CO2 mass emission shall be determined using the
following equation:

𝑀𝐶𝑂2,𝐶𝑆 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏 − 𝐾𝐶𝑂2 × 𝐸𝐶𝐷𝐶,𝐶𝑆

𝑀𝐶𝑂2,𝐶𝑆 is the charge-sustaining CO2 mass emission of the charge-

sustaining Type I test according to Table A8/5, step No. 3,
g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏 is the non-balanced CO2 mass emission of the charge-

sustaining Type I test, not corrected for the energy
balance, determined according to Table A8/5, step No. 2,
g/km;

𝐸𝐶𝐷𝐶,𝐶𝑆 is the electric energy consumption of the charge-

sustaining Type I test according to paragraph 4.3. of this
annex, Wh/km;

𝐾𝐶𝑂2 is the CO2 mass emission correction coefficient

according to paragraph 2.3.2. of Appendix 2 to this
annex, (g/km)/(Wh/km).

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4.1.1.4. where:

In the case that phase-specific CO2 mass emission correction coefficients have
not been determined, the phase-specific CO2 mass emission shall be calculated
using the following equation:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝐶𝑂2 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission of phase p of

the charge-sustaining Type I test according to Table A8/5,
step No. 3, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced CO2 mass emission of phase p of the

charge-sustaining Type I test, not corrected for the
energy balance, determined according to Table A8/5,
step No. 1, g/km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the

charge-sustaining Type I test according to paragraph 4.3.
of this annex, Wh/km;

𝐾𝐶𝑂2 is the CO2 mass emission correction coefficient

according to paragraph 2.3.2. of Appendix 2 to this
annex, (g/km)/(Wh/km).

4.1.1.5. In the case that phase-specific CO2 mass emission correction coefficients have
been determined, the phase-specific CO2 mass emission shall be calculated
using the following equation:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝐶𝑂2,𝑝 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission of phase p of

the charge-sustaining Type I test according to Table A8/5,
step No. 3, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced CO2 mass emission of phase p of the

charge-sustaining Type I test, not corrected for the energy
balance, determined according to Table A8/5, step No. 1,
g/km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the charge-

sustaining Type I test, determined according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝐶𝑂2,𝑝 is the CO2 mass emission correction coefficient according

to paragraph 2.3.2.2. of Appendix 2 to this annex,
(g/km)/(Wh/km);

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4.1.1.4. where:

In the case that phase-specific CO2 mass emission correction coefficients have
not been determined, the phase-specific CO2 mass emission shall be calculated
using the following equation:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝐶𝑂2 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission of phase p of

the charge-sustaining Type I test according to Table A8/5,
step No. 3, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced CO2 mass emission of phase p of the

charge-sustaining Type I test, not corrected for the
energy balance, determined according to Table A8/5,
step No. 1, g/km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the

charge-sustaining Type I test according to paragraph 4.3.
of this annex, Wh/km;

𝐾𝐶𝑂2 is the CO2 mass emission correction coefficient

according to paragraph 2.3.2. of Appendix 2 to this
annex, (g/km)/(Wh/km).

4.1.1.5. In the case that phase-specific CO2 mass emission correction coefficients have
been determined, the phase-specific CO2 mass emission shall be calculated
using the following equation:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 = 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝐶𝑂2,𝑝 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝑀𝐶𝑂2,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission of phase p of

the charge-sustaining Type I test according to Table A8/5,
step No. 3, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced CO2 mass emission of phase p of the

charge-sustaining Type I test, not corrected for the energy
balance, determined according to Table A8/5, step No. 1,
g/km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the charge-

sustaining Type I test, determined according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝐶𝑂2,𝑝 is the CO2 mass emission correction coefficient according

to paragraph 2.3.2.2. of Appendix 2 to this annex,
(g/km)/(Wh/km);

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𝑝 is the index of the individual phase within the applicable

WLTP test cycle.

4.1.2. Charge-depleting CO2 mass emission for OVC-HEVs

The utility factor-weighted charge-depleting CO2 mass emission MCO2,CD shall

be calculated using the following equation:

∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝑀𝐶𝑂2,𝐶𝐷,𝑗 )
𝑀𝐶𝑂2,𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗

where:

𝑀𝐶𝑂2,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑗 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase j of the charge-
depleting Type I test, g/km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to this

annex;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven up to the end of the transition

cycle according to paragraph 3.2.4.4. of this annex.

In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L, 𝑛𝑣𝑒ℎ_𝐿 .

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable, by

an individual vehicle within the vehicle interpolation family, 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 , is lower
than the transition cycle number driven by vehicle L, 𝑛𝑣𝑒ℎ_𝐿 , the confirmation
cycle of vehicle H and, if applicable, an individual vehicle shall be included in
the calculation.

The CO2 mass emission of each phase of the confirmation cycle shall be
subsequently corrected to an electric energy consumption of zero
(𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0) by using the CO2 correction coefficient according to
Appendix 2 to this annex.

4.1.3. Utility factor-weighted mass emissions of gaseous compounds, particulate

matter emission and particle number emission for OVC-HEVs.

4.1.3.1. The utility factor-weighted mass emission of gaseous compounds.

𝑘 𝑘

𝑀𝑖,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝑀𝑖,𝐶𝐷,𝑗 ) + (1 − ∑ 𝑈𝐹𝑗 ) × 𝑀𝑖,𝐶𝑆

𝑗=1 𝑗=1

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𝑝 is the index of the individual phase within the applicable

WLTP test cycle.

4.1.2. Charge-depleting CO2 mass emission for OVC-HEVs

The utility factor-weighted charge-depleting CO2 mass emission MCO2,CD shall

be calculated using the following equation:

∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝑀𝐶𝑂2,𝐶𝐷,𝑗 )
𝑀𝐶𝑂2,𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗

where:

𝑀𝐶𝑂2,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑗 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase j of the charge-
depleting Type I test, g/km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to this

annex;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven up to the end of the transition

cycle according to paragraph 3.2.4.4. of this annex.

In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L, 𝑛𝑣𝑒ℎ_𝐿 .

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable, by

an individual vehicle within the vehicle interpolation family, 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 , is lower
than the transition cycle number driven by vehicle L, 𝑛𝑣𝑒ℎ_𝐿 , the confirmation
cycle of vehicle H and, if applicable, an individual vehicle shall be included in
the calculation.

The CO2 mass emission of each phase of the confirmation cycle shall be
subsequently corrected to an electric energy consumption of zero
(𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0) by using the CO2 correction coefficient according to
Appendix 2 to this annex.

4.1.3. Utility factor-weighted mass emissions of gaseous compounds, particulate

matter emission and particle number emission for OVC-HEVs.

4.1.3.1. The utility factor-weighted mass emission of gaseous compounds.

𝑘 𝑘

𝑀𝑖,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝑀𝑖,𝐶𝐷,𝑗 ) + (1 − ∑ 𝑈𝐹𝑗 ) × 𝑀𝑖,𝐶𝑆

𝑗=1 𝑗=1

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where:

𝑀𝑖,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted mass emission compound i,

g/km;

𝑖 is the index of the considered gaseous emission

compound (except CO2);

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝑀𝑖,𝐶𝐷,𝑗 is the mass emission of the gaseous emission compound

i determined according to paragraph 3.2.1. of Annex B7
of phase j of the charge-depleting Type I test, g/km;

𝑀𝑖,𝐶𝑆 is the charge-sustaining mass emission of gaseous

emission compound i for the charge-sustaining Type I
test according to Table A8/5, step No. 6, g/km;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven until the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

For calculating the utility-factor weighted CO2 mass emission the following
equation shall be used:

𝑀𝐶𝑂2,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = (∑ 𝑈𝐹𝑗 ) × 𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

𝑗=1
𝑎𝑣𝑒
𝑘

+ (1 − (∑ 𝑈𝐹𝑗 ) ) × 𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝑗=1
𝑎𝑣𝑒

where:

𝑀𝐶𝑂2,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility-factor weighted charge-depleting CO2 mass

emission, g/km.

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km.

𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining CO2 mass emission

according to Table A8/5, step no. 7, g/km.

𝑘 is the average of the sum of utility factors of each charge-

(∑ 𝑈𝐹𝑗 ) depleting test.
𝑗=1
𝑎𝑣𝑒

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where:

𝑀𝑖,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted mass emission compound i,

g/km;

𝑖 is the index of the considered gaseous emission

compound (except CO2);

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝑀𝑖,𝐶𝐷,𝑗 is the mass emission of the gaseous emission compound

i determined according to paragraph 3.2.1. of Annex B7
of phase j of the charge-depleting Type I test, g/km;

𝑀𝑖,𝐶𝑆 is the charge-sustaining mass emission of gaseous

emission compound i for the charge-sustaining Type I
test according to Table A8/5, step No. 6, g/km;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven until the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

For calculating the utility-factor weighted CO2 mass emission the following
equation shall be used:

𝑀𝐶𝑂2,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = (∑ 𝑈𝐹𝑗 ) × 𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

𝑗=1
𝑎𝑣𝑒
𝑘

+ (1 − (∑ 𝑈𝐹𝑗 ) ) × 𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝑗=1
𝑎𝑣𝑒

where:

𝑀𝐶𝑂2,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility-factor weighted charge-depleting CO2 mass

emission, g/km.

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km.

𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining CO2 mass emission

according to Table A8/5, step no. 7, g/km.

𝑘 is the average of the sum of utility factors of each charge-

(∑ 𝑈𝐹𝑗 ) depleting test.
𝑗=1
𝑎𝑣𝑒

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j is the index number of the considered phase;

k is the number of phases driven until the end of the transition

cycle according to paragraph 3.2.4.4. of this annex.

In the case that the interpolation method is applied for CO2, k shall be the
number of phases driven up to the end of the transition cycle of vehicle L
𝑛𝑣𝑒ℎ_𝐿 . for the application of both equations of this paragraph.

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable, by

an individual vehicle within the vehicle interpolation family 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 is lower than
the transition cycle number driven by vehicle L, 𝑛𝑣𝑒ℎ_𝐿 , the confirmation cycle
of vehicle H and, if applicable, an individual vehicle shall be included in the
calculation.

The CO2 mass emission of each phase of the confirmation cycle shall then be
corrected to an electric energy consumption of zero (𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0) by using the
CO2 correction coefficient according to Appendix 2 to this annex.

4.1.3.2. The utility factor-weighted particle number emission shall be calculated using
the following equation:
𝑘 𝑘

𝑃𝑁 𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝑃𝑁𝐶𝐷,𝑗 ) + (1 − ∑ 𝑈𝐹𝑗 ) × 𝑃𝑁 𝐶𝑆

𝑗=1 𝑗=1

where:

𝑃𝑁 𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted particle number emission,

particles per kilometre;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝑃𝑁𝐶𝐷,𝑗 is the particle number emission during phase j determined

according to paragraph 4. of Annex B7 for the charge-
depleting Type I test, particles per kilometre;

𝑃𝑁𝐶𝑆 is the particle number emission determined according to

paragraph 4.1.1. of this annex for the charge-sustaining
Type I test, particles per kilometre;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven until the end of transition

cycle n according to paragraph 3.2.4.4. of this annex.

4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated

using the following equation:

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j is the index number of the considered phase;

k is the number of phases driven until the end of the transition

cycle according to paragraph 3.2.4.4. of this annex.

In the case that the interpolation method is applied for CO2, k shall be the
number of phases driven up to the end of the transition cycle of vehicle L
𝑛𝑣𝑒ℎ_𝐿 . for the application of both equations of this paragraph.

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable, by

an individual vehicle within the vehicle interpolation family 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 is lower than
the transition cycle number driven by vehicle L, 𝑛𝑣𝑒ℎ_𝐿 , the confirmation cycle
of vehicle H and, if applicable, an individual vehicle shall be included in the
calculation.

The CO2 mass emission of each phase of the confirmation cycle shall then be
corrected to an electric energy consumption of zero (𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0) by using the
CO2 correction coefficient according to Appendix 2 to this annex.

4.1.3.2. The utility factor-weighted particle number emission shall be calculated using
the following equation:
𝑘 𝑘

𝑃𝑁 𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝑃𝑁𝐶𝐷,𝑗 ) + (1 − ∑ 𝑈𝐹𝑗 ) × 𝑃𝑁 𝐶𝑆

𝑗=1 𝑗=1

where:

𝑃𝑁 𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted particle number emission,

particles per kilometre;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝑃𝑁𝐶𝐷,𝑗 is the particle number emission during phase j determined

according to paragraph 4. of Annex B7 for the charge-
depleting Type I test, particles per kilometre;

𝑃𝑁𝐶𝑆 is the particle number emission determined according to

paragraph 4.1.1. of this annex for the charge-sustaining
Type I test, particles per kilometre;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven until the end of transition

cycle n according to paragraph 3.2.4.4. of this annex.

4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated

using the following equation:

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𝑛𝑐 𝑛𝑐

𝑃𝑀 𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑐 × 𝑃𝑀𝐶𝐷,𝑐 ) + (1 − ∑ 𝑈𝐹𝑐 ) × 𝑃𝑀 𝐶𝑆

𝑐=1 𝑐=1

where:

𝑃𝑀𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted particulate matter emission,

mg/km;

𝑈𝐹𝑐 is the utility factor of cycle c according to Appendix 5 to this

annex;

𝑃𝑀𝐶𝐷,𝑐 is the charge-depleting particulate matter emission during

cycle c determined according to paragraph 3.3. of
Annex B7 for the charge-depleting Type I test, mg/km;

𝑃𝑀 𝐶𝑆 is the particulate matter emission of the charge-sustaining

Type I test according to paragraph 4.1.1. of this annex,
mg/km;

𝑐 is the index number of the cycle considered;

𝑛𝑐 is the number of applicable WLTP test cycles driven until

the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex.

4.2. Calculation of fuel consumption and fuel efficiency

4.2.1. Charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs,

OVC-FCHVs , NOVC-HEVs and NOVC-FCHVs

4.2.1.1. The charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs
and NOVC-HEVs shall be calculated stepwise according to Table A8/6.

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𝑛𝑐 𝑛𝑐

𝑃𝑀 𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑐 × 𝑃𝑀𝐶𝐷,𝑐 ) + (1 − ∑ 𝑈𝐹𝑐 ) × 𝑃𝑀 𝐶𝑆

𝑐=1 𝑐=1

where:

𝑃𝑀𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted particulate matter emission,

mg/km;

𝑈𝐹𝑐 is the utility factor of cycle c according to Appendix 5 to this

annex;

𝑃𝑀𝐶𝐷,𝑐 is the charge-depleting particulate matter emission during

cycle c determined according to paragraph 3.3. of
Annex B7 for the charge-depleting Type I test, mg/km;

𝑃𝑀 𝐶𝑆 is the particulate matter emission of the charge-sustaining

Type I test according to paragraph 4.1.1. of this annex,
mg/km;

𝑐 is the index number of the cycle considered;

𝑛𝑐 is the number of applicable WLTP test cycles driven until

the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex.

4.2. Calculation of fuel consumption and fuel efficiency

4.2.1. Charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs,

OVC-FCHVs , NOVC-HEVs and NOVC-FCHVs

4.2.1.1. The charge-sustaining fuel consumption and fuel efficiency for OVC-HEVs
and NOVC-HEVs shall be calculated stepwise according to Table A8/6.

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Table A8/6

Calculation of final charge-sustaining fuel consumption OVC-HEVs, NOVC-HEVs

Step No. Source Input Process Output

1 Output step 6, 𝑀𝑖,𝐶𝑆,𝑐,6 , Calculation of fuel 𝐹𝐶𝐶𝑆,𝑐,1 , l/100

g/km; consumption FCCS,c km;
Table A8/5 𝑀𝐶𝑂2,𝐶𝑆,𝑐,6 , according to paragraph 6. of
g/km; Annex B7 based on 𝐹𝐶𝐶𝑆,𝑝,1 , l/100
MCO2,CS,C,7 km.
The calculation of fuel
consumption shall be
performed separately for the
applicable cycle and its
phases.

For that purpose:

(a) the applicable phase or
cycle CO2 values shall be
used;
(b) the criteria emission over
the complete cycle shall be
used.

Output step 7, 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7 ,

g/km;
Table A8/5 𝑀𝐶𝑂2,𝐶𝑆,𝑝,7 ,
g/km.

2 Output step 1 𝐹𝐶𝐶𝑆,𝑐,1 , For FC the values derived in 𝐹𝐶𝐶𝑆,𝑐 , l/100

l/100 km; step No. 1 of this table shall km;
Interpolation 𝐹𝐶𝐶𝑆,𝑝,1 , be used. 𝐹𝐶𝐶𝑆,𝑝 , l/100
family result. l/100 km; km;
In the case that the
If the interpolation method is
interpolation applied, intermediate
method is rounding shall be applied
not applied, according to paragraph 6.1.8.
step No. 3 is of this Regulation.
not required
and the FC value shall be rounded to
output of this three places of decimal.
step is the
final result. Output is available for
vehicles H and vehicle L and,
if applicable, for vehicle M.

In the case that the

interpolation method is not

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Table A8/6

Calculation of final charge-sustaining fuel consumption OVC-HEVs, NOVC-HEVs

Step No. Source Input Process Output

1 Output step 6, 𝑀𝑖,𝐶𝑆,𝑐,6 , Calculation of fuel 𝐹𝐶𝐶𝑆,𝑐,1 , l/100

g/km; consumption FCCS,c km;
Table A8/5 𝑀𝐶𝑂2,𝐶𝑆,𝑐,6 , according to paragraph 6. of
g/km; Annex B7 based on 𝐹𝐶𝐶𝑆,𝑝,1 , l/100
MCO2,CS,C,7 km.
The calculation of fuel
consumption shall be
performed separately for the
applicable cycle and its
phases.

For that purpose:

(a) the applicable phase or
cycle CO2 values shall be
used;
(b) the criteria emission over
the complete cycle shall be
used.

Output step 7, 𝑀𝐶𝑂2,𝐶𝑆,𝑐,7 ,

g/km;
Table A8/5 𝑀𝐶𝑂2,𝐶𝑆,𝑝,7 ,
g/km.

2 Output step 1 𝐹𝐶𝐶𝑆,𝑐,1 , For FC the values derived in 𝐹𝐶𝐶𝑆,𝑐 , l/100

l/100 km; step No. 1 of this table shall km;
Interpolation 𝐹𝐶𝐶𝑆,𝑝,1 , be used. 𝐹𝐶𝐶𝑆,𝑝 , l/100
family result. l/100 km; km;
In the case that the
If the interpolation method is
interpolation applied, intermediate
method is rounding shall be applied
not applied, according to paragraph 6.1.8.
step No. 3 is of this Regulation.
not required
and the FC value shall be rounded to
output of this three places of decimal.
step is the
final result. Output is available for
vehicles H and vehicle L and,
if applicable, for vehicle M.

In the case that the

interpolation method is not

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applied, final rounding shall

be applied according to
paragraph 6.1.8. of this
Regulation.

FC values shall be rounded

to first place of decimal.

3 Output step 2 𝐹𝐶𝐶𝑆,𝑐 , Fuel consumption calculation 𝐹𝐶𝐶𝑆,𝑐,𝑖𝑛𝑑 ,

l/100 km; according to l/100 km;
Result of an 𝐹𝐶𝐶𝑆,𝑝 , paragraph 4.5.5.1.1. of this 𝐹𝐶𝐶𝑆,𝑝,𝑖𝑛𝑑 ,
individual l/100 km; annex for individual vehicles l/100 km;
vehicle. in an interpolation family.

Final FC Final rounding of individual

result. vehicle values shall be
performed according to
paragraph 6.1.8. of this
Regulation.

FC values shall be rounded to

the first place of decimal.

Output is available for each

individual vehicle.

4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs and OVC-FCHVs

4.2.1.2.1. Stepwise procedure for calculating the final test fuel consumption results of
the charge-sustaining Type I test for NOVC-FCHVs and OVC-FCHVs

The results shall be calculated in the order described in Table A8/7. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the
equations and results is used:

𝑐 complete applicable test cycle;

𝑝 every applicable cycle phase;

CS charge-sustaining

Table A8/7

Calculation of final charge-sustaining fuel consumption for NOVC-

FCHVs and OVC-FCHVs

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applied, final rounding shall

be applied according to
paragraph 6.1.8. of this
Regulation.

FC values shall be rounded

to first place of decimal.

3 Output step 2 𝐹𝐶𝐶𝑆,𝑐 , Fuel consumption calculation 𝐹𝐶𝐶𝑆,𝑐,𝑖𝑛𝑑 ,

l/100 km; according to l/100 km;
Result of an 𝐹𝐶𝐶𝑆,𝑝 , paragraph 4.5.5.1.1. of this 𝐹𝐶𝐶𝑆,𝑝,𝑖𝑛𝑑 ,
individual l/100 km; annex for individual vehicles l/100 km;
vehicle. in an interpolation family.

Final FC Final rounding of individual

result. vehicle values shall be
performed according to
paragraph 6.1.8. of this
Regulation.

FC values shall be rounded to

the first place of decimal.

Output is available for each

individual vehicle.

4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs and OVC-FCHVs

4.2.1.2.1. Stepwise procedure for calculating the final test fuel consumption results of
the charge-sustaining Type I test for NOVC-FCHVs and OVC-FCHVs

The results shall be calculated in the order described in Table A8/7. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the
equations and results is used:

𝑐 complete applicable test cycle;

𝑝 every applicable cycle phase;

CS charge-sustaining

Table A8/7

Calculation of final charge-sustaining fuel consumption for NOVC-

FCHVs and OVC-FCHVs

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For results all the calculations in this table shall be for the complete cycle

Step No. Source Input Process Output

1 Appendix 7 to Non- Charge-sustaining fuel

this annex. balanced consumption FCCS,c,1 𝐹𝐶𝐶𝑆,𝑐,1 , kg/100
charge- according to km.
sustaining paragraph 2.2.6. of
fuel Appendix 7 to this
consumption annex.

FCCS,nb,
kg/100km

2 Output step 1 𝐹𝐶𝐶𝑆,𝑐,1 , REESS electric energy 𝐹𝐶𝐶𝑆,𝑐,2 , kg/100

kg/100 km. change correction. km;

Paragraphs 4.2.1.2.2. to
4.2.1.2.5. (where
applicable) inclusive of
this annex.

3 Output step 2 𝐹𝐶𝐶𝑆,𝑐,2 ,

kg/100 km. 𝐹𝐶𝐶𝑆,𝑐,3 = 𝐹𝐶𝐶𝑆,𝑐,2 𝐹𝐶𝐶𝑆,𝑐,3 , kg/100
Result of a km.
single test.

4 Output step 3 For every Averaging of tests and

test: declared value 𝐹𝐶𝐶𝑆,𝑐,4 , kg/100
according to paragraphs km.
𝐹𝐶𝐶𝑆,𝑐,3 , 1.2. to 1.2.3. inclusive
kg/100 km. of Annex B6.

5 Output step 4 Alignment of phase

𝐹𝐶𝐶𝑆,𝑐,4 , values. 𝐹𝐶𝐶𝑆,𝑐,5 , kg/100
Interpolation kg/100 km; Paragraph 1.2.4. of km
family result. 𝐹𝐶𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 Annex B6,
, kg/100 km.
If the and:
interpolation 𝐹𝐶𝐶𝑆,𝑐,5
method is = 𝐹𝐶𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
not applied,
step No. 6 is FC value shall be
not required rounded according to
and the paragraph 6.1.8. of this
output of this Regulation to the
step is the second place of decimal.
final result.
In the case that the
𝐹𝐶𝐶𝑆 results interpolation method is
of a Type I not applied, final
rounding shall be
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For results all the calculations in this table shall be for the complete cycle

Step No. Source Input Process Output

1 Appendix 7 to Non- Charge-sustaining fuel

this annex. balanced consumption FCCS,c,1 𝐹𝐶𝐶𝑆,𝑐,1 , kg/100
charge- according to km.
sustaining paragraph 2.2.6. of
fuel Appendix 7 to this
consumption annex.

FCCS,nb,
kg/100km

2 Output step 1 𝐹𝐶𝐶𝑆,𝑐,1 , REESS electric energy 𝐹𝐶𝐶𝑆,𝑐,2 , kg/100

kg/100 km. change correction. km;

Paragraphs 4.2.1.2.2. to
4.2.1.2.5. (where
applicable) inclusive of
this annex.

3 Output step 2 𝐹𝐶𝐶𝑆,𝑐,2 ,

kg/100 km. 𝐹𝐶𝐶𝑆,𝑐,3 = 𝐹𝐶𝐶𝑆,𝑐,2 𝐹𝐶𝐶𝑆,𝑐,3 , kg/100
Result of a km.
single test.

4 Output step 3 For every Averaging of tests and

test: declared value 𝐹𝐶𝐶𝑆,𝑐,4 , kg/100
according to paragraphs km.
𝐹𝐶𝐶𝑆,𝑐,3 , 1.2. to 1.2.3. inclusive
kg/100 km. of Annex B6.

5 Output step 4 Alignment of phase

𝐹𝐶𝐶𝑆,𝑐,4 , values. 𝐹𝐶𝐶𝑆,𝑐,5 , kg/100
Interpolation kg/100 km; Paragraph 1.2.4. of km
family result. 𝐹𝐶𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 Annex B6,
, kg/100 km.
If the and:
interpolation 𝐹𝐶𝐶𝑆,𝑐,5
method is = 𝐹𝐶𝐶𝑆,𝑐,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
not applied,
step No. 6 is FC value shall be
not required rounded according to
and the paragraph 6.1.8. of this
output of this Regulation to the
step is the second place of decimal.
final result.
In the case that the
𝐹𝐶𝐶𝑆 results interpolation method is
of a Type I not applied, final
rounding shall be
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test for a test applied according to

vehicle. paragraph 6.1.8. of this
Regulation to the first
place of decimal.

6 Output step 5 Fuel consumption

𝐹𝐶𝐶𝑆,𝑐,5 , calculation according to 𝐹𝐶𝐶𝑆,𝑐,𝑖𝑛𝑑 , kg/100
Result of an kg/100 km; paragraph 4.5.5.1.3. of km;
individual this annex for individual
vehicle. vehicles in an
interpolation family.
Final FC
result. Final rounding of
individual vehicle
values shall be
performed according to
paragraph 6.1.8. of this
Regulation.

FC values shall be
rounded to the first
place of decimal.

Output is available for

each individual vehicle.

4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2
to this annex was not applied, the following charge-sustaining fuel
consumption shall be used:

𝐹𝐶𝐶𝑆 = 𝐹𝐶𝐶𝑆,𝑛𝑏

where:

𝐹𝐶𝐶𝑆 is the charge-sustaining fuel consumption of the charge-

sustaining Type I test according to Table A8/7, step
No. 2, kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption

of the charge-sustaining Type I test, not corrected for
the energy balance, according to Table A8/7, step No. 1,
kg/100 km.

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test for a test applied according to

vehicle. paragraph 6.1.8. of this
Regulation to the first
place of decimal.

6 Output step 5 Fuel consumption

𝐹𝐶𝐶𝑆,𝑐,5 , calculation according to 𝐹𝐶𝐶𝑆,𝑐,𝑖𝑛𝑑 , kg/100
Result of an kg/100 km; paragraph 4.5.5.1.3. of km;
individual this annex for individual
vehicle. vehicles in an
interpolation family.
Final FC
result. Final rounding of
individual vehicle
values shall be
performed according to
paragraph 6.1.8. of this
Regulation.

FC values shall be
rounded to the first
place of decimal.

Output is available for

each individual vehicle.

4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2
to this annex was not applied, the following charge-sustaining fuel
consumption shall be used:

𝐹𝐶𝐶𝑆 = 𝐹𝐶𝐶𝑆,𝑛𝑏

where:

𝐹𝐶𝐶𝑆 is the charge-sustaining fuel consumption of the charge-

sustaining Type I test according to Table A8/7, step
No. 2, kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption

of the charge-sustaining Type I test, not corrected for
the energy balance, according to Table A8/7, step No. 1,
kg/100 km.

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4.2.1.2.3. If the correction of the fuel consumption is required according to

paragraph 1.1.3. of Appendix 2 to this annex or in the case that the
correction according to paragraph 1.1.4. of Appendix 2 to this annex was
applied, the fuel consumption correction coefficient shall be determined
according to paragraph 2. of Appendix 2 to this annex. The corrected
charge-sustaining fuel consumption shall be determined using the following
equation:

𝐹𝐶𝐶𝑆 = 𝐹𝐶𝐶𝑆,𝑛𝑏 − 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 × 𝐸𝐶𝐷𝐶,𝐶𝑆

where:

𝐹𝐶𝐶𝑆 is the charge-sustaining fuel consumption of the charge-

sustaining Type I test according to Table A8/7, step No. 2,
kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced fuel consumption of the charge-sustaining

Type I test, not corrected for the energy balance, according to
Table A8/7, step No. 1, kg/100 km;

𝐸𝐶𝐷𝐶,𝐶𝑆 is the electric energy consumption of the charge-sustaining

Type I test according to paragraph 4.3. of this annex, Wh/km;

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 is the fuel consumption correction coefficient according to

paragraph 2.3.1 of Appendix 2 to this annex,
(kg/100 km)/(Wh/km).

4.2.1.2.4. In the case that phase-specific fuel consumption correction coefficients

have not been determined, the phase-specific fuel consumption shall be
calculated using the following equation:

𝐹𝐶𝐶𝑆,𝑝 = 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝐹𝐶𝐶𝑆,𝑝 is the charge-sustaining fuel consumption of phase p of

the charge-sustaining Type I test according to
Table A8/7, step No. 2, kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced fuel consumption of phase p of the

charge-sustaining Type I test, not corrected for the
energy balance, according to Table A8/7, step No. 1,
kg/100 km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the

charge-sustaining Type I test, determined according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 is the fuel consumption correction coefficient according

to paragraph 2.3.1. of Appendix 2 to this annex,
(kg/100 km)/(Wh/km);

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4.2.1.2.3. If the correction of the fuel consumption is required according to

paragraph 1.1.3. of Appendix 2 to this annex or in the case that the
correction according to paragraph 1.1.4. of Appendix 2 to this annex was
applied, the fuel consumption correction coefficient shall be determined
according to paragraph 2. of Appendix 2 to this annex. The corrected
charge-sustaining fuel consumption shall be determined using the following
equation:

𝐹𝐶𝐶𝑆 = 𝐹𝐶𝐶𝑆,𝑛𝑏 − 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 × 𝐸𝐶𝐷𝐶,𝐶𝑆

where:

𝐹𝐶𝐶𝑆 is the charge-sustaining fuel consumption of the charge-

sustaining Type I test according to Table A8/7, step No. 2,
kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced fuel consumption of the charge-sustaining

Type I test, not corrected for the energy balance, according to
Table A8/7, step No. 1, kg/100 km;

𝐸𝐶𝐷𝐶,𝐶𝑆 is the electric energy consumption of the charge-sustaining

Type I test according to paragraph 4.3. of this annex, Wh/km;

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 is the fuel consumption correction coefficient according to

paragraph 2.3.1 of Appendix 2 to this annex,
(kg/100 km)/(Wh/km).

4.2.1.2.4. In the case that phase-specific fuel consumption correction coefficients

have not been determined, the phase-specific fuel consumption shall be
calculated using the following equation:

𝐹𝐶𝐶𝑆,𝑝 = 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝐹𝐶𝐶𝑆,𝑝 is the charge-sustaining fuel consumption of phase p of

the charge-sustaining Type I test according to
Table A8/7, step No. 2, kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced fuel consumption of phase p of the

charge-sustaining Type I test, not corrected for the
energy balance, according to Table A8/7, step No. 1,
kg/100 km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the

charge-sustaining Type I test, determined according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 is the fuel consumption correction coefficient according

to paragraph 2.3.1. of Appendix 2 to this annex,
(kg/100 km)/(Wh/km);

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𝑝 is the index of the individual phase within the applicable

WLTP test cycle.

4.2.1.2.5. In the case that phase-specific fuel consumption correction coefficients

have been determined, the phase-specific fuel consumption shall be
calculated using the following equation:

𝐹𝐶𝐶𝑆,𝑝 = 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉,𝑝 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝐹𝐶𝐶𝑆,𝑝 is the charge-sustaining fuel consumption of phase p of

the charge-sustaining Type I test according to
Table A8/7, step No. 2, kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced fuel consumption of phase p of the

charge-sustaining Type I test, not corrected for the
energy balance, according to Table A8/7, step No. 1,
kg/100 km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the

charge-sustaining Type I test, determined according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉,𝑝 is the fuel consumption correction coefficient for the

correction of the phase p according to paragraph 2.3.1.2.
of Appendix 2 to this annex, (kg/100 km)/(Wh/km);

𝑝 is the index of the individual phase within the applicable

WLTP test cycle.

4.2.2. The charge-depleting fuel consumption for OVC-HEVs and OVC-FCHVs

The utility factor-weighted charge-depleting fuel consumption 𝐹𝐶𝐶𝐷 shall

be calculated using the following equation:

∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝐹𝐶𝐶𝐷,𝑗 )
𝐹𝐶𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗

where:

𝐹𝐶𝐶𝐷 is the utility factor weighted charge-depleting fuel

consumption, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption for phase j of the charge-depleting

Type I test, determined according to paragraph 6. of Annex
B7, l/100 km in the case of OVC-HEVs and kg/100km in
the case of OVC-FCHVs;

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𝑝 is the index of the individual phase within the applicable

WLTP test cycle.

4.2.1.2.5. In the case that phase-specific fuel consumption correction coefficients

have been determined, the phase-specific fuel consumption shall be
calculated using the following equation:

𝐹𝐶𝐶𝑆,𝑝 = 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 − 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉,𝑝 × 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝

where:

𝐹𝐶𝐶𝑆,𝑝 is the charge-sustaining fuel consumption of phase p of

the charge-sustaining Type I test according to
Table A8/7, step No. 2, kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑝 is the non-balanced fuel consumption of phase p of the

charge-sustaining Type I test, not corrected for the
energy balance, according to Table A8/7, step No. 1,
kg/100 km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑝 is the electric energy consumption of phase p of the

charge-sustaining Type I test, determined according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉,𝑝 is the fuel consumption correction coefficient for the

correction of the phase p according to paragraph 2.3.1.2.
of Appendix 2 to this annex, (kg/100 km)/(Wh/km);

𝑝 is the index of the individual phase within the applicable

WLTP test cycle.

4.2.2. The charge-depleting fuel consumption for OVC-HEVs and OVC-FCHVs

The utility factor-weighted charge-depleting fuel consumption 𝐹𝐶𝐶𝐷 shall

be calculated using the following equation:

∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝐹𝐶𝐶𝐷,𝑗 )
𝐹𝐶𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗

where:

𝐹𝐶𝐶𝐷 is the utility factor weighted charge-depleting fuel

consumption, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption for phase j of the charge-depleting

Type I test, determined according to paragraph 6. of Annex
B7, l/100 km in the case of OVC-HEVs and kg/100km in
the case of OVC-FCHVs;

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𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L 𝑛𝑣𝑒ℎ_𝐿 .

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable,

by an individual vehicle within the vehicle interpolation family, 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 , is
lower than the transition cycle number driven by vehicle L 𝑛𝑣𝑒ℎ_𝐿 the
confirmation cycle of vehicle H and, if applicable, an individual vehicle
shall be included in the calculation.

The fuel consumption of each phase of the confirmation cycle shall be

calculated according to paragraph 6. of Annex B7 with the criteria emission
over the complete confirmation cycle and the applicable CO2 phase value
which shall be corrected to an electric energy consumption of zero,
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0, by using the CO2 mass correction coefficient (KCO2)
according to Appendix 2 to this annex.

4.2.3. Utility factor-weighted fuel consumption for OVC-HEVs and OVC-FCHVs

The utility factor-weighted fuel consumption from the charge-depleting and

charge-sustaining Type I test shall be calculated using the following
equation:

𝑘
𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝐹𝐶𝐶𝐷,𝑗 ) × + (1
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
𝑗=1
𝑘

− ∑ 𝑈𝐹𝑗 ) × 𝐹𝐶 𝐶𝑆
𝑗=1

where:

𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption,

l/100 km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

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𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L 𝑛𝑣𝑒ℎ_𝐿 .

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable,

by an individual vehicle within the vehicle interpolation family, 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 , is
lower than the transition cycle number driven by vehicle L 𝑛𝑣𝑒ℎ_𝐿 the
confirmation cycle of vehicle H and, if applicable, an individual vehicle
shall be included in the calculation.

The fuel consumption of each phase of the confirmation cycle shall be

calculated according to paragraph 6. of Annex B7 with the criteria emission
over the complete confirmation cycle and the applicable CO2 phase value
which shall be corrected to an electric energy consumption of zero,
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0, by using the CO2 mass correction coefficient (KCO2)
according to Appendix 2 to this annex.

4.2.3. Utility factor-weighted fuel consumption for OVC-HEVs and OVC-FCHVs

The utility factor-weighted fuel consumption from the charge-depleting and

charge-sustaining Type I test shall be calculated using the following
equation:

𝑘
𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝐹𝐶𝐶𝐷,𝑗 ) × + (1
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
𝑗=1
𝑘

− ∑ 𝑈𝐹𝑗 ) × 𝐹𝐶 𝐶𝑆
𝑗=1

where:

𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption,

l/100 km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

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𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption of phase j of the charge-depleting

Type I test, determined according to paragraph 6. of
Annex B7, l/100 km;

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/8, step no. 13, g/km;

𝐹𝐶 𝐶𝑆 is the fuel consumption determined according to

Table A8/6, step No. 1, l/100 km;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

The utility factor-weighted fuel consumption for OVC-FCHVs from the

charge-depleting and charge-sustaining Type I test shall be calculated using
the following equation:
𝑘 𝑘
𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝐹𝐶𝐶𝐷,𝑗 ) × + (1 − ∑ 𝑈𝐹𝑗 ) × 𝐹𝐶 𝐶𝑆
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
𝑗=1 𝑗=1

where:

𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption,

kg/100km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption of phase j of the charge-depleting

Type I test, determined according to paragraph 6. of
Annex 7, kg/100km;

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting fuel consumption

according to Table A8/9a, step no. 11, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/9a, step no. 10, kg/100km;

𝐹𝐶 𝐶𝑆 is the fuel consumption determined according to Table

A8/7, step No. 1, kg/100km;

𝑗 is the index number for the considered phase;

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𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption of phase j of the charge-depleting

Type I test, determined according to paragraph 6. of
Annex B7, l/100 km;

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/8, step no. 13, g/km;

𝐹𝐶 𝐶𝑆 is the fuel consumption determined according to

Table A8/6, step No. 1, l/100 km;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

The utility factor-weighted fuel consumption for OVC-FCHVs from the

charge-depleting and charge-sustaining Type I test shall be calculated using
the following equation:
𝑘 𝑘
𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = ∑(𝑈𝐹𝑗 × 𝐹𝐶𝐶𝐷,𝑗 ) × + (1 − ∑ 𝑈𝐹𝑗 ) × 𝐹𝐶 𝐶𝑆
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
𝑗=1 𝑗=1

where:

𝐹𝐶𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption,

kg/100km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption of phase j of the charge-depleting

Type I test, determined according to paragraph 6. of
Annex 7, kg/100km;

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting fuel consumption

according to Table A8/9a, step no. 11, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/9a, step no. 10, kg/100km;

𝐹𝐶 𝐶𝑆 is the fuel consumption determined according to Table

A8/7, step No. 1, kg/100km;

𝑗 is the index number for the considered phase;

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𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L 𝑛𝑣𝑒ℎ_𝐿 .

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable,

by an individual vehicle within the vehicle interpolation family 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 is
lower than the transition cycle number driven by vehicle L, 𝑛𝑣𝑒ℎ_𝐿 , the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall
be included in the calculation.

The fuel consumption of each phase of the confirmation cycle shall be

calculated according to paragraph 6. of Annex B7 with the criteria emission
over the complete confirmation cycle and the applicable CO2 phase value
which shall be corrected to an electric energy consumption of
zero 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0 by using the CO2 mass correction coefficient (KCO2)
according to Appendix 2 to this annex.

4.3. Calculation of electric energy consumption

For the determination of the electric energy consumption based on the

current and voltage determined according to Appendix 3 to this annex, the
following equations shall be used:

𝛥𝐸𝑅𝐸𝐸𝑆𝑆,𝑗
𝐸𝐶𝐷𝐶,𝑗 =
𝑑𝑗

where:

𝐸𝐶𝐷𝐶,𝑗 is the electric energy consumption over the considered

period j based on the REESS depletion, Wh/km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the electric energy change of all REESSs during the

considered period j, Wh;

𝑑𝑗 is the distance driven in the considered period j, km;

And
𝑛

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 = ∑ ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖
𝑖=1

where:

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𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

In the case that the interpolation method is applied, k shall be the number of
phases driven up to the end of the transition cycle of vehicle L 𝑛𝑣𝑒ℎ_𝐿 .

If the transition cycle number driven by vehicle H, 𝑛𝑣𝑒ℎ𝐻 , and, if applicable,

by an individual vehicle within the vehicle interpolation family 𝑛𝑣𝑒ℎ𝑖𝑛𝑑 is
lower than the transition cycle number driven by vehicle L, 𝑛𝑣𝑒ℎ_𝐿 , the
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall
be included in the calculation.

The fuel consumption of each phase of the confirmation cycle shall be

calculated according to paragraph 6. of Annex B7 with the criteria emission
over the complete confirmation cycle and the applicable CO2 phase value
which shall be corrected to an electric energy consumption of
zero 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 = 0 by using the CO2 mass correction coefficient (KCO2)
according to Appendix 2 to this annex.

4.3. Calculation of electric energy consumption

For the determination of the electric energy consumption based on the

current and voltage determined according to Appendix 3 to this annex, the
following equations shall be used:

𝛥𝐸𝑅𝐸𝐸𝑆𝑆,𝑗
𝐸𝐶𝐷𝐶,𝑗 =
𝑑𝑗

where:

𝐸𝐶𝐷𝐶,𝑗 is the electric energy consumption over the considered

period j based on the REESS depletion, Wh/km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the electric energy change of all REESSs during the

considered period j, Wh;

𝑑𝑗 is the distance driven in the considered period j, km;

And
𝑛

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 = ∑ ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖
𝑖=1

where:

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∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 is the electric energy change of REESS i during the

considered period j, Wh;

and
𝑡𝑒𝑛𝑑
1
∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 = × ∫ 𝑈(𝑡)𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 × 𝐼(𝑡)𝑗,𝑖 𝑑𝑡
3600
𝑡0

where:

𝑈(𝑡)𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 is the voltage of REESS i during the considered period j

determined according to Appendix 3 to this annex, V;

𝑡0 is the time at the beginning of the considered period j,

𝑡𝑒𝑛𝑑 is the time at the end of the considered period j, s;

𝐼(𝑡)𝑗,𝑖 is the electric current of REESS i during the considered

period j determined according to Appendix 3 to this
annex, A;

𝑖 is the index number of the considered REESS;

𝑛 is the total number of REESS;

𝑗 is the index for the considered period, where a period

can be any combination of phases or cycles;

1 is the conversion factor from Ws to Wh.

3600
4.3.1. Utility factor-weighted charge-depleting electric energy consumption based
on the recharged electric energy from the mains for OVC-HEVs and OVC-
FCHV

The utility factor-weighted charge-depleting electric energy consumption

based on the recharged electric energy from the mains shall be calculated
using the following equation:

∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝐸𝐶𝐴𝐶,𝐶𝐷,𝑗 )
𝐸𝐶𝐴𝐶,𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗

where:

𝐸𝐶𝐴𝐶,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric energy
from the mains, Wh/km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

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∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 is the electric energy change of REESS i during the

considered period j, Wh;

and
𝑡𝑒𝑛𝑑
1
∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 = × ∫ 𝑈(𝑡)𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 × 𝐼(𝑡)𝑗,𝑖 𝑑𝑡
3600
𝑡0

where:

𝑈(𝑡)𝑅𝐸𝐸𝑆𝑆,𝑗,𝑖 is the voltage of REESS i during the considered period j

determined according to Appendix 3 to this annex, V;

𝑡0 is the time at the beginning of the considered period j,

𝑡𝑒𝑛𝑑 is the time at the end of the considered period j, s;

𝐼(𝑡)𝑗,𝑖 is the electric current of REESS i during the considered

period j determined according to Appendix 3 to this
annex, A;

𝑖 is the index number of the considered REESS;

𝑛 is the total number of REESS;

𝑗 is the index for the considered period, where a period

can be any combination of phases or cycles;

1 is the conversion factor from Ws to Wh.

3600
4.3.1. Utility factor-weighted charge-depleting electric energy consumption based
on the recharged electric energy from the mains for OVC-HEVs and OVC-
FCHV

The utility factor-weighted charge-depleting electric energy consumption

based on the recharged electric energy from the mains shall be calculated
using the following equation:

∑𝑘𝑗=1(𝑈𝐹𝑗 × 𝐸𝐶𝐴𝐶,𝐶𝐷,𝑗 )
𝐸𝐶𝐴𝐶,𝐶𝐷 =
∑𝑘𝑗=1 𝑈𝐹𝑗

where:

𝐸𝐶𝐴𝐶,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric energy
from the mains, Wh/km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

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𝐸𝐶𝐴𝐶,𝐶𝐷,𝑗 is the electric energy consumption based on the recharged

electric energy from the mains of phase j, Wh/km;

and

𝐸𝐴𝐶
𝐸𝐶𝐴𝐶,𝐶𝐷,𝑗 = 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 × 𝑘
∑𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗

where:

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 is the electric energy consumption based on the REESS

depletion of phase j of the charge-depleting Type I test
according to paragraph 4.3. of this annex, Wh/km;

𝐸𝐴𝐶 is the recharged electric energy from the mains determined

according to paragraph 3.2.4.6. of this annex, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the electric energy change of all REESSs of phase j

according to paragraph 4.3. of this annex, Wh;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the transition

cycle according to paragraph 3.2.4.4. of this annex.

In the case that the interpolation method is applied, k is the number of phases
driven up to the end of the transition cycle of L,nveh_L.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

4.3.2. Utility factor-weighted electric energy consumption based on the recharged

electric energy from the mains for OVC-HEVs and OVC-FCHVs

The utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains shall be calculated using the
following equation:
𝑘

𝐸𝐶𝐴𝐶,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = (∑ 𝑈𝐹𝑗 ) × 𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

𝑗=1

where:

𝐸𝐶𝐴𝐶,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted electric energy consumption

based on the recharged electric energy from the
mains, Wh/km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

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𝐸𝐶𝐴𝐶,𝐶𝐷,𝑗 is the electric energy consumption based on the recharged

electric energy from the mains of phase j, Wh/km;

and

𝐸𝐴𝐶
𝐸𝐶𝐴𝐶,𝐶𝐷,𝑗 = 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 × 𝑘
∑𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗

where:

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑗 is the electric energy consumption based on the REESS

depletion of phase j of the charge-depleting Type I test
according to paragraph 4.3. of this annex, Wh/km;

𝐸𝐴𝐶 is the recharged electric energy from the mains determined

according to paragraph 3.2.4.6. of this annex, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the electric energy change of all REESSs of phase j

according to paragraph 4.3. of this annex, Wh;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the transition

cycle according to paragraph 3.2.4.4. of this annex.

In the case that the interpolation method is applied, k is the number of phases
driven up to the end of the transition cycle of L,nveh_L.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

4.3.2. Utility factor-weighted electric energy consumption based on the recharged

electric energy from the mains for OVC-HEVs and OVC-FCHVs

The utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains shall be calculated using the
following equation:
𝑘

𝐸𝐶𝐴𝐶,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = (∑ 𝑈𝐹𝑗 ) × 𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

𝑗=1

where:

𝐸𝐶𝐴𝐶,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted electric energy consumption

based on the recharged electric energy from the
mains, Wh/km;

𝑈𝐹𝑗 is the utility factor of phase j according to Appendix 5 to

this annex;

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𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting electric energy

consumption based on the recharged electric energy from
the mains for OVC-HEVs according to Table A8/8, step
14 and for OVC-FCHVs according to Table A8/9a, step
11, Wh/km;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

In the case that the interpolation method is applied, k is the number of phases
driven up to the end of the transition cycle of vehicle L, nveh_L.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

4.3.3. Electric energy consumption for OVC-HEVs and OVC-FCHVs

4.3.3.1. Determination of cycle-specific electric energy consumption

The electric energy consumption based on the recharged electric energy from
the mains and the equivalent all-electric range shall be calculated using the
following equation:

𝐸𝐴𝐶
EC =
𝐸𝐴𝐸𝑅
where:

EC is the electric energy consumption of the applicable

WLTP test cycle based on the recharged electric energy
from the mains and the equivalent all-electric range,
Wh/km;

EAC is the recharged electric energy from the mains according

to paragraph 3.2.4.6. of this annex, Wh;

EAER is the equivalent all-electric range for OVC-HEVs

according to paragraph 4.4.4.1. of this annex, km. and for
OVC-FCHVs according to paragraph 4.4.6.1. of this
annex, km.

4.3.3.2. Determination of phase-specific electric energy consumption

The phase-specific electric energy consumption based on the recharged

electric energy from the mains and the phase-specific equivalent all-electric
range shall be calculated using the following equation:
𝐸𝐴𝐶
𝐸𝐶𝑝 = 𝐸𝐴𝐸𝑅𝑝

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𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting electric energy

consumption based on the recharged electric energy from
the mains for OVC-HEVs according to Table A8/8, step
14 and for OVC-FCHVs according to Table A8/9a, step
11, Wh/km;

𝑗 is the index number for the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle according to paragraph 3.2.4.4. of this
annex.

In the case that the interpolation method is applied, k is the number of phases
driven up to the end of the transition cycle of vehicle L, nveh_L.

For OVC-FCHVs, the considered phase j shall be the applicable WLTP test
cycle only.

4.3.3. Electric energy consumption for OVC-HEVs and OVC-FCHVs

4.3.3.1. Determination of cycle-specific electric energy consumption

The electric energy consumption based on the recharged electric energy from
the mains and the equivalent all-electric range shall be calculated using the
following equation:

𝐸𝐴𝐶
EC =
𝐸𝐴𝐸𝑅
where:

EC is the electric energy consumption of the applicable

WLTP test cycle based on the recharged electric energy
from the mains and the equivalent all-electric range,
Wh/km;

EAC is the recharged electric energy from the mains according

to paragraph 3.2.4.6. of this annex, Wh;

EAER is the equivalent all-electric range for OVC-HEVs

according to paragraph 4.4.4.1. of this annex, km. and for
OVC-FCHVs according to paragraph 4.4.6.1. of this
annex, km.

4.3.3.2. Determination of phase-specific electric energy consumption

The phase-specific electric energy consumption based on the recharged

electric energy from the mains and the phase-specific equivalent all-electric
range shall be calculated using the following equation:
𝐸𝐴𝐶
𝐸𝐶𝑝 = 𝐸𝐴𝐸𝑅𝑝

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where:

𝐸𝐶𝑝 is the phase-specific electric energy consumption based on the

recharged electric energy from the mains and the equivalent all-
electric range, Wh/km;

𝐸𝐴𝐶 is the recharged electric energy from the mains according to

paragraph 3.2.4.6. of this annex, Wh;

𝐸𝐴𝐸𝑅𝑝 is the phase-specific equivalent all-electric range according to

paragraph 4.4.4.2. of this annex, km.

4.3.4 Electric energy consumption of PEVs

4.3.4.1. The electric energy consumption determined in this paragraph shall be

calculated only if the vehicle was able to follow the applicable test cycle
within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of
Annex B6 during the entire considered period.

4.3.4.2. Electric energy consumption determination of the applicable WLTP test

cycle

The electric energy consumption of the applicable WLTP test cycle based on
the recharged electric energy from the mains and the pure electric range shall
be calculated using the following equation:

𝐸𝐴𝐶
𝐸𝐶𝑊𝐿𝑇𝐶 =
𝑃𝐸𝑅𝑊𝐿𝑇𝐶

where:

𝐸𝐶𝑊𝐿𝑇𝐶 is the electric energy consumption of the applicable WLTP test

cycle based on the recharged electric energy from the mains and
the pure electric range for the applicable WLTP test cycle,
Wh/km;

EAC is the recharged electric energy from the mains according to

paragraph 3.4.4.3. of this annex, Wh;

𝑃𝐸𝑅𝑊𝐿𝑇𝐶 is the pure electric range for the applicable WLTP test cycle as
calculated according to paragraph 4.4.2.1.1. or
paragraph 4.4.2.2.1. of this annex, depending on the PEV test
procedure used, km.

4.3.4.3. Reserved.

4.3.4.4. Electric energy consumption determination of the phase-specific values

The electric energy consumption of each individual phase based on the

recharged electric energy from the mains and the phase-specific pure electric
range shall be calculated using the following equation:

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where:

𝐸𝐶𝑝 is the phase-specific electric energy consumption based on the

recharged electric energy from the mains and the equivalent all-
electric range, Wh/km;

𝐸𝐴𝐶 is the recharged electric energy from the mains according to

paragraph 3.2.4.6. of this annex, Wh;

𝐸𝐴𝐸𝑅𝑝 is the phase-specific equivalent all-electric range according to

paragraph 4.4.4.2. of this annex, km.

4.3.4 Electric energy consumption of PEVs

4.3.4.1. The electric energy consumption determined in this paragraph shall be

calculated only if the vehicle was able to follow the applicable test cycle
within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of
Annex B6 during the entire considered period.

4.3.4.2. Electric energy consumption determination of the applicable WLTP test

cycle

The electric energy consumption of the applicable WLTP test cycle based on
the recharged electric energy from the mains and the pure electric range shall
be calculated using the following equation:

𝐸𝐴𝐶
𝐸𝐶𝑊𝐿𝑇𝐶 =
𝑃𝐸𝑅𝑊𝐿𝑇𝐶

where:

𝐸𝐶𝑊𝐿𝑇𝐶 is the electric energy consumption of the applicable WLTP test

cycle based on the recharged electric energy from the mains and
the pure electric range for the applicable WLTP test cycle,
Wh/km;

EAC is the recharged electric energy from the mains according to

paragraph 3.4.4.3. of this annex, Wh;

𝑃𝐸𝑅𝑊𝐿𝑇𝐶 is the pure electric range for the applicable WLTP test cycle as
calculated according to paragraph 4.4.2.1.1. or
paragraph 4.4.2.2.1. of this annex, depending on the PEV test
procedure used, km.

4.3.4.3. Reserved.

4.3.4.4. Electric energy consumption determination of the phase-specific values

The electric energy consumption of each individual phase based on the

recharged electric energy from the mains and the phase-specific pure electric
range shall be calculated using the following equation:

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𝐸𝐴𝐶
𝐸𝐶𝑝 =
𝑃𝐸𝑅𝑝

where:

𝐸𝐶𝑝 is the electric energy consumption of each individual phase

p based on the recharged electric energy from the mains and
the phase-specific pure electric range, Wh/km

EAC is the recharged electric energy from the mains according to

paragraph 3.4.4.3. of this annex, Wh;

𝑃𝐸𝑅𝑝 is the phase-specific pure electric range as calculated

according to paragraph 4.4.2.1.3. or paragraph 4.4.2.2.3. of
this annex, depending on the PEV test procedure used, km.

4.4. Calculation of electric ranges

4.4.1. All-electric ranges AER for OVC-HEVs and OVC-FCHVs

4.4.1.1. All-electric range AER

The all-electric range AER for OVC-HEVs shall be determined from the
charge-depleting Type I test described in paragraph 3.2.4.3. of this annex as
part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of
this annex as part of the Option 3 test sequence by driving the applicable
WLTP test cycle according to paragraph 1.4.2.1. of this annex. The AER is
defined as the distance driven from the beginning of the charge-depleting
Type I test to the point in time where the combustion engine starts consuming
fuel.

4.4.1.2. Reserved.

4.4.2. Pure electric range for PEVs

The ranges determined in this paragraph shall only be calculated if the vehicle
was able to follow the applicable WLTP test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the entire
considered period.

4.4.2.1. Determination of the pure electric ranges when the shortened Type I test
procedure is applied

4.4.2.1.1. The pure electric range for the applicable WLTP test cycle PERWLTC for
PEVs shall be calculated from the shortened Type I test as described in
paragraph 3.4.4.2. of this annex using the following equations:

𝑈𝐵𝐸𝑆𝑇𝑃
𝑃𝐸𝑅𝑊𝐿𝑇𝐶 =
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶

where:

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𝐸𝐴𝐶
𝐸𝐶𝑝 =
𝑃𝐸𝑅𝑝

where:

𝐸𝐶𝑝 is the electric energy consumption of each individual phase

p based on the recharged electric energy from the mains and
the phase-specific pure electric range, Wh/km

EAC is the recharged electric energy from the mains according to

paragraph 3.4.4.3. of this annex, Wh;

𝑃𝐸𝑅𝑝 is the phase-specific pure electric range as calculated

according to paragraph 4.4.2.1.3. or paragraph 4.4.2.2.3. of
this annex, depending on the PEV test procedure used, km.

4.4. Calculation of electric ranges

4.4.1. All-electric ranges AER for OVC-HEVs and OVC-FCHVs

4.4.1.1. All-electric range AER

The all-electric range AER for OVC-HEVs shall be determined from the
charge-depleting Type I test described in paragraph 3.2.4.3. of this annex as
part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of
this annex as part of the Option 3 test sequence by driving the applicable
WLTP test cycle according to paragraph 1.4.2.1. of this annex. The AER is
defined as the distance driven from the beginning of the charge-depleting
Type I test to the point in time where the combustion engine starts consuming
fuel.

4.4.1.2. Reserved.

4.4.2. Pure electric range for PEVs

The ranges determined in this paragraph shall only be calculated if the vehicle
was able to follow the applicable WLTP test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the entire
considered period.

4.4.2.1. Determination of the pure electric ranges when the shortened Type I test
procedure is applied

4.4.2.1.1. The pure electric range for the applicable WLTP test cycle PERWLTC for
PEVs shall be calculated from the shortened Type I test as described in
paragraph 3.4.4.2. of this annex using the following equations:

𝑈𝐵𝐸𝑆𝑇𝑃
𝑃𝐸𝑅𝑊𝐿𝑇𝐶 =
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶

where:

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PERWLTC is the pure electric range for the applicable WLTC test cycle
for PEVs, km;

𝑈𝐵𝐸𝑆𝑇𝑃 is the usable REESS energy determined from the beginning

of the shortened Type I test procedure until the break-off
criterion as defined in paragraph 3.4.4.2.3. of this annex is
reached, Wh;

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 is the weighted electric energy consumption for the

applicable WLTP test cycle of the shortened Type I test
procedure Type I test, Wh/km;

and

𝑈𝐵𝐸𝑆𝑇𝑃 = ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆1 + ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆2 + ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆𝑆𝑀 + ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝐶𝑆𝐸

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆1 is the electric energy change of all REESSs during DS1

of the shortened Type I test procedure, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆2 is the electric energy change of all REESSs during DS2

of the shortened Type I test procedure, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆𝑆𝑀 is the electric energy change of all REESSs during CSSM

of the shortened Type I test procedure, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆𝑆𝐸 is the electric energy change of all REESSs during CSSE

of the shortened Type I test procedure, Wh;

and
2
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 = ∑ 𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 × 𝐾𝑊𝐿𝑇𝐶,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 is the electric energy consumption for the applicable

WLTP test cycle of DSj of the shortened Type I test
procedure according to paragraph 4.3. of this annex,
Wh/km;

𝐾𝑊𝐿𝑇𝐶,𝑗 is the weighting factor for the applicable WLTP test cycle
of DSj of the shortened Type I test procedure;

and:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1
𝐾𝑊𝐿𝑇𝐶,1 = 𝑎𝑛𝑑 𝐾𝑊𝐿𝑇𝐶,2 = 1 − 𝐾𝑊𝐿𝑇𝐶,1
𝑈𝐵𝐸𝑆𝑇𝑃

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PERWLTC is the pure electric range for the applicable WLTC test cycle
for PEVs, km;

𝑈𝐵𝐸𝑆𝑇𝑃 is the usable REESS energy determined from the beginning

of the shortened Type I test procedure until the break-off
criterion as defined in paragraph 3.4.4.2.3. of this annex is
reached, Wh;

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 is the weighted electric energy consumption for the

applicable WLTP test cycle of the shortened Type I test
procedure Type I test, Wh/km;

and

𝑈𝐵𝐸𝑆𝑇𝑃 = ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆1 + ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆2 + ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆𝑆𝑀 + ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝐶𝑆𝐸

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆1 is the electric energy change of all REESSs during DS1

of the shortened Type I test procedure, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐷𝑆2 is the electric energy change of all REESSs during DS2

of the shortened Type I test procedure, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆𝑆𝑀 is the electric energy change of all REESSs during CSSM

of the shortened Type I test procedure, Wh;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆𝑆𝐸 is the electric energy change of all REESSs during CSSE

of the shortened Type I test procedure, Wh;

and
2
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 = ∑ 𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 × 𝐾𝑊𝐿𝑇𝐶,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 is the electric energy consumption for the applicable

WLTP test cycle of DSj of the shortened Type I test
procedure according to paragraph 4.3. of this annex,
Wh/km;

𝐾𝑊𝐿𝑇𝐶,𝑗 is the weighting factor for the applicable WLTP test cycle
of DSj of the shortened Type I test procedure;

and:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1
𝐾𝑊𝐿𝑇𝐶,1 = 𝑎𝑛𝑑 𝐾𝑊𝐿𝑇𝐶,2 = 1 − 𝐾𝑊𝐿𝑇𝐶,1
𝑈𝐵𝐸𝑆𝑇𝑃

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where:

𝐾𝑊𝐿𝑇𝐶,𝑗 is the weighting factor for the applicable WLTP test cycle
of DSj of the shortened Type I test procedure;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1 is the electric energy change of all REESSs during the

applicable WLTP test cycle from DS1 of the shortened Type
I test procedure, Wh.

4.4.2.1.2. Reserved.

4.4.2.1.3. The phase-specific pure electric range PERp for PEVs shall be calculated
from the Type I test as described in paragraph 3.4.4.2. of this annex by using
the following equations:

𝑈𝐵𝐸𝑆𝑇𝑃
𝑃𝐸𝑅𝑝 =
𝐸𝐶𝐷𝐶,𝑝

where:

PERp is the phase-specific pure electric range for PEVs, km;

𝑈𝐵𝐸𝑆𝑇𝑃 is the usable REESS energy according to

paragraph 4.4.2.1.1. of this annex, Wh;

𝐸𝐶𝐷𝐶,𝑝 is the weighted electric energy consumption for each

individual phase of DS1 and DS2 of the shortened Type I test
procedure, Wh/km;

In the case that phase p = low and phase p = medium, the following
equations shall be used:
4
𝐸𝐶𝐷𝐶,𝑝 = ∑ 𝐸𝐶𝐷𝐶,𝑝,𝑗 × 𝐾𝑝,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑝,𝑗 is the electric energy consumption for phase p where the

first phase p of DS1 is indicated as j = 1, the second phase p
of DS1 is indicated as j = 2, the first phase p of DS2 is
indicated as j = 3 and the second phase p of DS2 is indicated
as j = 4 of the shortened Type I test procedure according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝑝,𝑗 is the weighting factor for phase p where the first phase p of
DS1 is indicated as j = 1, the second phase p of DS1 is
indicated as j = 2, the first phase p of DS2 is indicated as

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where:

𝐾𝑊𝐿𝑇𝐶,𝑗 is the weighting factor for the applicable WLTP test cycle
of DSj of the shortened Type I test procedure;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1 is the electric energy change of all REESSs during the

applicable WLTP test cycle from DS1 of the shortened Type
I test procedure, Wh.

4.4.2.1.2. Reserved.

4.4.2.1.3. The phase-specific pure electric range PERp for PEVs shall be calculated
from the Type I test as described in paragraph 3.4.4.2. of this annex by using
the following equations:

𝑈𝐵𝐸𝑆𝑇𝑃
𝑃𝐸𝑅𝑝 =
𝐸𝐶𝐷𝐶,𝑝

where:

PERp is the phase-specific pure electric range for PEVs, km;

𝑈𝐵𝐸𝑆𝑇𝑃 is the usable REESS energy according to

paragraph 4.4.2.1.1. of this annex, Wh;

𝐸𝐶𝐷𝐶,𝑝 is the weighted electric energy consumption for each

individual phase of DS1 and DS2 of the shortened Type I test
procedure, Wh/km;

In the case that phase p = low and phase p = medium, the following
equations shall be used:
4
𝐸𝐶𝐷𝐶,𝑝 = ∑ 𝐸𝐶𝐷𝐶,𝑝,𝑗 × 𝐾𝑝,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑝,𝑗 is the electric energy consumption for phase p where the

first phase p of DS1 is indicated as j = 1, the second phase p
of DS1 is indicated as j = 2, the first phase p of DS2 is
indicated as j = 3 and the second phase p of DS2 is indicated
as j = 4 of the shortened Type I test procedure according to
paragraph 4.3. of this annex, Wh/km;

𝐾𝑝,𝑗 is the weighting factor for phase p where the first phase p of
DS1 is indicated as j = 1, the second phase p of DS1 is
indicated as j = 2, the first phase p of DS2 is indicated as

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j = 3, and the second phase p of DS2 is indicated as j = 4 of

the shortened Type I test procedure;

and

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 1 − 𝐾𝑝,1
𝐾𝑝,1 = 𝑎𝑛𝑑 𝐾𝑝,𝑗 = 𝑓𝑜𝑟 𝑗 = 2 … 4
𝑈𝐵𝐸𝑆𝑇𝑃 3

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 is the energy change of all REESSs during the first phase p
of DS1 of the shortened Type I test procedure, Wh.

In the case that phase p = high, the following equations shall be used:
2
𝐸𝐶𝐷𝐶,𝑝 = ∑ 𝐸𝐶𝐷𝐶,𝑝,𝑗 × 𝐾𝑝,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑝,𝑗 is the electric energy consumption for phase p of DSj of the

shortened Type I test procedure according to paragraph 4.3.
of this annex, Wh/km;

𝐾𝑝,𝑗 is the weighting factor for phase p of DSj of the shortened

Type I test procedure

and

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1
𝐾𝑝,1 = 𝑎𝑛𝑑 𝐾𝑝,2 = 1 − 𝐾𝑝,1
𝑈𝐵𝐸𝑆𝑇𝑃

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 is the electric energy change of all REESSs during the first
phase p of DS1 of the shortened Type I test procedure, Wh.

4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type I
test procedure is applied

4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PER WLTP for
PEVs shall be calculated from the Type I test as described in
paragraph 3.4.4.1. of this annex using the following equations:

𝑈𝐵𝐸𝐶𝐶𝑃
𝑃𝐸𝑅𝑊𝐿𝑇𝐶 =
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶

where:

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j = 3, and the second phase p of DS2 is indicated as j = 4 of

the shortened Type I test procedure;

and

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 1 − 𝐾𝑝,1
𝐾𝑝,1 = 𝑎𝑛𝑑 𝐾𝑝,𝑗 = 𝑓𝑜𝑟 𝑗 = 2 … 4
𝑈𝐵𝐸𝑆𝑇𝑃 3

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 is the energy change of all REESSs during the first phase p
of DS1 of the shortened Type I test procedure, Wh.

In the case that phase p = high, the following equations shall be used:
2
𝐸𝐶𝐷𝐶,𝑝 = ∑ 𝐸𝐶𝐷𝐶,𝑝,𝑗 × 𝐾𝑝,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑝,𝑗 is the electric energy consumption for phase p of DSj of the

shortened Type I test procedure according to paragraph 4.3.
of this annex, Wh/km;

𝐾𝑝,𝑗 is the weighting factor for phase p of DSj of the shortened

Type I test procedure

and

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1
𝐾𝑝,1 = 𝑎𝑛𝑑 𝐾𝑝,2 = 1 − 𝐾𝑝,1
𝑈𝐵𝐸𝑆𝑇𝑃

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 is the electric energy change of all REESSs during the first
phase p of DS1 of the shortened Type I test procedure, Wh.

4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type I
test procedure is applied

4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PER WLTP for
PEVs shall be calculated from the Type I test as described in
paragraph 3.4.4.1. of this annex using the following equations:

𝑈𝐵𝐸𝐶𝐶𝑃
𝑃𝐸𝑅𝑊𝐿𝑇𝐶 =
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶

where:

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𝑈𝐵𝐸𝐶𝐶𝑃 is the usable REESS energy determined from the

beginning of the consecutive cycle Type I test procedure
until the break-off criterion according to
paragraph 3.4.4.1.3. of this annex is reached, Wh;

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 is the electric energy consumption for the applicable

WLTP test cycle determined from completely driven
applicable WLTP test cycles of the consecutive cycle
Type I test procedure, Wh/km;

and

𝑈𝐵𝐸𝐶𝐶𝑃 = ∑𝑘𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the electric energy change of all REESSs during phase

j of the consecutive cycle Type I test procedure, Wh;

𝑗 is the index number of the phase;

𝑘 is the number of phases driven from the beginning up to

and including the phase where the break-off criterion is
reached;

and:
𝑛𝑊𝐿𝑇𝐶
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 = ∑ 𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 × 𝐾𝑊𝐿𝑇𝐶,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 is the electric energy consumption for the applicable

WLTP test cycle j of the consecutive cycle Type I test
procedure according to paragraph 4.3. of this annex,
Wh/km;

𝐾𝑊𝐿𝑇𝐶,𝑗 is the weighting factor for the applicable WLTP test cycle
j of the consecutive cycle Type I test procedure;

𝑗 is the index number of the applicable WLTP test cycle;

𝑛𝑊𝐿𝑇𝐶 is the whole number of complete applicable WLTP test

cycles driven;

and

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1 1 − 𝐾𝑊𝐿𝑇𝐶,1
𝐾𝑊𝐿𝑇𝐶,1 = 𝑎𝑛𝑑 𝐾𝑊𝐿𝑇𝐶,𝑗 = 𝑓𝑜𝑟 𝑗 = 2 … 𝑛𝑊𝐿𝑇𝐶
𝑈𝐵𝐸𝐶𝐶𝑃 𝑛𝑊𝐿𝑇𝐶 − 1

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𝑈𝐵𝐸𝐶𝐶𝑃 is the usable REESS energy determined from the

beginning of the consecutive cycle Type I test procedure
until the break-off criterion according to
paragraph 3.4.4.1.3. of this annex is reached, Wh;

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 is the electric energy consumption for the applicable

WLTP test cycle determined from completely driven
applicable WLTP test cycles of the consecutive cycle
Type I test procedure, Wh/km;

and

𝑈𝐵𝐸𝐶𝐶𝑃 = ∑𝑘𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 is the electric energy change of all REESSs during phase

j of the consecutive cycle Type I test procedure, Wh;

𝑗 is the index number of the phase;

𝑘 is the number of phases driven from the beginning up to

and including the phase where the break-off criterion is
reached;

and:
𝑛𝑊𝐿𝑇𝐶
𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶 = ∑ 𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 × 𝐾𝑊𝐿𝑇𝐶,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑊𝐿𝑇𝐶,𝑗 is the electric energy consumption for the applicable

WLTP test cycle j of the consecutive cycle Type I test
procedure according to paragraph 4.3. of this annex,
Wh/km;

𝐾𝑊𝐿𝑇𝐶,𝑗 is the weighting factor for the applicable WLTP test cycle
j of the consecutive cycle Type I test procedure;

𝑗 is the index number of the applicable WLTP test cycle;

𝑛𝑊𝐿𝑇𝐶 is the whole number of complete applicable WLTP test

cycles driven;

and

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1 1 − 𝐾𝑊𝐿𝑇𝐶,1
𝐾𝑊𝐿𝑇𝐶,1 = 𝑎𝑛𝑑 𝐾𝑊𝐿𝑇𝐶,𝑗 = 𝑓𝑜𝑟 𝑗 = 2 … 𝑛𝑊𝐿𝑇𝐶
𝑈𝐵𝐸𝐶𝐶𝑃 𝑛𝑊𝐿𝑇𝐶 − 1

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where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1 is the electric energy change of all REESSs during the first
applicable WLTP test cycle of the consecutive Type I test
cycle procedure, Wh.

4.4.2.2.2. Reserved

4.4.2.2.3 The phase-specific pure electric range PERp for PEVs shall be calculated
from the Type I test as described in paragraph 3.4.4.1. of this annex using the
following equations:

𝑈𝐵𝐸𝐶𝐶𝑃
𝑃𝐸𝑅𝑝 =
𝐸𝐶𝐷𝐶,𝑝

where:

PERp is the phase-specific pure electric range for PEVs, km;

𝑈𝐵𝐸𝐶𝐶𝑃 is the usable REESS energy according to

paragraph 4.4.2.2.1. of this annex, Wh;

𝐸𝐶𝐷𝐶,𝑝 is the electric energy consumption for the considered

phase p determined from completely driven phases p of
the consecutive cycle Type I test procedure, Wh/km;

and

𝑛𝑝
𝐸𝐶𝐷𝐶,𝑝 = ∑ 𝐸𝐶𝐷𝐶,𝑝,𝑗 × 𝐾𝑝,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑝,𝑗 is the jth electric energy consumption for the considered

phase p of the consecutive cycle Type I test procedure
according to paragraph 4.3. of this annex, Wh/km;

𝐾𝑝,𝑗 is the jth weighting factor for the considered phase p of

the consecutive cycle Type I test procedure;

𝑗 is the index number of the considered phase p;

𝑛𝑝 is the whole number of complete WLTC phases p driven;

and

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where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑊𝐿𝑇𝐶,1 is the electric energy change of all REESSs during the first
applicable WLTP test cycle of the consecutive Type I test
cycle procedure, Wh.

4.4.2.2.2. Reserved

4.4.2.2.3 The phase-specific pure electric range PERp for PEVs shall be calculated
from the Type I test as described in paragraph 3.4.4.1. of this annex using the
following equations:

𝑈𝐵𝐸𝐶𝐶𝑃
𝑃𝐸𝑅𝑝 =
𝐸𝐶𝐷𝐶,𝑝

where:

PERp is the phase-specific pure electric range for PEVs, km;

𝑈𝐵𝐸𝐶𝐶𝑃 is the usable REESS energy according to

paragraph 4.4.2.2.1. of this annex, Wh;

𝐸𝐶𝐷𝐶,𝑝 is the electric energy consumption for the considered

phase p determined from completely driven phases p of
the consecutive cycle Type I test procedure, Wh/km;

and

𝑛𝑝
𝐸𝐶𝐷𝐶,𝑝 = ∑ 𝐸𝐶𝐷𝐶,𝑝,𝑗 × 𝐾𝑝,𝑗
𝑗=1

where:

𝐸𝐶𝐷𝐶,𝑝,𝑗 is the jth electric energy consumption for the considered

phase p of the consecutive cycle Type I test procedure
according to paragraph 4.3. of this annex, Wh/km;

𝐾𝑝,𝑗 is the jth weighting factor for the considered phase p of

the consecutive cycle Type I test procedure;

𝑗 is the index number of the considered phase p;

𝑛𝑝 is the whole number of complete WLTC phases p driven;

and

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∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 1 − 𝐾𝑝,1
𝐾𝑝,1 = 𝑎𝑛𝑑 𝐾𝑝,𝑗 = 𝑓𝑜𝑟 𝑗
𝑈𝐵𝐸𝐶𝐶𝑃 𝑛𝑝 − 1
= 2 … 𝑛𝑝

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 is the electric energy change of all REESSs during the

first driven phase p during the consecutive cycle Type I
test procedure, Wh.

4.4.3. Charge-depleting cycle range for OVC-HEVs

The charge-depleting cycle range RCDC shall be determined from the charge-
depleting Type I test described in paragraph 3.2.4.3. of this annex as part of
the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this
annex as part of the Option 3 test sequence. The 𝑅𝐶𝐷𝐶 is the distance driven
from the beginning of the charge-depleting Type I test to the end of the
transition cycle according to paragraph 3.2.4.4. of this annex.

4.4.4. Equivalent all-electric range for OVC-HEVs

4.4.4.1. Determination of cycle-specific equivalent all-electric range

The cycle-specific equivalent all-electric range shall be calculated using the

following equation:
𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 − 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 ×
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅 = ( ) × 𝑅𝐶𝐷𝐶
𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

where:

𝐸𝐴𝐸𝑅 is the cycle-specific equivalent all-electric range, km;

𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining CO2 mass emission

according to Table A8/5, step No. 7, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting CO2 mass

emission according to the equation below, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/8, step no. 13, g/km;

𝑅𝐶𝐷𝐶 is the charge-depleting cycle range according to

paragraph 4.4.2. of this annex, km;

and

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∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 1 − 𝐾𝑝,1
𝐾𝑝,1 = 𝑎𝑛𝑑 𝐾𝑝,𝑗 = 𝑓𝑜𝑟 𝑗
𝑈𝐵𝐸𝐶𝐶𝑃 𝑛𝑝 − 1
= 2 … 𝑛𝑝

where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝,1 is the electric energy change of all REESSs during the

first driven phase p during the consecutive cycle Type I
test procedure, Wh.

4.4.3. Charge-depleting cycle range for OVC-HEVs

The charge-depleting cycle range RCDC shall be determined from the charge-
depleting Type I test described in paragraph 3.2.4.3. of this annex as part of
the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this
annex as part of the Option 3 test sequence. The 𝑅𝐶𝐷𝐶 is the distance driven
from the beginning of the charge-depleting Type I test to the end of the
transition cycle according to paragraph 3.2.4.4. of this annex.

4.4.4. Equivalent all-electric range for OVC-HEVs

4.4.4.1. Determination of cycle-specific equivalent all-electric range

The cycle-specific equivalent all-electric range shall be calculated using the

following equation:
𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 − 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 ×
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅 = ( ) × 𝑅𝐶𝐷𝐶
𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

where:

𝐸𝐴𝐸𝑅 is the cycle-specific equivalent all-electric range, km;

𝑀𝐶𝑂2,𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining CO2 mass emission

according to Table A8/5, step No. 7, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting CO2 mass

emission according to the equation below, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/8, step no. 13, g/km;

𝑅𝐶𝐷𝐶 is the charge-depleting cycle range according to

paragraph 4.4.2. of this annex, km;

and

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∑𝑘
𝑗=1(𝑀𝐶𝑂2,𝐶𝐷,𝑗 ×𝑑𝑗 )
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 = ∑𝑘
𝑗=1 𝑑𝑗

where:

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting CO2 mass

emission, g/km. In the case of more than one charge-
depleting test, the additional average of each test shall be
calculated;

𝑀𝐶𝑂2,𝐶𝐷,𝑗 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase j of the charge-
depleting Type I test, g/km;

𝑑𝑗 is the distance driven in phase j of the charge-depleting

Type I test, km;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle n according to paragraph 3.2.4.4. of this
annex.

4.4.4.2. Determination of the phase-specific equivalent all-electric range

The phase-specific equivalent all-electric range shall be calculated using the

following equation:

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝑀𝐶𝑂2,𝐶𝑆,𝑝 − 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑝 × 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅𝑝 = ( )
𝑀𝐶𝑂2,𝐶𝑆,𝑝

∑𝑘𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗
×
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝

where:

𝐸𝐴𝐸𝑅𝑝 is the phase-specific equivalent all-electric range for the

considered phase p, km;

𝑀𝐶𝑂2,𝐶𝑆,𝑝 is the phase-specific CO2 mass emission from the charge-

sustaining Type I test for the considered phase p according
to Table A8/5, step No. 7, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/8, step no. 13, g/km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 are the electric energy changes of all REESSs during the
considered phase j, Wh. In the case of more than one charge-
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∑𝑘
𝑗=1(𝑀𝐶𝑂2,𝐶𝐷,𝑗 ×𝑑𝑗 )
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 = ∑𝑘
𝑗=1 𝑑𝑗

where:

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting CO2 mass

emission, g/km. In the case of more than one charge-
depleting test, the additional average of each test shall be
calculated;

𝑀𝐶𝑂2,𝐶𝐷,𝑗 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase j of the charge-
depleting Type I test, g/km;

𝑑𝑗 is the distance driven in phase j of the charge-depleting

Type I test, km;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle n according to paragraph 3.2.4.4. of this
annex.

4.4.4.2. Determination of the phase-specific equivalent all-electric range

The phase-specific equivalent all-electric range shall be calculated using the

following equation:

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝑀𝐶𝑂2,𝐶𝑆,𝑝 − 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑝 × 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅𝑝 = ( )
𝑀𝐶𝑂2,𝐶𝑆,𝑝

∑𝑘𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗
×
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝

where:

𝐸𝐴𝐸𝑅𝑝 is the phase-specific equivalent all-electric range for the

considered phase p, km;

𝑀𝐶𝑂2,𝐶𝑆,𝑝 is the phase-specific CO2 mass emission from the charge-

sustaining Type I test for the considered phase p according
to Table A8/5, step No. 7, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting CO2 mass emission

according to Table A8/8, step no. 14, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting CO2 mass emission

according to Table A8/8, step no. 13, g/km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 are the electric energy changes of all REESSs during the
considered phase j, Wh. In the case of more than one charge-
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depleting test, the additional average of each test shall be

calculated;

ECDC,CD,p is the electric energy consumption over the considered

phase p based on the REESS depletion, Wh/km;

𝑗 is the index number of the considered phase;

k is the number of phases driven up to the end of the transition

cycle n according to paragraph 3.2.4.4 of this annex;

and

∑𝑛𝑐=1
𝑐
(𝑀𝐶𝑂2,𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐 )
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

where:

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑝 is the arithmetic average charge-depleting CO2 mass

emission for the considered phase p, g/km. In the case of
more than one charge-depleting test, the additional average
of each test shall be calculated;

𝑀𝐶𝑂2,𝐶𝐷,𝑝,𝑐 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase p in cycle c of the
charge-depleting Type I test, g/km;

𝑑𝑝,𝑐 is the distance driven in the considered phase p of cycle c of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up to

the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex;

and:

∑𝑛𝑐=1
𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

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depleting test, the additional average of each test shall be

calculated;

ECDC,CD,p is the electric energy consumption over the considered

phase p based on the REESS depletion, Wh/km;

𝑗 is the index number of the considered phase;

k is the number of phases driven up to the end of the transition

cycle n according to paragraph 3.2.4.4 of this annex;

and

∑𝑛𝑐=1
𝑐
(𝑀𝐶𝑂2,𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐 )
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

where:

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑝 is the arithmetic average charge-depleting CO2 mass

emission for the considered phase p, g/km. In the case of
more than one charge-depleting test, the additional average
of each test shall be calculated;

𝑀𝐶𝑂2,𝐶𝐷,𝑝,𝑐 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of phase p in cycle c of the
charge-depleting Type I test, g/km;

𝑑𝑝,𝑐 is the distance driven in the considered phase p of cycle c of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up to

the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex;

and:

∑𝑛𝑐=1
𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

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where:

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 is the electric energy consumption of the considered phase p

based on the REESS depletion of the charge-depleting Type
I test, Wh/km. In the case of more than one charge-depleting
test, the additional average of each test shall be calculated;

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 is the electric energy consumption of the considered phase

p of cycle c based on the REESS depletion of the charge-
depleting Type I test according to paragraph 4.3. of this
annex, Wh/km;

𝑑𝑝,𝑐 is the distance driven in the considered phase p of cycle c of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up to

the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex.

The considered phase shall be the low phase, medium phase and high
phase,

4.4.5. Actual charge-depleting range for OVC-HEVs

The actual charge-depleting range shall be calculated using the following

equation:
𝑛−1
𝑀𝐶𝑂2,𝐶𝑆 − 𝑀𝐶𝑂2,𝑛,𝑐𝑦𝑐𝑙𝑒
𝑅𝐶𝐷𝐴 = ∑ 𝑑𝑐 + ( ) × 𝑑𝑛
𝑀𝐶𝑂2,𝐶𝑆 − 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1
𝑐=1

where:

𝑅𝐶𝐷𝐴 is the actual charge-depleting range, km;

𝑀𝐶𝑂2,𝐶𝑆 is the charge-sustaining CO2 mass emission according to

Table A8/5, step No. 7, g/km;

𝑀𝐶𝑂2,𝑛,𝑐𝑦𝑐𝑙𝑒 is the CO2 mass emission of the applicable WLTP test

cycle n of the charge-depleting Type I test, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average CO2 mass emission of the charge-

depleting Type I test from the beginning up to and including

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where:

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 is the electric energy consumption of the considered phase p

based on the REESS depletion of the charge-depleting Type
I test, Wh/km. In the case of more than one charge-depleting
test, the additional average of each test shall be calculated;

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 is the electric energy consumption of the considered phase

p of cycle c based on the REESS depletion of the charge-
depleting Type I test according to paragraph 4.3. of this
annex, Wh/km;

𝑑𝑝,𝑐 is the distance driven in the considered phase p of cycle c of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up to

the end of the transition cycle n according to
paragraph 3.2.4.4. of this annex.

The considered phase shall be the low phase, medium phase and high
phase,

4.4.5. Actual charge-depleting range for OVC-HEVs

The actual charge-depleting range shall be calculated using the following

equation:
𝑛−1
𝑀𝐶𝑂2,𝐶𝑆 − 𝑀𝐶𝑂2,𝑛,𝑐𝑦𝑐𝑙𝑒
𝑅𝐶𝐷𝐴 = ∑ 𝑑𝑐 + ( ) × 𝑑𝑛
𝑀𝐶𝑂2,𝐶𝑆 − 𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1
𝑐=1

where:

𝑅𝐶𝐷𝐴 is the actual charge-depleting range, km;

𝑀𝐶𝑂2,𝐶𝑆 is the charge-sustaining CO2 mass emission according to

Table A8/5, step No. 7, g/km;

𝑀𝐶𝑂2,𝑛,𝑐𝑦𝑐𝑙𝑒 is the CO2 mass emission of the applicable WLTP test

cycle n of the charge-depleting Type I test, g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average CO2 mass emission of the charge-

depleting Type I test from the beginning up to and including

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the applicable WLTP test cycle

(n-1), g/km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle c of

the charge-depleting Type I test, km;

𝑑𝑛 is the distance driven in the applicable WLTP test cycle n of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to
paragraph 3.2.4.4. of this annex;

and:

∑𝑛−1
𝑐=1 (𝑀𝐶𝑂2,𝐶𝐷,𝑐 × 𝑑𝑐 )
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1 =
∑𝑛−1
𝑐=1 𝑑𝑐

where:

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average CO2 mass emission of the charge-

depleting Type I test from the beginning up to and including
the applicable WLTP test cycle (n-1), g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑐 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of the applicable WLTP test
cycle c of the charge-depleting Type I test, g/km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle c of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to
paragraph 3.2.4.4. of this annex.

4.4.6. Equivalent all-electric range for OVC-FCHVs

4.4.6.1. Determination of cycle-specific equivalent all-electric range

The cycle-specific equivalent all-electric range shall be calculated using the

following equation:

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the applicable WLTP test cycle

(n-1), g/km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle c of

the charge-depleting Type I test, km;

𝑑𝑛 is the distance driven in the applicable WLTP test cycle n of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to
paragraph 3.2.4.4. of this annex;

and:

∑𝑛−1
𝑐=1 (𝑀𝐶𝑂2,𝐶𝐷,𝑐 × 𝑑𝑐 )
𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1 =
∑𝑛−1
𝑐=1 𝑑𝑐

where:

𝑀𝐶𝑂2,𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average CO2 mass emission of the charge-

depleting Type I test from the beginning up to and including
the applicable WLTP test cycle (n-1), g/km;

𝑀𝐶𝑂2,𝐶𝐷,𝑐 is the CO2 mass emission determined according to

paragraph 3.2.1. of Annex B7 of the applicable WLTP test
cycle c of the charge-depleting Type I test, g/km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle c of

the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP test

cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to
paragraph 3.2.4.4. of this annex.

4.4.6. Equivalent all-electric range for OVC-FCHVs

4.4.6.1. Determination of cycle-specific equivalent all-electric range

The cycle-specific equivalent all-electric range shall be calculated using the

following equation:

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𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶 𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 − 𝐹𝐶 𝐶𝐷,𝑎𝑣𝑔 𝑥
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅 = ( ) × 𝑅𝐶𝐷𝐶
𝐹𝐶 𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

where:

𝐸𝐴𝐸𝑅 is the cycle-specific equivalent all-electric range, km;

𝐹𝐶𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining fuel consumption

according to Table A8/7 Step 5, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting fuel consumption

according to the equation below, kg/100km;

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining fuel consumption

according to Table A8/9a Step 11, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑒 is the arithmetic average charge-depleting fuel consumption

according to the equation below, kg/100km;

𝑅𝐶𝐷𝐶 is the charge-depleting cycle range according to paragraph

4.4.2. of this annex, km;

And

∑𝑘𝑗=1(𝐹𝐶𝐶𝐷,𝑗 × 𝑑𝑗 )
𝐹𝐶 𝐶𝐷,𝑎𝑣𝑔 =
∑𝑘𝑗=1 𝑑𝑗

where:

𝐹𝐶 𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting fuel

consumption, kg/100 km. In the case of more than one
charge-depleting test, the additional average of each test
shall be calculated;

𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption of phase j of the charge-depleting

Type I test, kg/100km;

𝑑𝑗 is the distance driven in phase j of the charge-depleting

Type I test, km;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle n according to paragraph 3.2.4.4. of this
annex.

4.4.6.2. Determination of the phase-specific equivalent all-electric range for OVC-

FCHV

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𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶 𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 − 𝐹𝐶 𝐶𝐷,𝑎𝑣𝑔 𝑥
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅 = ( ) × 𝑅𝐶𝐷𝐶
𝐹𝐶 𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑

where:

𝐸𝐴𝐸𝑅 is the cycle-specific equivalent all-electric range, km;

𝐹𝐶𝐶𝑆,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining fuel consumption

according to Table A8/7 Step 5, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting fuel consumption

according to the equation below, kg/100km;

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-sustaining fuel consumption

according to Table A8/9a Step 11, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑒 is the arithmetic average charge-depleting fuel consumption

according to the equation below, kg/100km;

𝑅𝐶𝐷𝐶 is the charge-depleting cycle range according to paragraph

4.4.2. of this annex, km;

And

∑𝑘𝑗=1(𝐹𝐶𝐶𝐷,𝑗 × 𝑑𝑗 )
𝐹𝐶 𝐶𝐷,𝑎𝑣𝑔 =
∑𝑘𝑗=1 𝑑𝑗

where:

𝐹𝐶 𝐶𝐷,𝑎𝑣𝑔 is the arithmetic average charge-depleting fuel

consumption, kg/100 km. In the case of more than one
charge-depleting test, the additional average of each test
shall be calculated;

𝐹𝐶𝐶𝐷,𝑗 is the fuel consumption of phase j of the charge-depleting

Type I test, kg/100km;

𝑑𝑗 is the distance driven in phase j of the charge-depleting

Type I test, km;

𝑗 is the index number of the considered phase;

𝑘 is the number of phases driven up to the end of the

transition cycle n according to paragraph 3.2.4.4. of this
annex.

4.4.6.2. Determination of the phase-specific equivalent all-electric range for OVC-

FCHV

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The phase-specific equivalent all-electric range shall be calculated using the

following equation:

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶𝐶𝑆,𝑝 − 𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑝 × ∑𝑘𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅𝑝 = ( )×
𝐹𝐶𝐶𝑆,𝑝 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝

where:

𝐸𝐴𝐸𝑅𝑝 is the phase-specific equivalent all-electric range for the

considered phase p, km;

𝐹𝐶𝐶𝑆,𝑝 is the phase-specific fuel consumption from the charge-

sustaining Type I test for the considered phase p
according to Table A8/7, step No. 5, kg/100km;

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting fuel consumption

according to Table A8/9a, step no. 11, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting fuel consumption

according to Table A8/9a, step no. 10, kg/100km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 are the electric energy changes of all REESSs during the
considered phase j, Wh. In the case of more than one
charge-depleting test, the additional average of each test
shall be calculated;

ECDC,CD,p is the electric energy consumption over the considered

phase p based on the REESS depletion, Wh/km;

𝑗 is the index number of the considered phase;

k is the number of phases driven up to the end of the

transition cycle n according to paragraph 3.2.4.4 of this
annex;

and

∑𝑛𝑐=1
𝑐
(𝐹𝐶𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐 )
𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

where:

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑝 is the arithmetic average charge-depleting fuel

consumption for the considered phase p, g/km. In the
case of more than one charge-depleting test, the
additional average of each test shall be calculated,
kg/100km;

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The phase-specific equivalent all-electric range shall be calculated using the

following equation:

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑
𝐹𝐶𝐶𝑆,𝑝 − 𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑝 × ∑𝑘𝑗=1 ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗
𝐹𝐶𝐶𝐷,𝑎𝑣𝑒
𝐸𝐴𝐸𝑅𝑝 = ( )×
𝐹𝐶𝐶𝑆,𝑝 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝

where:

𝐸𝐴𝐸𝑅𝑝 is the phase-specific equivalent all-electric range for the

considered phase p, km;

𝐹𝐶𝐶𝑆,𝑝 is the phase-specific fuel consumption from the charge-

sustaining Type I test for the considered phase p
according to Table A8/7, step No. 5, kg/100km;

𝐹𝐶𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑 is the declared charge-depleting fuel consumption

according to Table A8/9a, step no. 11, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑒 is the average charge-depleting fuel consumption

according to Table A8/9a, step no. 10, kg/100km;

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑗 are the electric energy changes of all REESSs during the
considered phase j, Wh. In the case of more than one
charge-depleting test, the additional average of each test
shall be calculated;

ECDC,CD,p is the electric energy consumption over the considered

phase p based on the REESS depletion, Wh/km;

𝑗 is the index number of the considered phase;

k is the number of phases driven up to the end of the

transition cycle n according to paragraph 3.2.4.4 of this
annex;

and

∑𝑛𝑐=1
𝑐
(𝐹𝐶𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐 )
𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

where:

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑝 is the arithmetic average charge-depleting fuel

consumption for the considered phase p, g/km. In the
case of more than one charge-depleting test, the
additional average of each test shall be calculated,
kg/100km;

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𝐹𝐶𝐶𝐷,𝑝,𝑐 is the fuel consumption determined according to

paragraph 3.2.1. of Annex B7 of phase p in cycle c of the
charge-depleting Type I test, kg/100km;

𝑑𝑝,𝑐 is the distance driven in the considered phase p of cycle

c of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up

to the end of the transition cycle n according to paragraph
3.2.4.4. of this annex;

and:

∑𝑛𝑐=1
𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

where:

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 is the electric energy consumption of the considered

phase p based on the REESS depletion of the charge-
depleting Type I test, Wh/km. In the case of more than
one charge-depleting test, the additional average of each
test shall be calculated;

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 is the electric energy consumption of the considered

phase p of cycle c based on the REESS depletion of the
charge-depleting Type I test according to paragraph 4.3.
of this annex, Wh/km;

𝑑𝑝,𝑐 ) is the distance driven in the considered phase p of cycle

c of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up

to the end of the transition cycle n according to paragraph
3.2.4.4. of this annex.

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𝐹𝐶𝐶𝐷,𝑝,𝑐 is the fuel consumption determined according to

paragraph 3.2.1. of Annex B7 of phase p in cycle c of the
charge-depleting Type I test, kg/100km;

𝑑𝑝,𝑐 is the distance driven in the considered phase p of cycle

c of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up

to the end of the transition cycle n according to paragraph
3.2.4.4. of this annex;

and:

∑𝑛𝑐=1
𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 × 𝑑𝑝,𝑐
𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 =
∑𝑛𝑐=1
𝑐
𝑑𝑝,𝑐

where:

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝 is the electric energy consumption of the considered

phase p based on the REESS depletion of the charge-
depleting Type I test, Wh/km. In the case of more than
one charge-depleting test, the additional average of each
test shall be calculated;

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑝,𝑐 is the electric energy consumption of the considered

phase p of cycle c based on the REESS depletion of the
charge-depleting Type I test according to paragraph 4.3.
of this annex, Wh/km;

𝑑𝑝,𝑐 ) is the distance driven in the considered phase p of cycle

c of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑝 is the index of the individual phase within the applicable

WLTP test cycle;

𝑛𝑐 is the number of applicable WLTP test cycles driven up

to the end of the transition cycle n according to paragraph
3.2.4.4. of this annex.

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The considered phase shall be the low phase, medium phase and high
phase

4.4.7 Actual charge-depleting range for OVC-FCHVs

The actual charge-depleting range shall be calculated using the following

equation:
𝑛−1
𝐹𝐶 𝐶𝑆 − 𝐹𝐶𝑛,𝑐𝑦𝑐𝑙𝑒
𝑅𝐶𝐷𝐴 = ∑ 𝑑𝑐 + ( ) × 𝑑𝑛
𝐹𝐶 𝐶𝑆 − 𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1
𝑐=1

where:

𝑅𝐶𝐷𝐴 is the actual charge-depleting range, km;

𝐹𝐶 𝐶𝑆 is the charge-sustaining fuel consumption according to

Table A8/7, step no. 5, kg/100km;

𝐹𝐶𝑛,𝑐𝑦𝑐𝑙𝑒 is the fuel consumption of the applicable WLTP test

cycle n of the charge-depleting Type I test, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average fuel consumption of the charge-

depleting Type I test from the beginning up to and
including the applicable WLTP test cycle (n-1),
kg/100km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle

c of the charge-depleting Type I test, km;

𝑑𝑛 is the distance driven in the applicable WLTP test cycle

n of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to paragraph
3.2.4.4. of this annex;

and

where

∑𝑛−1
𝑐=1 (𝐹𝐶𝐶𝐷,𝑐 ×𝑑𝑐 )
𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1 = ∑𝑛−1
𝑐=1 𝑑𝑐

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average fuel consumption of the charge-

depleting Type I test from the beginning up to and
including the applicable WLTP test cycle (n-1), kg/100
km;

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The considered phase shall be the low phase, medium phase and high
phase

4.4.7 Actual charge-depleting range for OVC-FCHVs

The actual charge-depleting range shall be calculated using the following

equation:
𝑛−1
𝐹𝐶 𝐶𝑆 − 𝐹𝐶𝑛,𝑐𝑦𝑐𝑙𝑒
𝑅𝐶𝐷𝐴 = ∑ 𝑑𝑐 + ( ) × 𝑑𝑛
𝐹𝐶 𝐶𝑆 − 𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1
𝑐=1

where:

𝑅𝐶𝐷𝐴 is the actual charge-depleting range, km;

𝐹𝐶 𝐶𝑆 is the charge-sustaining fuel consumption according to

Table A8/7, step no. 5, kg/100km;

𝐹𝐶𝑛,𝑐𝑦𝑐𝑙𝑒 is the fuel consumption of the applicable WLTP test

cycle n of the charge-depleting Type I test, kg/100km;

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average fuel consumption of the charge-

depleting Type I test from the beginning up to and
including the applicable WLTP test cycle (n-1),
kg/100km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle

c of the charge-depleting Type I test, km;

𝑑𝑛 is the distance driven in the applicable WLTP test cycle

n of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to paragraph
3.2.4.4. of this annex;

and

where

∑𝑛−1
𝑐=1 (𝐹𝐶𝐶𝐷,𝑐 ×𝑑𝑐 )
𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1 = ∑𝑛−1
𝑐=1 𝑑𝑐

𝐹𝐶𝐶𝐷,𝑎𝑣𝑔,𝑛−1 is the arithmetic average fuel consumption of the charge-

depleting Type I test from the beginning up to and
including the applicable WLTP test cycle (n-1), kg/100
km;

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𝐹𝐶𝐶𝐷,𝑐 is the fuel consumption of the applicable WLTP test

cycle c of the charge-depleting Type I test, kg/100km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle

c of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to paragraph
3.2.4.4. of this annex.

4.5. Interpolation of individual vehicle values

4.5.1. Interpolation range

4.5.1.1. Interpolation range for NOVC- HEVs and OVC-HEVs

4.5.1.1.1 The interpolation method shall only be used if the difference in charge-
sustaining CO2 over the applicable cycle resulting from step 8 of Table A8/5
in Annex B8 between test vehicles L and H is between a minimum of 5 g/km
and a maximum defined in paragraph 4.5.1.1.2. of this annex.

4.5.1.1.2. The maximum difference in charge-sustaining CO2 allowed over the

applicable cycle resulting from the calculation of the charge-sustaining CO2
mass emission MCO2,CS from step 8 in Table A8/5 of Annex B8 between test
vehicles L and H shall be 20 per cent of the charge-sustaining CO2 emissions
from vehicle H plus 5 g/km, but shall be at least 15 g/km and not exceed
20 g/km. See Figure A8/3. This restriction does not apply for the application
of a road load matrix family or when the calculation of the road load of
vehicles L and H is based on the default road load.

Figure A8/3

Interpolation range between vehicle H and vehicle L applied to EVs

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𝐹𝐶𝐶𝐷,𝑐 is the fuel consumption of the applicable WLTP test

cycle c of the charge-depleting Type I test, kg/100km;

𝑑𝑐 is the distance driven in the applicable WLTP test cycle

c of the charge-depleting Type I test, km;

𝑐 is the index number of the considered applicable WLTP

test cycle;

𝑛 is the number of applicable WLTP test cycles driven

including the transition cycle according to paragraph
3.2.4.4. of this annex.

4.5. Interpolation of individual vehicle values

4.5.1. Interpolation range

4.5.1.1. Interpolation range for NOVC- HEVs and OVC-HEVs

4.5.1.1.1 The interpolation method shall only be used if the difference in charge-
sustaining CO2 over the applicable cycle resulting from step 8 of Table A8/5
in Annex B8 between test vehicles L and H is between a minimum of 5 g/km
and a maximum defined in paragraph 4.5.1.1.2. of this annex.

4.5.1.1.2. The maximum difference in charge-sustaining CO2 allowed over the

applicable cycle resulting from the calculation of the charge-sustaining CO2
mass emission MCO2,CS from step 8 in Table A8/5 of Annex B8 between test
vehicles L and H shall be 20 per cent of the charge-sustaining CO2 emissions
from vehicle H plus 5 g/km, but shall be at least 15 g/km and not exceed
20 g/km. See Figure A8/3. This restriction does not apply for the application
of a road load matrix family or when the calculation of the road load of
vehicles L and H is based on the default road load.

Figure A8/3

Interpolation range between vehicle H and vehicle L applied to EVs

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4.5.1.1.3. The allowed interpolation range defined in paragraph 4.5.1.1.2. of this

annex may be increased by 10 g/km charge-sustaining CO2 if a vehicle M is
tested within that family and the conditions according to
paragraph 4.5.1.1.5. of this annex are fulfilled. This increase is allowed only
once within an interpolation family. See Figure A8/4.

Figure A8/4

Interpolation range for EVs with vehicle M

4.5.1.1.4. At the request of the manufacturer and with approval of the Test Agency, the
application of the interpolation method on individual vehicle values within a
family may be extended if the maximum extrapolation of an individual
vehicle (Step 9 in Table A8/5) is not more than 3 g/km above the charge-
sustaining CO2 mass emission of vehicle H (Step 8 in Table A8/5) and/or is
not more than 3 g/km below the charge-sustaining CO2 mass emission of
vehicle L (Step 8 in Table A8/5). This extrapolation is valid only within the
absolute boundaries of the interpolation range specified in this paragraph.

For the application of a road load matrix family, or when the calculation of
the road load of vehicles L and H is based on the default road load,
extrapolation is not permitted.

4.5.1.1.5. Vehicle M

Vehicle M is a vehicle within the interpolation family between vehicles L

and H with a cycle energy demand which is preferably closest to the average
of vehicles L and H.

The limits of the selection of vehicle M (see Figure A8/5) are such that
neither the difference in CO2 mass emission between vehicles H and M nor
the difference in charge-sustaining CO2 mass emission between vehicles M
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4.5.1.1.3. The allowed interpolation range defined in paragraph 4.5.1.1.2. of this

annex may be increased by 10 g/km charge-sustaining CO2 if a vehicle M is
tested within that family and the conditions according to
paragraph 4.5.1.1.5. of this annex are fulfilled. This increase is allowed only
once within an interpolation family. See Figure A8/4.

Figure A8/4

Interpolation range for EVs with vehicle M

4.5.1.1.4. At the request of the manufacturer and with approval of the Test Agency, the
application of the interpolation method on individual vehicle values within a
family may be extended if the maximum extrapolation of an individual
vehicle (Step 9 in Table A8/5) is not more than 3 g/km above the charge-
sustaining CO2 mass emission of vehicle H (Step 8 in Table A8/5) and/or is
not more than 3 g/km below the charge-sustaining CO2 mass emission of
vehicle L (Step 8 in Table A8/5). This extrapolation is valid only within the
absolute boundaries of the interpolation range specified in this paragraph.

For the application of a road load matrix family, or when the calculation of
the road load of vehicles L and H is based on the default road load,
extrapolation is not permitted.

4.5.1.1.5. Vehicle M

Vehicle M is a vehicle within the interpolation family between vehicles L

and H with a cycle energy demand which is preferably closest to the average
of vehicles L and H.

The limits of the selection of vehicle M (see Figure A8/5) are such that
neither the difference in CO2 mass emission between vehicles H and M nor
the difference in charge-sustaining CO2 mass emission between vehicles M
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and L is higher than the allowed charge-sustaining CO2 range according to

paragraph 4.5.1.1.2. of this annex. The defined road load coefficients and the
defined test mass shall be recorded.

Figure A8/5

Limits for the selection of vehicle M

In the case of a 4-phase calculation the linearity of the corrected measured

and averaged charge-sustaining CO2 mass emission for vehicle M,
MCO2,c,6,M according to step 6 of Table A8/5 of Annex 8, shall be verified
against the linearly interpolated charge-sustaining CO2 mass emission
between vehicles L and H over the applicable cycle by using the corrected
measured and averaged charge-sustaining CO2 mass emission MCO2,c,6,H
of vehicle H and MCO2,c,6,L of vehicle L, according to step 6 of Table A8/5
of Annex 8, for the linear CO2 mass emission interpolation.

In the case of a 3-phase calculation an additional averaging of tests using the

charge-sustaining CO2-output of step 4a is necessary (not described in Table
A8/5). The linearity of the corrected measured and averaged charge-
sustaining CO2 mass emission for vehicle M, MCO2,c,4a,M according to
step 4a of Table A8/5 of Annex 8, shall be verified against the linearly
interpolated CO2 mass emission between vehicles L and H over the
applicable cycle by using the corrected measured and averaged charge-
sustaining CO2 mass emission MCO2,c,4a,H of vehicle H and MCO2,c,4a,L
of vehicle L, according to step 4a used in of Table A8/5 of Annex 8, for the
linear CO2 mass emission interpolation.

The linearity criterion for vehicle M shall be considered fulfilled if the

charge-sustaining CO2 mass emission of vehicle M over the applicable
WLTC minus the charge-sustaining CO2 mass emission derived by
interpolation is less than 2 g/km or 3 per cent of the interpolated value,
whichever value is less, but at least 1 g/km. See Figure A8/6.

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and L is higher than the allowed charge-sustaining CO2 range according to

paragraph 4.5.1.1.2. of this annex. The defined road load coefficients and the
defined test mass shall be recorded.

Figure A8/5

Limits for the selection of vehicle M

In the case of a 4-phase calculation the linearity of the corrected measured

and averaged charge-sustaining CO2 mass emission for vehicle M,
MCO2,c,6,M according to step 6 of Table A8/5 of Annex 8, shall be verified
against the linearly interpolated charge-sustaining CO2 mass emission
between vehicles L and H over the applicable cycle by using the corrected
measured and averaged charge-sustaining CO2 mass emission MCO2,c,6,H
of vehicle H and MCO2,c,6,L of vehicle L, according to step 6 of Table A8/5
of Annex 8, for the linear CO2 mass emission interpolation.

In the case of a 3-phase calculation an additional averaging of tests using the

charge-sustaining CO2-output of step 4a is necessary (not described in Table
A8/5). The linearity of the corrected measured and averaged charge-
sustaining CO2 mass emission for vehicle M, MCO2,c,4a,M according to
step 4a of Table A8/5 of Annex 8, shall be verified against the linearly
interpolated CO2 mass emission between vehicles L and H over the
applicable cycle by using the corrected measured and averaged charge-
sustaining CO2 mass emission MCO2,c,4a,H of vehicle H and MCO2,c,4a,L
of vehicle L, according to step 4a used in of Table A8/5 of Annex 8, for the
linear CO2 mass emission interpolation.

The linearity criterion for vehicle M shall be considered fulfilled if the

charge-sustaining CO2 mass emission of vehicle M over the applicable
WLTC minus the charge-sustaining CO2 mass emission derived by
interpolation is less than 2 g/km or 3 per cent of the interpolated value,
whichever value is less, but at least 1 g/km. See Figure A8/6.

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Figure A8/6

Linearity criterion for vehicle M

If the linearity criterion is fulfilled, the interpolation method shall be

applicable for all individual vehicle values between vehicles L and H within
the interpolation family.

If the linearity criterion is not fulfilled, the interpolation family shall be split
into two sub-families for vehicles with a cycle energy demand between
vehicles L and M, and vehicles with a cycle energy demand between
vehicles M and H. In such a case, the final values of e.g. the charge-sustaining
CO2 mass emissions of vehicle M shall be determined according to the same
process as for vehicles L or H. See Table A8/5, Table A8/6, Table A8/8 and
Table A8/9.

For vehicles with a cycle energy demand between that of vehicles L and M,
each parameter of vehicle H necessary for the application of the interpolation
method on individual OVC-HEV and NOVC-HEV values, shall be
substituted by the corresponding parameter of vehicle M.

For vehicles with a cycle energy demand between that of vehicles M and H,
each parameter of vehicle L that is necessary for the application of the
interpolation method on individual OVC-HEV and NOVC-HEV values shall
be substituted by the corresponding parameter of vehicle M.

4.5.2. Calculation of energy demand per period

The energy demand 𝐸𝑘,𝑝 and distance driven 𝑑𝑐,𝑝 per period p applicable
for individual vehicles in the interpolation family shall be calculated
according to the procedure in paragraph 5. of Annex B7, for the sets k of
road load coefficients and masses according to paragraph 3.2.3.2.3. of
Annex B7.

4.5.3. Calculation of the interpolation coefficient for individual vehicles 𝐾𝑖𝑛𝑑,𝑝

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Figure A8/6

Linearity criterion for vehicle M

If the linearity criterion is fulfilled, the interpolation method shall be

applicable for all individual vehicle values between vehicles L and H within
the interpolation family.

If the linearity criterion is not fulfilled, the interpolation family shall be split
into two sub-families for vehicles with a cycle energy demand between
vehicles L and M, and vehicles with a cycle energy demand between
vehicles M and H. In such a case, the final values of e.g. the charge-sustaining
CO2 mass emissions of vehicle M shall be determined according to the same
process as for vehicles L or H. See Table A8/5, Table A8/6, Table A8/8 and
Table A8/9.

For vehicles with a cycle energy demand between that of vehicles L and M,
each parameter of vehicle H necessary for the application of the interpolation
method on individual OVC-HEV and NOVC-HEV values, shall be
substituted by the corresponding parameter of vehicle M.

For vehicles with a cycle energy demand between that of vehicles M and H,
each parameter of vehicle L that is necessary for the application of the
interpolation method on individual OVC-HEV and NOVC-HEV values shall
be substituted by the corresponding parameter of vehicle M.

4.5.2. Calculation of energy demand per period

The energy demand 𝐸𝑘,𝑝 and distance driven 𝑑𝑐,𝑝 per period p applicable
for individual vehicles in the interpolation family shall be calculated
according to the procedure in paragraph 5. of Annex B7, for the sets k of
road load coefficients and masses according to paragraph 3.2.3.2.3. of
Annex B7.

4.5.3. Calculation of the interpolation coefficient for individual vehicles 𝐾𝑖𝑛𝑑,𝑝

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The interpolation coefficient 𝐾𝑖𝑛𝑑,𝑝 per period shall be calculated for each
considered period p using the following equation:

𝐸3,𝑝 − 𝐸1,𝑝
𝐾𝑖𝑛𝑑,𝑝 =
𝐸2,𝑝 − 𝐸1,𝑝

where:

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝐸1,𝑝 is the energy demand for the considered period for

vehicle L according to paragraph 5. of Annex B7, Ws;

𝐸2,𝑝 is the energy demand for the considered period for

vehicle H according to paragraph 5. of Annex B7, Ws;

𝐸3,𝑝 is the energy demand for the considered period for the
individual vehicle according to paragraph 5. of
Annex B7, Ws;

𝑝 is the index of the individual period within the applicable

test cycle.

In the case that the considered period p is the applicable WLTP test cycle,
𝐾𝑖𝑛𝑑,𝑝 is named 𝐾𝑖𝑛𝑑 .

4.5.4. Interpolation of the CO2 mass emission for individual vehicles

4.5.4.1. Individual charge-sustaining CO2 mass emission for OVC-HEVs and

NOVC-HEVs

The charge-sustaining CO2 mass emission for an individual vehicle shall be

calculated using the following equation:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝑆,𝑝 = 𝑀𝐶𝑂2−𝐿,𝐶𝑆,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝑀𝐶𝑂2−𝐻,𝐶𝑆,𝑝 − 𝑀𝐶𝑂2−𝐿,𝐶𝑆,𝑝 )

where:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission for an

individual vehicle of the considered period p according
to Table A8/5, step No. 9, g/km;

𝑀𝐶𝑂2−𝐿,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission for vehicle L

of the considered period p according to Table A8/5, step
No. 8, g/km;

𝑀𝐶𝑂2−𝐻,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission for vehicle H

of the considered period p according to Table A8/5, step
No. 8, g/km;

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The interpolation coefficient 𝐾𝑖𝑛𝑑,𝑝 per period shall be calculated for each
considered period p using the following equation:

𝐸3,𝑝 − 𝐸1,𝑝
𝐾𝑖𝑛𝑑,𝑝 =
𝐸2,𝑝 − 𝐸1,𝑝

where:

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝐸1,𝑝 is the energy demand for the considered period for

vehicle L according to paragraph 5. of Annex B7, Ws;

𝐸2,𝑝 is the energy demand for the considered period for

vehicle H according to paragraph 5. of Annex B7, Ws;

𝐸3,𝑝 is the energy demand for the considered period for the
individual vehicle according to paragraph 5. of
Annex B7, Ws;

𝑝 is the index of the individual period within the applicable

test cycle.

In the case that the considered period p is the applicable WLTP test cycle,
𝐾𝑖𝑛𝑑,𝑝 is named 𝐾𝑖𝑛𝑑 .

4.5.4. Interpolation of the CO2 mass emission for individual vehicles

4.5.4.1. Individual charge-sustaining CO2 mass emission for OVC-HEVs and

NOVC-HEVs

The charge-sustaining CO2 mass emission for an individual vehicle shall be

calculated using the following equation:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝑆,𝑝 = 𝑀𝐶𝑂2−𝐿,𝐶𝑆,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝑀𝐶𝑂2−𝐻,𝐶𝑆,𝑝 − 𝑀𝐶𝑂2−𝐿,𝐶𝑆,𝑝 )

where:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission for an

individual vehicle of the considered period p according
to Table A8/5, step No. 9, g/km;

𝑀𝐶𝑂2−𝐿,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission for vehicle L

of the considered period p according to Table A8/5, step
No. 8, g/km;

𝑀𝐶𝑂2−𝐻,𝐶𝑆,𝑝 is the charge-sustaining CO2 mass emission for vehicle H

of the considered period p according to Table A8/5, step
No. 8, g/km;

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𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝑝 is the index of the individual period within the applicable

WLTP test cycle.

The considered periods shall be the low phase, medium phase and high
phase, and the applicable WLTP test cycle.

4.5.4.2. Individual utility factor-weighted charge-depleting CO2 mass emission for

OVC-HEVs

The utility factor-weighted charge-depleting CO2 mass emission for an

individual vehicle shall be calculated using the following equation:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝐷 = 𝑀𝐶𝑂2−𝐿,𝐶𝐷 + 𝐾𝑖𝑛𝑑 × (𝑀𝐶𝑂2−𝐻,𝐶𝐷 − 𝑀𝐶𝑂2−𝐿,𝐶𝐷 )

where:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission for an individual vehicle, g/km;

𝑀𝐶𝑂2−𝐿,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission for vehicle L, g/km;

𝑀𝐶𝑂2−𝐻,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission for vehicle H, g/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle.

4.5.4.3. Individual utility factor-weighted CO2 mass emission for OVC-HEVs

The utility factor-weighted CO2 mass emission for an individual vehicle shall
be calculated using the following equation:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
= 𝑀𝐶𝑂2−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
+ 𝐾𝑖𝑛𝑑 × (𝑀𝐶𝑂2−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 − 𝑀𝐶𝑂2−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 )

where:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted CO2 mass emission for an

individual vehicle, g/km;

𝑀𝐶𝑂2−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted CO2 mass emission for

vehicle L, g/km;

𝑀𝐶𝑂2−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted CO2 mass emission for

vehicle H, g/km;

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𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝑝 is the index of the individual period within the applicable

WLTP test cycle.

The considered periods shall be the low phase, medium phase and high
phase, and the applicable WLTP test cycle.

4.5.4.2. Individual utility factor-weighted charge-depleting CO2 mass emission for

OVC-HEVs

The utility factor-weighted charge-depleting CO2 mass emission for an

individual vehicle shall be calculated using the following equation:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝐷 = 𝑀𝐶𝑂2−𝐿,𝐶𝐷 + 𝐾𝑖𝑛𝑑 × (𝑀𝐶𝑂2−𝐻,𝐶𝐷 − 𝑀𝐶𝑂2−𝐿,𝐶𝐷 )

where:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission for an individual vehicle, g/km;

𝑀𝐶𝑂2−𝐿,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission for vehicle L, g/km;

𝑀𝐶𝑂2−𝐻,𝐶𝐷 is the utility factor-weighted charge-depleting CO2 mass

emission for vehicle H, g/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle.

4.5.4.3. Individual utility factor-weighted CO2 mass emission for OVC-HEVs

The utility factor-weighted CO2 mass emission for an individual vehicle shall
be calculated using the following equation:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
= 𝑀𝐶𝑂2−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
+ 𝐾𝑖𝑛𝑑 × (𝑀𝐶𝑂2−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 − 𝑀𝐶𝑂2−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 )

where:

𝑀𝐶𝑂2−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted CO2 mass emission for an

individual vehicle, g/km;

𝑀𝐶𝑂2−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted CO2 mass emission for

vehicle L, g/km;

𝑀𝐶𝑂2−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted CO2 mass emission for

vehicle H, g/km;

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𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

4.5.5. Interpolation of the fuel consumption and fuel efficiency for individual
vehicles

4.5.5.1. Individual charge-sustaining fuel consumption and fuel efficiency for OVC-
HEVs, NOVC-HEVs, NOVC-FCHVs and OVC-FCHVs

4.5.5.1.1. Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-

HEVs

The charge-sustaining fuel consumption for an individual vehicle shall be

calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 = 𝐹𝐶𝐿,𝐶𝑆,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐹𝐶𝐻,𝐶𝑆,𝑝 − 𝐹𝐶𝐿,𝐶𝑆,𝑝 )

where:

𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for an individual

vehicle of the considered period p according to Table A8/6,
step No. 3, l/100 km;

𝐹𝐶𝐿,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle L of

the considered period p according to Table A8/6, step No. 2,
l/100 km;

𝐹𝐶𝐻,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle H of

the considered period p according to Table A8/6, step No. 2,
l/100 km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable

WLTP test cycle.

The considered periods shall be the low phase, medium phase and high
phase, and the applicable WLTP test cycle.

4.5.5.1.2 Reserved.

4.5.5.1.3. Individual charge-sustaining fuel consumption for OVC-FCHVs and

NOVC-FCHVs

The charge-sustaining fuel consumption for an individual vehicle shall be

calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 = 𝐹𝐶𝐿,𝐶𝑆,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐹𝐶𝐻,𝐶𝑆,𝑝 − 𝐹𝐶𝐿,𝐶𝑆,𝑝 )

where:

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𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

4.5.5. Interpolation of the fuel consumption and fuel efficiency for individual
vehicles

4.5.5.1. Individual charge-sustaining fuel consumption and fuel efficiency for OVC-
HEVs, NOVC-HEVs, NOVC-FCHVs and OVC-FCHVs

4.5.5.1.1. Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-

HEVs

The charge-sustaining fuel consumption for an individual vehicle shall be

calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 = 𝐹𝐶𝐿,𝐶𝑆,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐹𝐶𝐻,𝐶𝑆,𝑝 − 𝐹𝐶𝐿,𝐶𝑆,𝑝 )

where:

𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for an individual

vehicle of the considered period p according to Table A8/6,
step No. 3, l/100 km;

𝐹𝐶𝐿,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle L of

the considered period p according to Table A8/6, step No. 2,
l/100 km;

𝐹𝐶𝐻,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle H of

the considered period p according to Table A8/6, step No. 2,
l/100 km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable

WLTP test cycle.

The considered periods shall be the low phase, medium phase and high
phase, and the applicable WLTP test cycle.

4.5.5.1.2 Reserved.

4.5.5.1.3. Individual charge-sustaining fuel consumption for OVC-FCHVs and

NOVC-FCHVs

The charge-sustaining fuel consumption for an individual vehicle shall be

calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 = 𝐹𝐶𝐿,𝐶𝑆,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐹𝐶𝐻,𝐶𝑆,𝑝 − 𝐹𝐶𝐿,𝐶𝑆,𝑝 )

where:

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𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for an

individual vehicle of the considered period p according
to Table A8/7, step No. 6, kg/100km;

𝐹𝐶𝐿,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle L

of the considered period p according to Table A8/7, step
No. 5, kg/100km;

𝐹𝐶𝐻,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle H

of the considered period p according to Table A8/7, step
No. 5, kg/100km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝑝 is the index of the individual period within the applicable

WLTP test cycle.

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.5.2. Individual charge depleting fuel consumption for OVC-HEVs and OVC-
FCHVs

The utility factor-weighted charge-depleting fuel consumption for an

individual vehicle shall be calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝐶𝐷 = 𝐹𝐶𝐿,𝐶𝐷 + 𝐾𝑖𝑛𝑑 × (𝐹𝐶𝐻,𝐶𝐷 − 𝐹𝐶𝐿,𝐶𝐷 )

where:

𝐹𝐶𝑖𝑛𝑑,𝐶𝐷 is the utility factor-weighted charge-depleting fuel

consumption for an individual vehicle, l/100 km in the
case of OVC-HEVs and kg/100km in the case of OVC-
FCHVs;

𝐹𝐶𝐿,𝐶𝐷 is the utility factor-weighted charge-depleting fuel

consumption for vehicle L, l/100 km in the case of OVC-
HEVs and kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐻,𝐶𝐷 is the utility factor-weighted charge-depleting fuel

consumption for vehicle H, l/100 km in the case of OVC-
HEVs and kg/100km in the case of OVC-FCHVs;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

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𝐹𝐶𝑖𝑛𝑑,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for an

individual vehicle of the considered period p according
to Table A8/7, step No. 6, kg/100km;

𝐹𝐶𝐿,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle L

of the considered period p according to Table A8/7, step
No. 5, kg/100km;

𝐹𝐶𝐻,𝐶𝑆,𝑝 is the charge-sustaining fuel consumption for vehicle H

of the considered period p according to Table A8/7, step
No. 5, kg/100km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝑝 is the index of the individual period within the applicable

WLTP test cycle.

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.5.2. Individual charge depleting fuel consumption for OVC-HEVs and OVC-
FCHVs

The utility factor-weighted charge-depleting fuel consumption for an

individual vehicle shall be calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝐶𝐷 = 𝐹𝐶𝐿,𝐶𝐷 + 𝐾𝑖𝑛𝑑 × (𝐹𝐶𝐻,𝐶𝐷 − 𝐹𝐶𝐿,𝐶𝐷 )

where:

𝐹𝐶𝑖𝑛𝑑,𝐶𝐷 is the utility factor-weighted charge-depleting fuel

consumption for an individual vehicle, l/100 km in the
case of OVC-HEVs and kg/100km in the case of OVC-
FCHVs;

𝐹𝐶𝐿,𝐶𝐷 is the utility factor-weighted charge-depleting fuel

consumption for vehicle L, l/100 km in the case of OVC-
HEVs and kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐻,𝐶𝐷 is the utility factor-weighted charge-depleting fuel

consumption for vehicle H, l/100 km in the case of OVC-
HEVs and kg/100km in the case of OVC-FCHVs;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

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4.5.5.3. Individual utility factor-weighted fuel consumption for OVC-HEVs and

OVC-FCHVs

The utility factor-weighted fuel consumption for an individual vehicle shall

be calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = 𝐹𝐶𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 + 𝐾𝑖𝑛𝑑 × (𝐹𝐶𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 − 𝐹𝐶𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 )

where:

𝐹𝐶𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption for an

individual vehicle, l/100 km in the case of OVC-HEVs
and kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption for

vehicle L, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption for

vehicle H, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

4.5.6. Interpolation of electric energy consumption for individual vehicles

4.5.6.1. Individual utility factor-weighted charge-depleting electric energy

consumption based on the recharged electric energy from the mains for
OVC-HEVs and OVC-FCHVs

The utility factor-weighted charge-depleting electric energy consumption

based on the recharged electric energy from for an individual vehicle shall
be calculated using the following equation:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝐶𝐷 = 𝐸𝐶𝐴𝐶−𝐿,𝐶𝐷 + 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐴𝐶−𝐻,𝐶𝐷 − 𝐸𝐶𝐴𝐶−𝐿,𝐶𝐷 )

where:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric
energy from the mains for an individual vehicle, Wh/km;

𝐸𝐶𝐴𝐶−𝐿,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric
energy from the mains for vehicle L, Wh/km;

𝐸𝐶𝐴𝐶−𝐻,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric
energy from the mains for vehicle H, Wh/km;

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4.5.5.3. Individual utility factor-weighted fuel consumption for OVC-HEVs and

OVC-FCHVs

The utility factor-weighted fuel consumption for an individual vehicle shall

be calculated using the following equation:

𝐹𝐶𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 = 𝐹𝐶𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 + 𝐾𝑖𝑛𝑑 × (𝐹𝐶𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 − 𝐹𝐶𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 )

where:

𝐹𝐶𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption for an

individual vehicle, l/100 km in the case of OVC-HEVs
and kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption for

vehicle L, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;

𝐹𝐶𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor-weighted fuel consumption for

vehicle H, l/100 km in the case of OVC-HEVs and
kg/100km in the case of OVC-FCHVs;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

4.5.6. Interpolation of electric energy consumption for individual vehicles

4.5.6.1. Individual utility factor-weighted charge-depleting electric energy

consumption based on the recharged electric energy from the mains for
OVC-HEVs and OVC-FCHVs

The utility factor-weighted charge-depleting electric energy consumption

based on the recharged electric energy from for an individual vehicle shall
be calculated using the following equation:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝐶𝐷 = 𝐸𝐶𝐴𝐶−𝐿,𝐶𝐷 + 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐴𝐶−𝐻,𝐶𝐷 − 𝐸𝐶𝐴𝐶−𝐿,𝐶𝐷 )

where:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric
energy from the mains for an individual vehicle, Wh/km;

𝐸𝐶𝐴𝐶−𝐿,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric
energy from the mains for vehicle L, Wh/km;

𝐸𝐶𝐴𝐶−𝐻,𝐶𝐷 is the utility factor-weighted charge-depleting electric

energy consumption based on the recharged electric
energy from the mains for vehicle H, Wh/km;

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𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

4.5.6.2. Individual utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains for OVC-HEVs OVC-FCHVs

The utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains for an individual vehicle shall be
calculated using the following equation:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
= 𝐸𝐶𝐴𝐶−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
+ 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐴𝐶−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 − 𝐸𝐶𝐴𝐶−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 )

where:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑is the utility factor weighted electric energy consumption

based on the recharged electric energy from the mains for
an individual vehicle, Wh/km;

𝐸𝐶𝐴𝐶−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor weighted electric energy consumption

based on the recharged electric energy from the mains for
vehicle L, Wh/km;

𝐸𝐶𝐴𝐶−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor weighted electric energy consumption

based on the recharged electric energy from the mains for
vehicle H, Wh/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle.

4.5.6.3. Individual electric energy consumption for OVC-HEVs , OVC-FCHVs and

PEVs

The electric energy consumption for an individual vehicle according to

paragraph 4.3.3. of this annex in the case of OVC-HEVs and according to
paragraph 4.3.4. of this annex in the case of PEVs shall be calculated using
the following equation:

𝐸𝐶𝑖𝑛𝑑,𝑝 = 𝐸𝐶𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐸𝐶𝐻,𝑝 − 𝐸𝐶𝐿,𝑝 )

where:

𝐸𝐶𝑖𝑛𝑑,𝑝 is the electric energy consumption for an individual vehicle

for the considered period p, Wh/km;

𝐸𝐶𝐿,𝑝 is the electric energy consumption for vehicle L for the

considered period p, Wh/km;

𝐸𝐶𝐻,𝑝 is the electric energy consumption for vehicle H for the

considered period p, Wh/km;

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𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered

individual vehicle for the applicable WLTP test cycle.

4.5.6.2. Individual utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains for OVC-HEVs OVC-FCHVs

The utility factor-weighted electric energy consumption based on the

recharged electric energy from the mains for an individual vehicle shall be
calculated using the following equation:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
= 𝐸𝐶𝐴𝐶−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑
+ 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐴𝐶−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 − 𝐸𝐶𝐴𝐶−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 )

where:

𝐸𝐶𝐴𝐶−𝑖𝑛𝑑,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑is the utility factor weighted electric energy consumption

based on the recharged electric energy from the mains for
an individual vehicle, Wh/km;

𝐸𝐶𝐴𝐶−𝐿,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor weighted electric energy consumption

based on the recharged electric energy from the mains for
vehicle L, Wh/km;

𝐸𝐶𝐴𝐶−𝐻,𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑 is the utility factor weighted electric energy consumption

based on the recharged electric energy from the mains for
vehicle H, Wh/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle.

4.5.6.3. Individual electric energy consumption for OVC-HEVs , OVC-FCHVs and

PEVs

The electric energy consumption for an individual vehicle according to

paragraph 4.3.3. of this annex in the case of OVC-HEVs and according to
paragraph 4.3.4. of this annex in the case of PEVs shall be calculated using
the following equation:

𝐸𝐶𝑖𝑛𝑑,𝑝 = 𝐸𝐶𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐸𝐶𝐻,𝑝 − 𝐸𝐶𝐿,𝑝 )

where:

𝐸𝐶𝑖𝑛𝑑,𝑝 is the electric energy consumption for an individual vehicle

for the considered period p, Wh/km;

𝐸𝐶𝐿,𝑝 is the electric energy consumption for vehicle L for the

considered period p, Wh/km;

𝐸𝐶𝐻,𝑝 is the electric energy consumption for vehicle H for the

considered period p, Wh/km;

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𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable

test cycle.

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.7. Interpolation of electric ranges for individual vehicles

4.5.7.1. Individual all-electric range for OVC-HEVs and OVC-FCHVs

If the following criterion

𝐴𝐸𝑅𝐿 𝐴𝐸𝑅𝐻
| − | ≤ 0.1
𝑅𝐶𝐷𝐴,𝐿 𝑅𝐶𝐷𝐴,𝐻

where:

𝐴𝐸𝑅𝐿 is the all-electric range of vehicle L for the applicable WLTP

test cycle, km;

𝐴𝐸𝑅𝐻 is the all-electric range of vehicle H for the applicable WLTP

test cycle, km;

𝑅𝐶𝐷𝐴,𝐿 is the actual charge-depleting range of vehicle L, km;

𝑅𝐶𝐷𝐴,𝐻 is the actual charge-depleting range of vehicle H, km;

is fulfilled, the all-electric range for an individual vehicle shall be

calculated using the following equation:

𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 = 𝐴𝐸𝑅𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐴𝐸𝑅𝐻,𝑝 − 𝐴𝐸𝑅𝐿,𝑝 )

where:

𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 is the all-electric range for an individual vehicle for the

considered period p, km;

𝐴𝐸𝑅𝐿,𝑝 is the all-electric range for vehicle L for the considered

period p, km;

𝐴𝐸𝑅𝐻,𝑝 is the all-electric range for vehicle H for the considered

period p, km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable test

cycle.

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𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable

test cycle.

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.7. Interpolation of electric ranges for individual vehicles

4.5.7.1. Individual all-electric range for OVC-HEVs and OVC-FCHVs

If the following criterion

𝐴𝐸𝑅𝐿 𝐴𝐸𝑅𝐻
| − | ≤ 0.1
𝑅𝐶𝐷𝐴,𝐿 𝑅𝐶𝐷𝐴,𝐻

where:

𝐴𝐸𝑅𝐿 is the all-electric range of vehicle L for the applicable WLTP

test cycle, km;

𝐴𝐸𝑅𝐻 is the all-electric range of vehicle H for the applicable WLTP

test cycle, km;

𝑅𝐶𝐷𝐴,𝐿 is the actual charge-depleting range of vehicle L, km;

𝑅𝐶𝐷𝐴,𝐻 is the actual charge-depleting range of vehicle H, km;

is fulfilled, the all-electric range for an individual vehicle shall be

calculated using the following equation:

𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 = 𝐴𝐸𝑅𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐴𝐸𝑅𝐻,𝑝 − 𝐴𝐸𝑅𝐿,𝑝 )

where:

𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 is the all-electric range for an individual vehicle for the

considered period p, km;

𝐴𝐸𝑅𝐿,𝑝 is the all-electric range for vehicle L for the considered

period p, km;

𝐴𝐸𝑅𝐻,𝑝 is the all-electric range for vehicle H for the considered

period p, km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable test

cycle.

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The considered period shall be the applicable WLTP test cycle

If the criterion defined in this paragraph is not fulfilled, the AER determined
for vehicle H is applicable to all vehicles within the interpolation family.

4.5.7.2. Individual pure electric range for PEVs

The pure electric range for an individual vehicle shall be calculated using
the following equation:

𝑃𝐸𝑅𝑖𝑛𝑑,𝑝 = 𝑃𝐸𝑅𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝑃𝐸𝑅𝐻,𝑝 − 𝑃𝐸𝑅𝐿,𝑝 )

where:

𝑃𝐸𝑅𝑖𝑛𝑑,𝑝 is the pure electric range for an individual vehicle for the
considered period p, km;

𝑃𝐸𝑅𝐿,𝑝 is the pure electric range for vehicle L for the considered
period p, km;

𝑃𝐸𝑅𝐻,𝑝 is the pure electric range for vehicle H for the considered
period p, km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝑝 is the index of the individual period within the applicable

test cycle.

For the 4-phase WLTP only;

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.7.3. Individual equivalent all-electric range for OVC-HEVs and OVC-FCHVs

The equivalent all-electric range for an individual vehicle shall be

calculated using the following equation:

𝐸𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 = 𝐸𝐴𝐸𝑅𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐸𝐴𝐸𝑅𝐻,𝑝 − 𝐸𝐴𝐸𝑅𝐿,𝑝 )

where:

𝐸𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 is the equivalent all-electric range for an individual vehicle for

the considered period p, km;

𝐸𝐴𝐸𝑅𝐿,𝑝 is the equivalent all-electric range for vehicle L for the

considered period p, km;

𝐸𝐴𝐸𝑅𝐻,𝑝 is the equivalent all-electric range for vehicle H for the

considered period p, km;

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The considered period shall be the applicable WLTP test cycle

If the criterion defined in this paragraph is not fulfilled, the AER determined
for vehicle H is applicable to all vehicles within the interpolation family.

4.5.7.2. Individual pure electric range for PEVs

The pure electric range for an individual vehicle shall be calculated using
the following equation:

𝑃𝐸𝑅𝑖𝑛𝑑,𝑝 = 𝑃𝐸𝑅𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝑃𝐸𝑅𝐻,𝑝 − 𝑃𝐸𝑅𝐿,𝑝 )

where:

𝑃𝐸𝑅𝑖𝑛𝑑,𝑝 is the pure electric range for an individual vehicle for the
considered period p, km;

𝑃𝐸𝑅𝐿,𝑝 is the pure electric range for vehicle L for the considered
period p, km;

𝑃𝐸𝑅𝐻,𝑝 is the pure electric range for vehicle H for the considered
period p, km;

𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered

individual vehicle for period p;

𝑝 is the index of the individual period within the applicable

test cycle.

For the 4-phase WLTP only;

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.7.3. Individual equivalent all-electric range for OVC-HEVs and OVC-FCHVs

The equivalent all-electric range for an individual vehicle shall be

calculated using the following equation:

𝐸𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 = 𝐸𝐴𝐸𝑅𝐿,𝑝 + 𝐾𝑖𝑛𝑑,𝑝 × (𝐸𝐴𝐸𝑅𝐻,𝑝 − 𝐸𝐴𝐸𝑅𝐿,𝑝 )

where:

𝐸𝐴𝐸𝑅𝑖𝑛𝑑,𝑝 is the equivalent all-electric range for an individual vehicle for

the considered period p, km;

𝐸𝐴𝐸𝑅𝐿,𝑝 is the equivalent all-electric range for vehicle L for the

considered period p, km;

𝐸𝐴𝐸𝑅𝐻,𝑝 is the equivalent all-electric range for vehicle H for the

considered period p, km;

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𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable test

cycle.

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.8. Adjustment of values

The individual EAER value determined in accordance with paragraph

4.5.7.3. of this annex may be decreased by the manufacturer. In such cases:

The EAER phase values shall be decreased by the ratio of the decreased
EAER value divided by the calculated EAER value. This shall not
compensate for technical elements that would effectively require a vehicle to
be excluded from the interpolation family.

4.6. Stepwise procedure for calculating the final test results of OVC-HEVs

In addition to the stepwise procedure for calculating the final charge-

sustaining test results for gaseous emission compounds according to
paragraph 4.1.1.1. of this annex and for fuel consumption and fuel efficiency
according to paragraph 4.2.1.1. of this annex, paragraphs 4.6.1. and 4.6.2. of
this annex describe the stepwise calculation of the final charge-depleting as
well as the final charge-sustaining and charge-depleting weighted test results.

4.6.1. Stepwise procedure for calculating the final test results of the charge-
depleting Type I test for OVC-HEVs

The results shall be calculated in the order described in Table A8/8. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of Table A8/8, the following nomenclature within the
equations and results is used:

c complete applicable test cycle;

p every applicable cycle phase;

i applicable criteria emission component;

CS charge-sustaining;

CO2 CO2 mass emission.

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𝐾𝑖𝑛𝑑,𝑝 is the interpolation coefficient for the considered individual

vehicle for period p;

𝑝 is the index of the individual period within the applicable test

cycle.

The considered periods shall be the low phase, medium phase, high phase,
and the applicable WLTP test cycle.

4.5.8. Adjustment of values

The individual EAER value determined in accordance with paragraph

4.5.7.3. of this annex may be decreased by the manufacturer. In such cases:

The EAER phase values shall be decreased by the ratio of the decreased
EAER value divided by the calculated EAER value. This shall not
compensate for technical elements that would effectively require a vehicle to
be excluded from the interpolation family.

4.6. Stepwise procedure for calculating the final test results of OVC-HEVs

In addition to the stepwise procedure for calculating the final charge-

sustaining test results for gaseous emission compounds according to
paragraph 4.1.1.1. of this annex and for fuel consumption and fuel efficiency
according to paragraph 4.2.1.1. of this annex, paragraphs 4.6.1. and 4.6.2. of
this annex describe the stepwise calculation of the final charge-depleting as
well as the final charge-sustaining and charge-depleting weighted test results.

4.6.1. Stepwise procedure for calculating the final test results of the charge-
depleting Type I test for OVC-HEVs

The results shall be calculated in the order described in Table A8/8. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of Table A8/8, the following nomenclature within the
equations and results is used:

c complete applicable test cycle;

p every applicable cycle phase;

i applicable criteria emission component;

CS charge-sustaining;

CO2 CO2 mass emission.

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

1 Annex B8 Charge-depleting Results measured according ΔEREESS,j, Wh;

test results to Appendix 3 to this annex,
pre-calculated according to dj, km;
paragraph 4.3. of this annex.

Recharged electric energy EAC, Wh;

according to
paragraph 3.2.4.6. of this
annex.

Cycle energy according to Ecycle, Ws;

paragraph 5. of Annex B7.

CO2 mass emission MCO2,CD,j,

according to paragraph 3.2.1. g/km;
of Annex B7.

Mass of gaseous emission Mi,CD,j, g/km;

compound i according to
paragraph 4.1.3.1.. of
Annex B8.

All-electric range determined AER, km;

according to
paragraph 4.4.1.1. of this
annex.

CO2 mass emission KCO2 KCO2,

correction coefficient might
be necessary according to (g/km)/(Wh/k
Appendix 2 to this annex. m).

Output is available for each

test.

In the case that the

interpolation method is
applied, the output (except of
KCO2) is available for vehicle
H, L and, if applicable, M.

Annex B8 Particle number emissions (if PNCD,j,

applicable) according to particles per
paragraph 4. of Annex B7. kilometer;

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

1 Annex B8 Charge-depleting Results measured according ΔEREESS,j, Wh;

test results to Appendix 3 to this annex,
pre-calculated according to dj, km;
paragraph 4.3. of this annex.

Recharged electric energy EAC, Wh;

according to
paragraph 3.2.4.6. of this
annex.

Cycle energy according to Ecycle, Ws;

paragraph 5. of Annex B7.

CO2 mass emission MCO2,CD,j,

according to paragraph 3.2.1. g/km;
of Annex B7.

Mass of gaseous emission Mi,CD,j, g/km;

compound i according to
paragraph 4.1.3.1.. of
Annex B8.

All-electric range determined AER, km;

according to
paragraph 4.4.1.1. of this
annex.

CO2 mass emission KCO2 KCO2,

correction coefficient might
be necessary according to (g/km)/(Wh/k
Appendix 2 to this annex. m).

Output is available for each

test.

In the case that the

interpolation method is
applied, the output (except of
KCO2) is available for vehicle
H, L and, if applicable, M.

Annex B8 Particle number emissions (if PNCD,j,

applicable) according to particles per
paragraph 4. of Annex B7. kilometer;

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

Particulate matter emissions PMCD,c,

according to paragraph 4. of mg/km;
Annex B7.

2 Output ΔEREESS,j, Wh; Calculation of relative REECi.

step 1 Ecycle, Ws. electric energy change for
each cycle according to
paragraph 3.2.4.5.2. of this
annex.

Output is available for each

test and each applicable
WLTP test cycle.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

3 Output REECi. Determination of the nveh;

step 2 transition and confirmation
cycle according to
paragraph 3.2.4.4. of this
annex.

In the case that more than RCDC; km.

one charge-depleting test is
available for one vehicle, for
the purpose of averaging,
each test shall have the same
transition cycle number nveh.

Determination of the charge-

depleting cycle range
according to paragraph 4.4.3.
of this annex.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

Particulate matter emissions PMCD,c,

according to paragraph 4. of mg/km;
Annex B7.

2 Output ΔEREESS,j, Wh; Calculation of relative REECi.

step 1 Ecycle, Ws. electric energy change for
each cycle according to
paragraph 3.2.4.5.2. of this
annex.

Output is available for each

test and each applicable
WLTP test cycle.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

3 Output REECi. Determination of the nveh;

step 2 transition and confirmation
cycle according to
paragraph 3.2.4.4. of this
annex.

In the case that more than RCDC; km.

one charge-depleting test is
available for one vehicle, for
the purpose of averaging,
each test shall have the same
transition cycle number nveh.

Determination of the charge-

depleting cycle range
according to paragraph 4.4.3.
of this annex.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

available for vehicle H, L

and, if applicable, M.

4 Output nveh; In the case that the nveh,L;

step 3 interpolation method is used,
the transition cycle shall be nveh,H;
determined for vehicle H, L
and, if applicable, M.

Check whether the if applicable

interpolation criterion
according to nveh,M.
paragraph 6.3.2.2. (d) of this
Regulation is fulfilled.

5 Output Mi,CD,j, g/km; Calculation of combined Mi,CD,c, g/km;

step 1 PMCD,c, mg/km; values for emissions for nveh
PNCD,j, particles cycles; in the case of PMCD,c,
per kilometer. interpolation for nveh,L cycles mg/km;
for each vehicle.
PNCD,c,
Output is available for each particles per
test. kilometer.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

6 Output Mi,CD,c, g/km; Emission averaging of tests Mi,CD,c,ave,

step 5 PMCD,c, mg/km; for each applicable WLTP g/km;
PNCD,c, particles test cycle within the charge-
per kilometer. depleting Type I test and PMCD,c,ave,
check with the limits mg/km;
according to Table A6/2 of
Annex B6. PNCD,c,ave,
particles per
kilometer.

7 Reserved

8 Output step dj, km; Phase-specific and cycle- UFphase,j;

1 specific UF calculation.
UFcycle,c.

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

available for vehicle H, L

and, if applicable, M.

4 Output nveh; In the case that the nveh,L;

step 3 interpolation method is used,
the transition cycle shall be nveh,H;
determined for vehicle H, L
and, if applicable, M.

Check whether the if applicable

interpolation criterion
according to nveh,M.
paragraph 6.3.2.2. (d) of this
Regulation is fulfilled.

5 Output Mi,CD,j, g/km; Calculation of combined Mi,CD,c, g/km;

step 1 PMCD,c, mg/km; values for emissions for nveh
PNCD,j, particles cycles; in the case of PMCD,c,
per kilometer. interpolation for nveh,L cycles mg/km;
for each vehicle.
PNCD,c,
Output is available for each particles per
test. kilometer.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

6 Output Mi,CD,c, g/km; Emission averaging of tests Mi,CD,c,ave,

step 5 PMCD,c, mg/km; for each applicable WLTP g/km;
PNCD,c, particles test cycle within the charge-
per kilometer. depleting Type I test and PMCD,c,ave,
check with the limits mg/km;
according to Table A6/2 of
Annex B6. PNCD,c,ave,
particles per
kilometer.

7 Reserved

8 Output step dj, km; Phase-specific and cycle- UFphase,j;

1 specific UF calculation.
UFcycle,c.

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

Output step nveh; Output is available for each

3 test.

In the case that the

interpolation method is
Output step nveh,L; applied, the output is
4 available for vehicle H, L
and, if applicable, M.

9 Output step ΔEREESS,j, Wh; Calculation of the electric ECAC,CD,

1 energy consumption based on Wh/km;
dj, km; the recharged energy
according. to
EAC, Wh; paragraphs 4.3.1. of this
annex.
Output step nveh;
3 In the case of interpolation,
nveh,L cycles shall be used.
Therefore, due to the
Output step nveh,L;
required correction of the
4
CO2 mass emission, the
electric energy consumption
Output step UFphase,j; of the confirmation cycle and
8 its phases shall be set to zero.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

10 Output step MCO2,CD,j, g/km;Calculation of the charge- MCO2,CD,

1 depleting CO2 mass emission g/km;
KCO2, according to paragraph 4.1.2.
(g/km)/(Wh/km); of this annex.

ΔEREESS,j, Wh; In the case that the

interpolation method is
dj, km; applied, nveh,L cycles shall be
used. With reference to
nveh; paragraph 4.1.2. of this

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

Output step nveh; Output is available for each

3 test.

In the case that the

interpolation method is
Output step nveh,L; applied, the output is
4 available for vehicle H, L
and, if applicable, M.

9 Output step ΔEREESS,j, Wh; Calculation of the electric ECAC,CD,

1 energy consumption based on Wh/km;
dj, km; the recharged energy
according. to
EAC, Wh; paragraphs 4.3.1. of this
annex.
Output step nveh;
3 In the case of interpolation,
nveh,L cycles shall be used.
Therefore, due to the
Output step nveh,L;
required correction of the
4
CO2 mass emission, the
electric energy consumption
Output step UFphase,j; of the confirmation cycle and
8 its phases shall be set to zero.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

10 Output step MCO2,CD,j, g/km;Calculation of the charge- MCO2,CD,

1 depleting CO2 mass emission g/km;
KCO2, according to paragraph 4.1.2.
(g/km)/(Wh/km); of this annex.

ΔEREESS,j, Wh; In the case that the

interpolation method is
dj, km; applied, nveh,L cycles shall be
used. With reference to
nveh; paragraph 4.1.2. of this

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

nveh,L; annex, the confirmation cycle

shall be corrected according
UFphase,j. to Appendix 2 to this annex.

Output step dj, km; Output is available for each

3 test.

Output step nveh; In the case that the

4 interpolation method is
applied, the output is
available for vehicle H, L
Output step nveh,L; and, if applicable, M.
8
UFphase,j.

11 Output step MCO2,CD,j, g/km;Calculation of the charge- FCCD,j,

1 depleting fuel consumption l/100 km;
Mi,CD,j, g/km; according to paragraph 4.2.2.
of this annex. FCCD,
KCO2, l/100 km.
(g/km)/(Wh/km). In the case that the
interpolation method is
nveh; applied, nveh,L cycles shall be
used. With reference to
nveh,L; paragraph 4.1.2. of this
annex, MCO2,CD,j of the
UFphase,j;
confirmation cycle shall be
Output step nveh; corrected according to
3 Appendix 2 to this annex.

For results, the phase-

Output step nveh,L; specific fuel consumption
4 FCCD,j shall be calculated
using the corrected CO2 mass
emission according to
Output step UFphase,j; paragraph 6. of Annex B7.
8
Output is available for each
test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

nveh,L; annex, the confirmation cycle

shall be corrected according
UFphase,j. to Appendix 2 to this annex.

Output step dj, km; Output is available for each

3 test.

Output step nveh; In the case that the

4 interpolation method is
applied, the output is
available for vehicle H, L
Output step nveh,L; and, if applicable, M.
8
UFphase,j.

11 Output step MCO2,CD,j, g/km;Calculation of the charge- FCCD,j,

1 depleting fuel consumption l/100 km;
Mi,CD,j, g/km; according to paragraph 4.2.2.
of this annex. FCCD,
KCO2, l/100 km.
(g/km)/(Wh/km). In the case that the
interpolation method is
nveh; applied, nveh,L cycles shall be
used. With reference to
nveh,L; paragraph 4.1.2. of this
annex, MCO2,CD,j of the
UFphase,j;
confirmation cycle shall be
Output step nveh; corrected according to
3 Appendix 2 to this annex.

For results, the phase-

Output step nveh,L; specific fuel consumption
4 FCCD,j shall be calculated
using the corrected CO2 mass
emission according to
Output step UFphase,j; paragraph 6. of Annex B7.
8
Output is available for each
test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

12 Output step ΔEREESS,j, Wh; If applicable, calculation of ECDC,CD,first,

1 the electric energy Wh/km
dj, km; consumption from the first
applicable WLTP test cycle
as described in Appendix 8,
Paragraph 2.1. to this annex.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

13 Output step ECAC,CD, Averaging of tests for each If applicable:

9 Wh/km; vehicle.
ECDC,CD,first,ave
Output step MCO2,CD, g/km; In the case that the , Wh/km
10 interpolation method is
applied, the output is
Output step FCCD, l/100 km; available for each vehicle H,
11 L and, if applicable, M. For results,

Output step If applicable: ECAC,CD,ave,

12 Wh/km;
ECDC,CD,first,
Wh/km. MCO2,CD,ave,
g/km;

FCCD,ave,
l/100 km;

14 Output step ECAC,CD,ave, Declaration of charge- For results,

13 Wh/km; depleting electric energy
consumption, and CO2 mass ECAC,CD,declared
MCO2,CD,ave, emission for each vehicle. , Wh/km;
g/km.
Calculation of ECAC,weighted ECAC,weighted,
according to paragraph 4.3.2. Wh/km;
of this annex.
MCO2,CD,declared
In the case that the , g/km.
interpolation method is
applied, the output is

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

12 Output step ΔEREESS,j, Wh; If applicable, calculation of ECDC,CD,first,

1 the electric energy Wh/km
dj, km; consumption from the first
applicable WLTP test cycle
as described in Appendix 8,
Paragraph 2.1. to this annex.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H, L
and, if applicable, M.

13 Output step ECAC,CD, Averaging of tests for each If applicable:

9 Wh/km; vehicle.
ECDC,CD,first,ave
Output step MCO2,CD, g/km; In the case that the , Wh/km
10 interpolation method is
applied, the output is
Output step FCCD, l/100 km; available for each vehicle H,
11 L and, if applicable, M. For results,

Output step If applicable: ECAC,CD,ave,

12 Wh/km;
ECDC,CD,first,
Wh/km. MCO2,CD,ave,
g/km;

FCCD,ave,
l/100 km;

14 Output step ECAC,CD,ave, Declaration of charge- For results,

13 Wh/km; depleting electric energy
consumption, and CO2 mass ECAC,CD,declared
MCO2,CD,ave, emission for each vehicle. , Wh/km;
g/km.
Calculation of ECAC,weighted ECAC,weighted,
according to paragraph 4.3.2. Wh/km;
of this annex.
MCO2,CD,declared
In the case that the , g/km.
interpolation method is
applied, the output is

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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

available for each vehicle H,

L and, if applicable, M.

15 Output step ECAC,CD,ave, If applicable: ECDC,CD,COP,

13 Wh/km; Wh/km;
Adjustment of electric energy
If applicable: consumption for the purpose
of COP as decribed in
ECDC,CD,first,ave, Appendix 8, paragraph 2.1.
Wh/km; to this annex.

Output step ECAC,CD,declared, In the case that the

14 Wh/km; interpolation method is
applied, the output is
available for each vehicle H,
L and, if applicable, M.

16 Output step If applicable: In the case that the If applicable:

15 ECDC,CD,COP, interpolation method is ECDC,CD,COP,fin
Wh/km; applied, intermediate al, Wh/km;
rounding shall be performed
Interpolat according to paragraph 6.1.8. For results,
ion Output step ECAC,CD,declared, of this Regulation: ECAC,CD,final,
family 14 Wh/km; Wh/km;
result. MCO2,CD shall be rounded to
ECAC,weighted, the second place of decimal. MCO2,CD,final,
Wh/km; g/km;
ECAC,CD,final and
If the Output step MCO2,CD,declared, ECAC,weighted,final shall be ECAC,weighted,fin
interpola- 13 g/km; rounded to the first place of al, Wh/km;
tion decimal.
method is FCCD,ave, FCCD,final,
not l/100 km; If applicable: l/100 km;
applied,
step No. ECDC,CD,COP shall be rounded
17 is not to the first place of decimal.
required
and the FCCD shall be rounded to the
output of third place of decimal.
this step
is the Output is available for
final vehicles H and for vehicle L
result. and, if applicable, for vehicle
M.

In case that the interpolation

method is not applied, final
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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

available for each vehicle H,

L and, if applicable, M.

15 Output step ECAC,CD,ave, If applicable: ECDC,CD,COP,

13 Wh/km; Wh/km;
Adjustment of electric energy
If applicable: consumption for the purpose
of COP as decribed in
ECDC,CD,first,ave, Appendix 8, paragraph 2.1.
Wh/km; to this annex.

Output step ECAC,CD,declared, In the case that the

14 Wh/km; interpolation method is
applied, the output is
available for each vehicle H,
L and, if applicable, M.

16 Output step If applicable: In the case that the If applicable:

15 ECDC,CD,COP, interpolation method is ECDC,CD,COP,fin
Wh/km; applied, intermediate al, Wh/km;
rounding shall be performed
Interpolat according to paragraph 6.1.8. For results,
ion Output step ECAC,CD,declared, of this Regulation: ECAC,CD,final,
family 14 Wh/km; Wh/km;
result. MCO2,CD shall be rounded to
ECAC,weighted, the second place of decimal. MCO2,CD,final,
Wh/km; g/km;
ECAC,CD,final and
If the Output step MCO2,CD,declared, ECAC,weighted,final shall be ECAC,weighted,fin
interpola- 13 g/km; rounded to the first place of al, Wh/km;
tion decimal.
method is FCCD,ave, FCCD,final,
not l/100 km; If applicable: l/100 km;
applied,
step No. ECDC,CD,COP shall be rounded
17 is not to the first place of decimal.
required
and the FCCD shall be rounded to the
output of third place of decimal.
this step
is the Output is available for
final vehicles H and for vehicle L
result. and, if applicable, for vehicle
M.

In case that the interpolation

method is not applied, final
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 Draft AIS 175 / Final Draft
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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

rounding shall be applied

according to paragraph 6.1.8.
of this Regulation:

ECAC,CD , ECAC,weighted and

MCO2,CD shall be rounded to
the nearest whole number.

If applicable:

ECDC,CD,COP shall be rounded

to the nearest whole number.

FCCD shall be rounded to the

first place of decimal.

17 Output step If applicable: Interpolation of individual If applicable:

16 ECDC,CD,COP,final, values based on input from ECDC,CD,COP,ind
Wh/km; vehicles H and L and, if , Wh/km;
Result of applicable, vehicle M.
ECAC,CD,final, For results ,
an
Wh/km; Final rounding of individual
individual ECAC,CD,ind,
vehicle values shall be
vehicle. MCO2,CD,final, Wh/km;
performed according to
Final test g/km; paragraph 6.1.8. of this
result. Regulation. MCO2,CD,ind,
ECAC,weighted,final, g/km;
Wh/km; ECAC,CD , ECAC,weighted and
MCO2,CD shall be rounded to ECAC,weighted,ind
FCCD,final, the nearest whole number. , Wh/km;
l/100 km;
If applicable: FCCD,ind,
l/100 km;
ECDC,CD,COP shall be rounded
to the nearest whole number.

FCCD shall be rounded to the

first place of decimal.

Output is available for each

individual vehicle.

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 Draft AIS 175 / Final Draft
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Table A8/8

Calculation of final charge-depleting values

Step no. Source Input Process Output

rounding shall be applied

according to paragraph 6.1.8.
of this Regulation:

ECAC,CD , ECAC,weighted and

MCO2,CD shall be rounded to
the nearest whole number.

If applicable:

ECDC,CD,COP shall be rounded

to the nearest whole number.

FCCD shall be rounded to the

first place of decimal.

17 Output step If applicable: Interpolation of individual If applicable:

16 ECDC,CD,COP,final, values based on input from ECDC,CD,COP,ind
Wh/km; vehicles H and L and, if , Wh/km;
Result of applicable, vehicle M.
ECAC,CD,final, For results ,
an
Wh/km; Final rounding of individual
individual ECAC,CD,ind,
vehicle values shall be
vehicle. MCO2,CD,final, Wh/km;
performed according to
Final test g/km; paragraph 6.1.8. of this
result. Regulation. MCO2,CD,ind,
ECAC,weighted,final, g/km;
Wh/km; ECAC,CD , ECAC,weighted and
MCO2,CD shall be rounded to ECAC,weighted,ind
FCCD,final, the nearest whole number. , Wh/km;
l/100 km;
If applicable: FCCD,ind,
l/100 km;
ECDC,CD,COP shall be rounded
to the nearest whole number.

FCCD shall be rounded to the

first place of decimal.

Output is available for each

individual vehicle.

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 Draft AIS 175 / Final Draft
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4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type I test for OVC-HEVs

The results shall be calculated in the order described in Table A8/9. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

𝑐 considered period is the complete applicable test cycle;

𝑝 considered period is the applicable cycle phase;

𝑖 applicable criteria emission component (except for CO2);

j index for the considered period;

CS charge-sustaining;

CD charge-depleting;

CO2 CO2 mass emission;

REESS Rechargeable Electric Energy Storage System.

Table A8/9

Calculation of final charge-depleting and charge-sustaining weighted values

Step no. Source Input Process Output

1 Output Mi,CD,j, g/km; Input from CD and CS post MCO2,CD,j,

step 1, processing. g/km;
Table A8/8 PNCD,j, particles
per kilometer; AER, km;

PMCD,c, mg/km; EAC, Wh;

MCO2,CD,j, g/km; MCO2,CS,declare

d, g/km;
ΔEREESS,j, Wh;
MCO2,CD,declar
dj, km; ed, g/km;

AER, km; MCO2,CD,ave,

g/km;
EAC, Wh;

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 Draft AIS 175 / Final Draft
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4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type I test for OVC-HEVs

The results shall be calculated in the order described in Table A8/9. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

𝑐 considered period is the complete applicable test cycle;

𝑝 considered period is the applicable cycle phase;

𝑖 applicable criteria emission component (except for CO2);

j index for the considered period;

CS charge-sustaining;

CD charge-depleting;

CO2 CO2 mass emission;

REESS Rechargeable Electric Energy Storage System.

Table A8/9

Calculation of final charge-depleting and charge-sustaining weighted values

Step no. Source Input Process Output

1 Output Mi,CD,j, g/km; Input from CD and CS post MCO2,CD,j,

step 1, processing. g/km;
Table A8/8 PNCD,j, particles
per kilometer; AER, km;

PMCD,c, mg/km; EAC, Wh;

MCO2,CD,j, g/km; MCO2,CS,declare

d, g/km;
ΔEREESS,j, Wh;
MCO2,CD,declar
dj, km; ed, g/km;

AER, km; MCO2,CD,ave,

g/km;
EAC, Wh;

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For results,

Output nveh; Mi,CD,j,

step 3, g/km;
Table A8/8 RCDC, km;
PNCD,j,
particles per
kilometer;
Output nveh,L;
step 4, PMCD,c,
Table A8/8 nveh,H; mg/km;

ΔEREESS,j,
Wh;
Output UFphase,j;
step 8, dj, km;
Table A8/8 UFcycle,c;
nveh;

RCDC, km;
Output Mi,CS,c,6, g/km; nveh,L;
step 6,
Table A8/5 nveh,H;

UFphase,j;
Output MCO2,CS,declared, UFcycle,c;
step 7, g/km; MCO2,CS,p
Table A8/5 Mi,CS,c,6,
g/km;

Output step MCO2,CD,declared, MCO2,CS,p

14, Table g/km;
Output in the case of CD is
A8/8
available for each CD test.
Output in the case of CS is
Output step MCO2,CD,ave, available once due to CS test
13, Table g/km; averaged values.
A8/8

KCO2, In the case that the

interpolation method is
(g/km)/(Wh/km). applied, the output (except of KCO2,
KCO2) is available for vehicle
H, L and, if applicable, M. (g/km)/(Wh/
km).

CO2 mass emission correction

coefficient KCO2 might be
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MARCH 2025

For results,

Output nveh; Mi,CD,j,

step 3, g/km;
Table A8/8 RCDC, km;
PNCD,j,
particles per
kilometer;
Output nveh,L;
step 4, PMCD,c,
Table A8/8 nveh,H; mg/km;

ΔEREESS,j,
Wh;
Output UFphase,j;
step 8, dj, km;
Table A8/8 UFcycle,c;
nveh;

RCDC, km;
Output Mi,CS,c,6, g/km; nveh,L;
step 6,
Table A8/5 nveh,H;

UFphase,j;
Output MCO2,CS,declared, UFcycle,c;
step 7, g/km; MCO2,CS,p
Table A8/5 Mi,CS,c,6,
g/km;

Output step MCO2,CD,declared, MCO2,CS,p

14, Table g/km;
Output in the case of CD is
A8/8
available for each CD test.
Output in the case of CS is
Output step MCO2,CD,ave, available once due to CS test
13, Table g/km; averaged values.
A8/8

KCO2, In the case that the

interpolation method is
(g/km)/(Wh/km). applied, the output (except of KCO2,
KCO2) is available for vehicle
H, L and, if applicable, M. (g/km)/(Wh/
km).

CO2 mass emission correction

coefficient KCO2 might be
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Septemebr 2023

necessary according to
Appendix 2 to this annex.

2 Output Mi,CD,j, g/km; Calculation of weighted Mi,weighted,

step 1 emission (except MCO2,weighted) g/km;
PNCD,j, particles compounds according to
per kilometer; paragraphs 4.1.3.1. to 4.1.3.3. PNweighted,
inclusive of this annex. particles per
PMCD,c, mg/km; kilometer;
Remark:
nveh; PMweighted,
Mi,CS,c,6 includes PNCS,c and mg/km;
nveh,L; PMCS,c.
UFphase,j; Output is available for each
CD test.
UFcycle,c;
In the case that the
Mi,CS,c,6, g/km; interpolation method is
applied, the output is available
for each vehicle L, H and, if
applicable, M.

3 Output MCO2,CD,j, g/km; Calculation of equivalent all- EAER, km;

step 1 electric range according to
ΔEREESS,j, Wh; paragraphs 4.4.4.1. and EAERp, km;
4.4.4.2. of this annex, and
dj, km; actual charge-depleting range RCDA, km.
according to paragraph 4.4.5.
nveh; of this annex.
RCDC, km Output is available for each
CD test.
MCO2,CS,declared,
g/km; RCDA shall be rounded
according to paragraph 6.1.8.
MCO2,CS,p
of this Regulation to the
nearest whole number.

In the case that the

interpolation method is
applied, the output is available
for each vehicle L, H and, if
applicable, M.

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 Draft AIS 175 / Final Draft
MARCH 2025

necessary according to
Appendix 2 to this annex.

2 Output Mi,CD,j, g/km; Calculation of weighted Mi,weighted,

step 1 emission (except MCO2,weighted) g/km;
PNCD,j, particles compounds according to
per kilometer; paragraphs 4.1.3.1. to 4.1.3.3. PNweighted,
inclusive of this annex. particles per
PMCD,c, mg/km; kilometer;
Remark:
nveh; PMweighted,
Mi,CS,c,6 includes PNCS,c and mg/km;
nveh,L; PMCS,c.
UFphase,j; Output is available for each
CD test.
UFcycle,c;
In the case that the
Mi,CS,c,6, g/km; interpolation method is
applied, the output is available
for each vehicle L, H and, if
applicable, M.

3 Output MCO2,CD,j, g/km; Calculation of equivalent all- EAER, km;

step 1 electric range according to
ΔEREESS,j, Wh; paragraphs 4.4.4.1. and EAERp, km;
4.4.4.2. of this annex, and
dj, km; actual charge-depleting range RCDA, km.
according to paragraph 4.4.5.
nveh; of this annex.
RCDC, km Output is available for each
CD test.
MCO2,CS,declared,
g/km; RCDA shall be rounded
according to paragraph 6.1.8.
MCO2,CS,p
of this Regulation to the
nearest whole number.

In the case that the

interpolation method is
applied, the output is available
for each vehicle L, H and, if
applicable, M.

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4 Output AER, km; Output is available for each AER-

step 1 CD test. interpolation
availability.
In the case that the
Output step 3 RCDA, km. interpolation method is
applied, check the availability
of AER interpolation between
vehicle H, L and, if applicable,
M according to
paragraph 4.5.7.1. of this
annex.

If the interpolation method is

used, each test shall fulfil the
requirement.

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4 Output AER, km; Output is available for each AER-

step 1 CD test. interpolation
availability.
In the case that the
Output step 3 RCDA, km. interpolation method is
applied, check the availability
of AER interpolation between
vehicle H, L and, if applicable,
M according to
paragraph 4.5.7.1. of this
annex.

If the interpolation method is

used, each test shall fulfil the
requirement.

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5 Output AER, km. Averaging AER and AER AERave, km;

step 1 declaration.
Interpolatio For results,
n family The declared AER shall be
result. rounded according to AERdec, km.
paragraph 6.1.8. of this
If the
Regulation to the number of
interpolatio
decimal places specified in
n method is
Table A6/1 of Annex B6.
not
applied, In the case that the
step No. 9 interpolation method is
is not applied and the AER
required interpolation availability
and the criterion is fulfilled, AER shall
output of be rounded according to
this step is paragraph 6.1.8. of this
the final Regulation to the first place of
result. decimal.

The output is available for

each vehicles H and L and, if
applicable, for vehicle M.

If the case that the

interpolation method is
applied but the criterion is not
fulfilled, AER of vehicle H
shall be applied for the whole
interpolation family and shall
be rounded according to
paragraph 6.1.8. of this
Regulation to the nearest
whole number.

In the case that the

interpolation method is not
applied, AER shall be rounded
according to paragraph 6.1.8.
of this Regulation to the
nearest whole number.

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5 Output AER, km. Averaging AER and AER AERave, km;

step 1 declaration.
Interpolatio For results,
n family The declared AER shall be
result. rounded according to AERdec, km.
paragraph 6.1.8. of this
If the
Regulation to the number of
interpolatio
decimal places specified in
n method is
Table A6/1 of Annex B6.
not
applied, In the case that the
step No. 9 interpolation method is
is not applied and the AER
required interpolation availability
and the criterion is fulfilled, AER shall
output of be rounded according to
this step is paragraph 6.1.8. of this
the final Regulation to the first place of
result. decimal.

The output is available for

each vehicles H and L and, if
applicable, for vehicle M.

If the case that the

interpolation method is
applied but the criterion is not
fulfilled, AER of vehicle H
shall be applied for the whole
interpolation family and shall
be rounded according to
paragraph 6.1.8. of this
Regulation to the nearest
whole number.

In the case that the

interpolation method is not
applied, AER shall be rounded
according to paragraph 6.1.8.
of this Regulation to the
nearest whole number.

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6 Output Mi,CD,j, g/km; Calculation of weighted CO2 MCO2,weighted,

step 1 mass emission and fuel g/km;
MCO2,CD,j, g/km; consumption according to
paragraphs 4.1.3.1. and 4.2.3. FCweighted,
nveh; of this annex. l/100 km;

nveh,L; Output is available for each

CD test.
UFphase,j;
In the case that the
Mi,CS,c,6, g/km; interpolation method is
applied, nveh,L cycles shall be
MCO2,CS,declared,
used. With reference to
g/km.
paragraph 4.1.2. of this annex,
MCO2,CD,declared, MCO2,CD,j of the confirmation
g/km; cycle shall be corrected
according to Appendix 2 to
MCO2,CD,ave, this annex.
g/km;
In the case that the
interpolation method is
applied, the output is available
for each vehicle H, vehicle L
and, if applicable, vehicle M.

7 Output EAC, Wh; Calculation of the electric EC, Wh/km;

step 1 energy consumption based in
EAER according to ECp,
paragraphs 4.3.3.1. and Wh/km;
4.3.3.2. of this annex.
Output EAER, km;
step 3 Output is available for each
EAERp, km; CD test.

In the case that the

interpolation method is
applied, the output is available
for each vehicle H, vehicle L
and, if applicable, vehicle M.

8 Output MCO2,weighted, Averaging and intermediate For results,

step 6 g/km; rounding according to
Interpolatio paragraph 6.1.8. of this MCO2,weighted,f
n family FCweighted, Regulation. inal, g/km;
result. l/100 km;
FCweighted,final
, l/100 km;

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6 Output Mi,CD,j, g/km; Calculation of weighted CO2 MCO2,weighted,

step 1 mass emission and fuel g/km;
MCO2,CD,j, g/km; consumption according to
paragraphs 4.1.3.1. and 4.2.3. FCweighted,
nveh; of this annex. l/100 km;

nveh,L; Output is available for each

CD test.
UFphase,j;
In the case that the
Mi,CS,c,6, g/km; interpolation method is
applied, nveh,L cycles shall be
MCO2,CS,declared,
used. With reference to
g/km.
paragraph 4.1.2. of this annex,
MCO2,CD,declared, MCO2,CD,j of the confirmation
g/km; cycle shall be corrected
according to Appendix 2 to
MCO2,CD,ave, this annex.
g/km;
In the case that the
interpolation method is
applied, the output is available
for each vehicle H, vehicle L
and, if applicable, vehicle M.

7 Output EAC, Wh; Calculation of the electric EC, Wh/km;

step 1 energy consumption based in
EAER according to ECp,
paragraphs 4.3.3.1. and Wh/km;
4.3.3.2. of this annex.
Output EAER, km;
step 3 Output is available for each
EAERp, km; CD test.

In the case that the

interpolation method is
applied, the output is available
for each vehicle H, vehicle L
and, if applicable, vehicle M.

8 Output MCO2,weighted, Averaging and intermediate For results,

step 6 g/km; rounding according to
Interpolatio paragraph 6.1.8. of this MCO2,weighted,f
n family FCweighted, Regulation. inal, g/km;
result. l/100 km;
FCweighted,final
, l/100 km;

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If the Output EC, Wh/km; In the case that the ECfinal,

interpolatio step 7 interpolation method is Wh/km;
n method is ECp, Wh/km; applied, intermediate rounding
not shall be performed according ECp,final,
applied, to paragraph 6.1.8. of this Wh/km;
step No. 9 Output EAER, km; Regulation.
is not step 3 EAERfinal,
required EAERp, km; EAER and EAERp shall be km;
and the rounded to the first place of
output of decimal. EAERp,final,
Output step AERdec, km; km.
this step is
5 MCO2,weighted shall be rounded
the final AERave, km..
result. to the second place of decimal.

FCweighted shall be rounded to

the third place of decimal.

EC and ECp shall be rounded

to the first place of decimal.

The output is available for

each vehicle H, vehicle L and,
if applicable, vehicle M.

In case that the interpolation

method is not applied, final
rounding of the test results
shall be applied according to
paragraph 6.1.8. of this
Regulation.

EAER and EAERp shall be

rounded to the nearest whole
number.

MCO2,weighted shall be rounded

to the nearest whole number.

FCweighted shall be rounded to

the first place of decimal.

EC and ECp shall be rounded

to the nearest whole number.

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If the Output EC, Wh/km; In the case that the ECfinal,

interpolatio step 7 interpolation method is Wh/km;
n method is ECp, Wh/km; applied, intermediate rounding
not shall be performed according ECp,final,
applied, to paragraph 6.1.8. of this Wh/km;
step No. 9 Output EAER, km; Regulation.
is not step 3 EAERfinal,
required EAERp, km; EAER and EAERp shall be km;
and the rounded to the first place of
output of decimal. EAERp,final,
Output step AERdec, km; km.
this step is
5 MCO2,weighted shall be rounded
the final AERave, km..
result. to the second place of decimal.

FCweighted shall be rounded to

the third place of decimal.

EC and ECp shall be rounded

to the first place of decimal.

The output is available for

each vehicle H, vehicle L and,
if applicable, vehicle M.

In case that the interpolation

method is not applied, final
rounding of the test results
shall be applied according to
paragraph 6.1.8. of this
Regulation.

EAER and EAERp shall be

rounded to the nearest whole
number.

MCO2,weighted shall be rounded

to the nearest whole number.

FCweighted shall be rounded to

the first place of decimal.

EC and ECp shall be rounded

to the nearest whole number.

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9 Output step AERdec, km; Interpolation of individual ECind,

5 values based on input from Wh/km;
Result of vehicle low, medium and high
an Output step MCO2,weighted,final, according to paragraph 4.5. of ECp,ind,
individual 8 g/km; this annex, and final rounding Wh/km;
vehicle. according to paragraph 6.1.8.
FCweighted,final, of this Regulation. EAERind,
Final test l/100 km; km;
result. AERind, EAERind and
ECfinal, Wh/km; EAERp,ind shall be rounded to For results,
the nearest whole number.
ECp,final, Wh/km; AERind, km;
MCO2,weighted,ind shall be
EAERfinal, km; rounded to the nearest whole MCO2,weighted,i
nd, g/km;
number.
EAERp,final, km;
ECweighted,ind shall be rounded FCweighted,ind,
to the first place of decimal. l/100 km;

Output AER- FCweighted,ind shall be rounded EAERp,ind,

step 4 interpolation to the first place of decimal. km.
availability
ECind and ECp,ind shall be RCDC,final
rounded to the nearest whole
number.
Output step RCDC
1 Output available for each
individual vehicles.

RCDC shall be rounded

according to paragraph 6.1.8.
of this Regulation to the
nearest whole number.

4.6.3. Stepwise procedure for calculating the final test results of OVC-FCHVs

This annex describes the stepwise calculation of the final charge-depleting as

well as the final charge-sustaining and charge-depleting weighted test results.

4.6.3.1. Stepwise procedure for calculating the final test results of the charge-depleting
Type I test for OVC-FCHVs

The results shall be calculated in the order described in Table A8/9a. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of Table A8/8, the following nomenclature within the
equations and results is used:

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9 Output step AERdec, km; Interpolation of individual ECind,

5 values based on input from Wh/km;
Result of vehicle low, medium and high
an Output step MCO2,weighted,final, according to paragraph 4.5. of ECp,ind,
individual 8 g/km; this annex, and final rounding Wh/km;
vehicle. according to paragraph 6.1.8.
FCweighted,final, of this Regulation. EAERind,
Final test l/100 km; km;
result. AERind, EAERind and
ECfinal, Wh/km; EAERp,ind shall be rounded to For results,
the nearest whole number.
ECp,final, Wh/km; AERind, km;
MCO2,weighted,ind shall be
EAERfinal, km; rounded to the nearest whole MCO2,weighted,i
nd, g/km;
number.
EAERp,final, km;
ECweighted,ind shall be rounded FCweighted,ind,
to the first place of decimal. l/100 km;

Output AER- FCweighted,ind shall be rounded EAERp,ind,

step 4 interpolation to the first place of decimal. km.
availability
ECind and ECp,ind shall be RCDC,final
rounded to the nearest whole
number.
Output step RCDC
1 Output available for each
individual vehicles.

RCDC shall be rounded

according to paragraph 6.1.8.
of this Regulation to the
nearest whole number.

4.6.3. Stepwise procedure for calculating the final test results of OVC-FCHVs

This annex describes the stepwise calculation of the final charge-depleting as

well as the final charge-sustaining and charge-depleting weighted test results.

4.6.3.1. Stepwise procedure for calculating the final test results of the charge-depleting
Type I test for OVC-FCHVs

The results shall be calculated in the order described in Table A8/9a. All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of Table A8/8, the following nomenclature within the
equations and results is used:

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c complete applicable test cycle;

p every applicable cycle phase;

CS charge-sustaining;

A8/9a

Calculation of final charge-depleting values for OVC-FCHVs

Step no. Source Input Process Output

1 Annex 8 Charge-depleting Results measured according ΔEREESS,j,

test results to Appendix 3 to this annex, Wh;
pre-calculated according to
paragraph 4.3. of this annex. dj, km;

Recharged electric energy EAC, Wh;

according to
paragraph 3.2.4.6. of this
annex.

Cycle energy according to Ecycle, Ws;

paragraph 5. of Annex B7.

CO2 mass emission according FCCD,j,

to paragraph 3.2.1. of kg/100 km;
Annex B7.

All-electric range determined AER, km;

according to
paragraph 4.4.1.1. of this
annex.

H2 fuel consumption Kfuel,FCHV,

Kfuel,FCHV correction
coefficient might be necessary (kg/100km
according to Appendix 2 to )/
this annex. (Wh/100k
m).
Output is available for each
test.

In the case that the

interpolation method is
applied, the output (except of
Kfuel,FCHV) is available for
vehicle H, L and, if
applicable, M.

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c complete applicable test cycle;

p every applicable cycle phase;

CS charge-sustaining;

A8/9a

Calculation of final charge-depleting values for OVC-FCHVs

Step no. Source Input Process Output

1 Annex 8 Charge-depleting Results measured according ΔEREESS,j,

test results to Appendix 3 to this annex, Wh;
pre-calculated according to
paragraph 4.3. of this annex. dj, km;

Recharged electric energy EAC, Wh;

according to
paragraph 3.2.4.6. of this
annex.

Cycle energy according to Ecycle, Ws;

paragraph 5. of Annex B7.

CO2 mass emission according FCCD,j,

to paragraph 3.2.1. of kg/100 km;
Annex B7.

All-electric range determined AER, km;

according to
paragraph 4.4.1.1. of this
annex.

H2 fuel consumption Kfuel,FCHV,

Kfuel,FCHV correction
coefficient might be necessary (kg/100km
according to Appendix 2 to )/
this annex. (Wh/100k
m).
Output is available for each
test.

In the case that the

interpolation method is
applied, the output (except of
Kfuel,FCHV) is available for
vehicle H, L and, if
applicable, M.

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2 Output ΔEREESS,j, Wh; Calculation of relative electric REECi.

step 1 energy change for each cycle
Ecycle, Ws. according to
paragraph 3.2.4.5.2. of this
annex.

Output is available for each

test and each applicable
WLTP test cycle.

In the case that the

interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

3 Output REECi. Determination of the nveh;

step 2 transition and confirmation
cycle according to
paragraph 3.2.4.4. of this
annex.

In the case that more than one

charge-depleting test is
available for one vehicle, for
the purpose of averaging, each
test shall have the same
transition cycle number nveh.

Determination of the charge- RCDC; km.

depleting cycle range
according to paragraph 4.4.3.
of this annex.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

4 Output nveh; In the case that the nveh,L;

step 3 interpolation method is used,
the transition cycle shall be nveh,H;
determined for vehicle H, L
and, if applicable, M.

Check whether the if

interpolation criterion applicable
according to
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2 Output ΔEREESS,j, Wh; Calculation of relative electric REECi.

step 1 energy change for each cycle
Ecycle, Ws. according to
paragraph 3.2.4.5.2. of this
annex.

Output is available for each

test and each applicable
WLTP test cycle.

In the case that the

interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

3 Output REECi. Determination of the nveh;

step 2 transition and confirmation
cycle according to
paragraph 3.2.4.4. of this
annex.

In the case that more than one

charge-depleting test is
available for one vehicle, for
the purpose of averaging, each
test shall have the same
transition cycle number nveh.

Determination of the charge- RCDC; km.

depleting cycle range
according to paragraph 4.4.3.
of this annex.

Output is available for each

test.

In the case that the

interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

4 Output nveh; In the case that the nveh,L;

step 3 interpolation method is used,
the transition cycle shall be nveh,H;
determined for vehicle H, L
and, if applicable, M.

Check whether the if

interpolation criterion applicable
according to
Page 452 of 762
 Draft AIS 175 / Final Draft
Septemebr 2023

paragraph 6.3.2.2. of this nveh,M.

regulation is fulfilled.

5 Reserved

6 Output step dj, km; Phase-specific and cycle- UFphase,j;

1 specific UF calculation.
UFcycle,c.
Output step nveh; Output is available for each
3 test.

Output step nveh,L; In the case that the

4 interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

7 Output step ΔEREESS,j, Wh; Calculation of the electric ECAC,weighte

1 energy consumption based on d, Wh/km;
dj, km; the recharged energy
according. to ECAC,CD,
EAC, Wh; paragraphs 4.3.1. and 4.3.2. of Wh/km;
this annex.
Output step nveh; In the case of interpolation,
3 nveh,L cycles shall be used.
Therefore, due to the required
correction of the CO2 mass
emission, the electric energy
Output step nveh,L;
consumption of the
4
confirmation cycle and its
phases shall be set to zero.

Output step UFphase,j;

Output is available for each
6
test.

In the case that the

interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

8 Output step FCCD,j, l/100 km Calculation of the charge- FCCD,

1 depleting fuel consumption kg/100km;
Kfuel,FCHV, according to paragraph 4.2.2.
(kg/100km)/(Wh/ of this annex.
100km);
In the case that the
interpolation method is

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 Draft AIS 175 / Final Draft
MARCH 2025

paragraph 6.3.2.2. of this nveh,M.

regulation is fulfilled.

5 Reserved

6 Output step dj, km; Phase-specific and cycle- UFphase,j;

1 specific UF calculation.
UFcycle,c.
Output step nveh; Output is available for each
3 test.

Output step nveh,L; In the case that the

4 interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

7 Output step ΔEREESS,j, Wh; Calculation of the electric ECAC,weighte

1 energy consumption based on d, Wh/km;
dj, km; the recharged energy
according. to ECAC,CD,
EAC, Wh; paragraphs 4.3.1. and 4.3.2. of Wh/km;
this annex.
Output step nveh; In the case of interpolation,
3 nveh,L cycles shall be used.
Therefore, due to the required
correction of the CO2 mass
emission, the electric energy
Output step nveh,L;
consumption of the
4
confirmation cycle and its
phases shall be set to zero.

Output step UFphase,j;

Output is available for each
6
test.

In the case that the

interpolation method is
applied, the output is available
for vehicle H, L and, if
applicable, M.

8 Output step FCCD,j, l/100 km Calculation of the charge- FCCD,

1 depleting fuel consumption kg/100km;
Kfuel,FCHV, according to paragraph 4.2.2.
(kg/100km)/(Wh/ of this annex.
100km);
In the case that the
interpolation method is

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 Draft AIS 175 / Final Draft
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Output step ΔEREESS,j, Wh; applied, nveh,L cycles shall be

3 used. With reference to
paragraph 4.1.2. of this annex,
the confirmation cycle shall
be corrected according to
Output step dj, km; Appendix 2 to this annex.
4
Output is available for each
test.
Output step nveh; In the case that the
6 interpolation method is
nveh,L; applied, the output is available
for vehicle H, L and, if
UFphase,j.
applicable, M.

9 Reserved

10 Output step ECAC,weighted, Averaging of tests for each ECAC,weighte

7 Wh/km; vehicle. d,ave,
Wh/km;
ECAC,CD, Wh/km;
ECAC,CD,ave,
Output step FCCD, In the case that the Wh/km;
8 kg/100 km. interpolation method is
applied, the output is available FCCD,ave,
for each vehicle H, L and, if kg/100 km.
applicable, M.

11 Output step ECAC,CD,ave, Declaration of charge- ECAC,CD,decl

10 Wh/km; depleting electric energy ared,
consumption and fuel Wh/km;
FCCD,ave, consumption for each vehicle.
kg/100 km; FCCD,declared
In the case that the ,
interpolation method is kg/100 km;
applied, the output is available
for each vehicle H, L and, if
applicable, M.

12 Reserved

13 Output step ECAC,CD,declared, In the case that the ECAC,CD,fina

11 Wh/km; interpolation method is l, Wh/km;
applied, intermediate
rounding shall be performed

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 Draft AIS 175 / Final Draft
MARCH 2025

Output step ΔEREESS,j, Wh; applied, nveh,L cycles shall be

3 used. With reference to
paragraph 4.1.2. of this annex,
the confirmation cycle shall
be corrected according to
Output step dj, km; Appendix 2 to this annex.
4
Output is available for each
test.
Output step nveh; In the case that the
6 interpolation method is
nveh,L; applied, the output is available
for vehicle H, L and, if
UFphase,j.
applicable, M.

9 Reserved

10 Output step ECAC,weighted, Averaging of tests for each ECAC,weighte

7 Wh/km; vehicle. d,ave,
Wh/km;
ECAC,CD, Wh/km;
ECAC,CD,ave,
Output step FCCD, In the case that the Wh/km;
8 kg/100 km. interpolation method is
applied, the output is available FCCD,ave,
for each vehicle H, L and, if kg/100 km.
applicable, M.

11 Output step ECAC,CD,ave, Declaration of charge- ECAC,CD,decl

10 Wh/km; depleting electric energy ared,
consumption and fuel Wh/km;
FCCD,ave, consumption for each vehicle.
kg/100 km; FCCD,declared
In the case that the ,
interpolation method is kg/100 km;
applied, the output is available
for each vehicle H, L and, if
applicable, M.

12 Reserved

13 Output step ECAC,CD,declared, In the case that the ECAC,CD,fina

11 Wh/km; interpolation method is l, Wh/km;
applied, intermediate
rounding shall be performed

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Septemebr 2023

Interpolation Output step ECAC,weighted,ave, according to paragraph 6.1.8. ECAC,weighte

family 10 Wh/km; of this regulation d,final,
result. Wh/km;
FCCD,ave, MCO2,CD shall be rounded to
kg/100 km; the second place of decimal. FCCD,final,
l/100 km;
If the ECAC,CD and ECAC,weighted shall
interpola- be rounded to the first place of
tion method decimal.
is not
applied, step Output is available for
No. 14 is not vehicles H and for vehicle L
required and and, if applicable, for vehicle
the output of M.
this step is
the final In case that the interpolation
result. method is not applied, final
rounding shall be applied
according to paragraph 6.1.8.
of this regulation

ECAC,CD , ECAC,weighted and

MCO2,CD shall be rounded to
the nearest whole number.

14 Output step ECAC,CD,final, Interpolation of individual ECAC,CD,ind,

13 Wh/km; values based on input from Wh/km;
vehicles H and L and, if
ECAC,weighted,final, applicable, vehicle M. ECAC,weighte
Result of an Wh/km; d,ind,
individual Final rounding of individual Wh/km;
vehicle. FCCD,final, vehicle values shall be
kg/100 km; performed according to FCCD,ind,
Final test
result. paragraph 6.1.8. of this kg/100 km;
regulation

ECAC,CD , ECAC,weighted shall be

rounded to the nearest whole
number.

Output is available for each

individual vehicle.

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Interpolation Output step ECAC,weighted,ave, according to paragraph 6.1.8. ECAC,weighte

family 10 Wh/km; of this regulation d,final,
result. Wh/km;
FCCD,ave, MCO2,CD shall be rounded to
kg/100 km; the second place of decimal. FCCD,final,
l/100 km;
If the ECAC,CD and ECAC,weighted shall
interpola- be rounded to the first place of
tion method decimal.
is not
applied, step Output is available for
No. 14 is not vehicles H and for vehicle L
required and and, if applicable, for vehicle
the output of M.
this step is
the final In case that the interpolation
result. method is not applied, final
rounding shall be applied
according to paragraph 6.1.8.
of this regulation

ECAC,CD , ECAC,weighted and

MCO2,CD shall be rounded to
the nearest whole number.

14 Output step ECAC,CD,final, Interpolation of individual ECAC,CD,ind,

13 Wh/km; values based on input from Wh/km;
vehicles H and L and, if
ECAC,weighted,final, applicable, vehicle M. ECAC,weighte
Result of an Wh/km; d,ind,
individual Final rounding of individual Wh/km;
vehicle. FCCD,final, vehicle values shall be
kg/100 km; performed according to FCCD,ind,
Final test
result. paragraph 6.1.8. of this kg/100 km;
regulation

ECAC,CD , ECAC,weighted shall be

rounded to the nearest whole
number.

Output is available for each

individual vehicle.

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4.6.3.2. Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type I test for OVC-FCHVs

The results shall be calculated in the order described in Table A8/9a All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

4.6.3.2 Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type I test for OVC-FCHVs

c considered period is the complete applicable test cycle;

p every applicable cycle phase;

j index for the considered period;

CS charge-sustaining;

CD charge-depleting;

REESS Rechargeable Electric Energy Storage System.

Table A8/9b

Calculation of final charge-depleting and charge-sustaining weighted values for

OVC-FCHVs

Step no. Source Input Process Output

1 Output step FCCD,j, kg/100 Input from CD and CS FCCD,j, kg/100 km;
1, Table km postprocessing.
A8/9a ΔEREESS,j, Wh;
ΔEREESS,j, Wh; Output in the case of CD
is available for each CD dj, km;
dj, km; test. Output in the case of
CS is available once due AER, km;
AER, km; to CS test averaged
values. EAC, Wh;
EAC, Wh;
In the case that the nveh;
interpolation method is
RCDC, km;
applied, the output
(except of Kfuel,FCHV) is nveh,L;
available for vehicle H, L
Output step nveh; and, if applicable, M. nveh,H;
3, Table
A8/9a RCDC, km;

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4.6.3.2. Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type I test for OVC-FCHVs

The results shall be calculated in the order described in Table A8/9a All
applicable results in the column "Output" shall be recorded. The column
"Process" describes the paragraphs to be used for calculation or contains
additional calculations.

For the purpose of this table, the following nomenclature within the equations
and results is used:

4.6.3.2 Stepwise procedure for calculating the final charge-sustaining and charge-
depleting weighted test results of the Type I test for OVC-FCHVs

c considered period is the complete applicable test cycle;

p every applicable cycle phase;

j index for the considered period;

CS charge-sustaining;

CD charge-depleting;

REESS Rechargeable Electric Energy Storage System.

Table A8/9b

Calculation of final charge-depleting and charge-sustaining weighted values for

OVC-FCHVs

Step no. Source Input Process Output

1 Output step FCCD,j, kg/100 Input from CD and CS FCCD,j, kg/100 km;
1, Table km postprocessing.
A8/9a ΔEREESS,j, Wh;
ΔEREESS,j, Wh; Output in the case of CD
is available for each CD dj, km;
dj, km; test. Output in the case of
CS is available once due AER, km;
AER, km; to CS test averaged
values. EAC, Wh;
EAC, Wh;
In the case that the nveh;
interpolation method is
RCDC, km;
applied, the output
(except of Kfuel,FCHV) is nveh,L;
available for vehicle H, L
Output step nveh; and, if applicable, M. nveh,H;
3, Table
A8/9a RCDC, km;

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Output step nveh,L; UFphase,j;

4, Table
A8/9a nveh,H; UFcycle,c;

Output step UFphase,j; FCCS,declared,

6, Table kg/100km;
A8/9a UFcycle,c;
FCCS,p, kg/100km;
Output step FCCS,declared, FCCD,declared,
5 Table kg/100km; kg/100km;
A8/7
FCCS,p, FCCD,ave, kg/100km;
kg/100km;

Output step FCCD,declared,

11, Table kg/100km;
A8/9a

Output step FCCD,ave,

10, Table kg/100km;
A8/9a

Kfuel,FCHV, Kfuel,FCHV,
H2 correction coefficient
(kg/100km)/(W Kfuel,FCHV might be (kg/100km)/(Wh/10
h/100km). necessary according to 0km).
Appendix 2 to this annex.

2 Output FCCD,j, kg/100 Calculation of equivalent EAER, km;

step 1, km; all-electric range
according to paragraphs EAERp, km;
ΔEREESS,j, Wh; 4.4.4.1. and 4.4.4.2. of
this annex, and actual RCDA, km.
dj, km; charge-depleting range
according to
nveh; paragraph 4.4.5. of this
annex.
RCDC, km

Output is available for

each CD test.

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Output step nveh,L; UFphase,j;

4, Table
A8/9a nveh,H; UFcycle,c;

Output step UFphase,j; FCCS,declared,

6, Table kg/100km;
A8/9a UFcycle,c;
FCCS,p, kg/100km;
Output step FCCS,declared, FCCD,declared,
5 Table kg/100km; kg/100km;
A8/7
FCCS,p, FCCD,ave, kg/100km;
kg/100km;

Output step FCCD,declared,

11, Table kg/100km;
A8/9a

Output step FCCD,ave,

10, Table kg/100km;
A8/9a

Kfuel,FCHV, Kfuel,FCHV,
H2 correction coefficient
(kg/100km)/(W Kfuel,FCHV might be (kg/100km)/(Wh/10
h/100km). necessary according to 0km).
Appendix 2 to this annex.

2 Output FCCD,j, kg/100 Calculation of equivalent EAER, km;

step 1, km; all-electric range
according to paragraphs EAERp, km;
ΔEREESS,j, Wh; 4.4.4.1. and 4.4.4.2. of
this annex, and actual RCDA, km.
dj, km; charge-depleting range
according to
nveh; paragraph 4.4.5. of this
annex.
RCDC, km

Output is available for

each CD test.

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RCDA shall be rounded

according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

In the case that the

interpolation method is
applied, the output is
available for each vehicle
L, H and, if applicable, M.

3 Output AER, km; Output is available for AER-interpolation

step 1 each CD test. availability.

Output RCDA, km. In the case that the

step 2 interpolation method is
applied, check the
availability of AER
interpolation between
vehicle H, L and, if
applicable, M according
to paragraph 4.5.7.1. of
this annex.

If the interpolation
method is used, each test
shall fulfil the
requirement.

4 Output AER, km. Averaging AER and AER AERave, km;

step 1 declaration.
Interpolati AERdec, km.
on family The declared AER shall
result. be rounded according to
paragraph 6.1.8. of this
If the
regulation to the number
interpolati
of decimal places
on method
specified in Table A6/1 of
is not
Annex B6.
applied,
step No. In the case that the
9/8 is not interpolation method is
required applied and the AER
and the interpolation availability
output of criterion is fulfilled, AER
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RCDA shall be rounded

according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

In the case that the

interpolation method is
applied, the output is
available for each vehicle
L, H and, if applicable, M.

3 Output AER, km; Output is available for AER-interpolation

step 1 each CD test. availability.

Output RCDA, km. In the case that the

step 2 interpolation method is
applied, check the
availability of AER
interpolation between
vehicle H, L and, if
applicable, M according
to paragraph 4.5.7.1. of
this annex.

If the interpolation
method is used, each test
shall fulfil the
requirement.

4 Output AER, km. Averaging AER and AER AERave, km;

step 1 declaration.
Interpolati AERdec, km.
on family The declared AER shall
result. be rounded according to
paragraph 6.1.8. of this
If the
regulation to the number
interpolati
of decimal places
on method
specified in Table A6/1 of
is not
Annex B6.
applied,
step No. In the case that the
9/8 is not interpolation method is
required applied and the AER
and the interpolation availability
output of criterion is fulfilled, AER
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this step is shall be rounded

the final according to
result. paragraph 6.1.8. of this
regulation to the first
place of decimal.

The output is available for

each vehicles H and L
and, if applicable, for
vehicle M.

If the case that the

interpolation method is
applied but the criterion is
not fulfilled, AER of
vehicle H shall be applied
for the whole
interpolation family and
shall be rounded
according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

In the case that the

interpolation method is
not applied, AER shall be
rounded according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

5 Output FCCD,j, kg/100 Calculation of weighted FCweighted,

step 1 km CO2 mass emission and kg/100 km;
fuel consumption
nveh; according to paragraphs
4.1.3.1. and 4.2.3. of this
nveh,L; annex.
UFphase,j; Output is available for
each CD test.
FCCS,declared,
kg/100km; In the case that the
interpolation method is
FCCD,declared, applied, nveh,L cycles shall
kg/100km; be used. With reference to
paragraph 4.1.2. of this
FCCD,ave,
annex, MCO2,CD,j of the
kg/100km;
confirmation cycle shall
be corrected according to
Appendix 2 to this annex.

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this step is shall be rounded

the final according to
result. paragraph 6.1.8. of this
regulation to the first
place of decimal.

The output is available for

each vehicles H and L
and, if applicable, for
vehicle M.

If the case that the

interpolation method is
applied but the criterion is
not fulfilled, AER of
vehicle H shall be applied
for the whole
interpolation family and
shall be rounded
according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

In the case that the

interpolation method is
not applied, AER shall be
rounded according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

5 Output FCCD,j, kg/100 Calculation of weighted FCweighted,

step 1 km CO2 mass emission and kg/100 km;
fuel consumption
nveh; according to paragraphs
4.1.3.1. and 4.2.3. of this
nveh,L; annex.
UFphase,j; Output is available for
each CD test.
FCCS,declared,
kg/100km; In the case that the
interpolation method is
FCCD,declared, applied, nveh,L cycles shall
kg/100km; be used. With reference to
paragraph 4.1.2. of this
FCCD,ave,
annex, MCO2,CD,j of the
kg/100km;
confirmation cycle shall
be corrected according to
Appendix 2 to this annex.

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In the case that the

interpolation method is
applied, the output is
available for each vehicle
H, vehicle LH and, if
applicable, vehicle M.

6 Output EAC, Wh; Calculation of the electric EC, Wh/km;

step 1 energy consumption
based on EAER according ECp, Wh/km;
to paragraphs 4.3.3.1. and
4.3.3.2. of this annex.
Output EAER, km;
step 2 Output is available for
EAERp, km; each CD test.

In the case that the

interpolation method is
applied, the output is
available for each vehicle
H, vehicle L and, if
applicable, vehicle M.

7 Averaging and FCweighted,final,

intermediate rounding kg/100 km;
Output FCweighted, according to
step 5 kg/100 km; paragraph 6.1.8. of this ECfinal, Wh/km;
Interpolati regulation
on family ECp,final, Wh/km;
result. In the case that the
Output EC, Wh/km; interpolation method is EAERfinal, km;
step 6 applied, intermediate
ECp, Wh/km; rounding shall be EAERp,final, km.
If the performed according to
interpolati paragraph 6.1.8. of this
on method regulation
is not Output EAER, km;
FCweighted shall be rounded
applied, step 3
EAERp, km. to the third place of
step decimal.
No.9/8 is
not EC and ECp shall be
required rounded to the first place
Output step AERdec, km; of decimal.
and the
5
output of AERave, km. The output is available for
this step is each vehicle H, vehicle L
the ‘Final and, if applicable, vehicle
result’. M.
In case that the
interpolation method is
not applied, final
rounding of the test results
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In the case that the

interpolation method is
applied, the output is
available for each vehicle
H, vehicle LH and, if
applicable, vehicle M.

6 Output EAC, Wh; Calculation of the electric EC, Wh/km;

step 1 energy consumption
based on EAER according ECp, Wh/km;
to paragraphs 4.3.3.1. and
4.3.3.2. of this annex.
Output EAER, km;
step 2 Output is available for
EAERp, km; each CD test.

In the case that the

interpolation method is
applied, the output is
available for each vehicle
H, vehicle L and, if
applicable, vehicle M.

7 Averaging and FCweighted,final,

intermediate rounding kg/100 km;
Output FCweighted, according to
step 5 kg/100 km; paragraph 6.1.8. of this ECfinal, Wh/km;
Interpolati regulation
on family ECp,final, Wh/km;
result. In the case that the
Output EC, Wh/km; interpolation method is EAERfinal, km;
step 6 applied, intermediate
ECp, Wh/km; rounding shall be EAERp,final, km.
If the performed according to
interpolati paragraph 6.1.8. of this
on method regulation
is not Output EAER, km;
FCweighted shall be rounded
applied, step 3
EAERp, km. to the third place of
step decimal.
No.9/8 is
not EC and ECp shall be
required rounded to the first place
Output step AERdec, km; of decimal.
and the
5
output of AERave, km. The output is available for
this step is each vehicle H, vehicle L
the ‘Final and, if applicable, vehicle
result’. M.
In case that the
interpolation method is
not applied, final
rounding of the test results
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shall be applied according

to paragraph 6.1.8. of this
regulation
EAER and EAERp shall
be rounded to the nearest
whole number.
FCweighted shall be rounded
to the third place of
decimal.
EC and ECp shall be
rounded to the nearest
whole number.
8 Output step AERdec, km; Interpolation of individual AERind, km;
5 values based on input
from vehicle low, medium FCweighted,ind,
and high according to kg/100 km;
Output FCweighted,final, paragraph 4.5. of this
step 7 kg/100 km; annex, and final rounding ECind, Wh/km;
according to
ECfinal, Wh/km; ECp,ind, Wh/km;
paragraph 6.1.8. of this
ECp,final, regulation
EAERind, km;
Wh/km; AERind, EAERind and
EAERp,ind shall be EAERp,ind, km.
EAERfinal, km; rounded to the nearest
whole number.
EAERp,final, km;
ECweighted,ind shall be
Output AER- rounded to the first place
step 4 interpolation of decimal.
availability. FCweighted,ind shall be
rounded to the third place
of decimal.
Output step RCDC
1 ECind and ECp,ind shall be
rounded to the nearest
whole number.
Output available for each
individual vehicles. RCDC,final
RCDC shall be rounded
according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

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shall be applied according

to paragraph 6.1.8. of this
regulation
EAER and EAERp shall
be rounded to the nearest
whole number.
FCweighted shall be rounded
to the third place of
decimal.
EC and ECp shall be
rounded to the nearest
whole number.
8 Output step AERdec, km; Interpolation of individual AERind, km;
5 values based on input
from vehicle low, medium FCweighted,ind,
and high according to kg/100 km;
Output FCweighted,final, paragraph 4.5. of this
step 7 kg/100 km; annex, and final rounding ECind, Wh/km;
according to
ECfinal, Wh/km; ECp,ind, Wh/km;
paragraph 6.1.8. of this
ECp,final, regulation
EAERind, km;
Wh/km; AERind, EAERind and
EAERp,ind shall be EAERp,ind, km.
EAERfinal, km; rounded to the nearest
whole number.
EAERp,final, km;
ECweighted,ind shall be
Output AER- rounded to the first place
step 4 interpolation of decimal.
availability. FCweighted,ind shall be
rounded to the third place
of decimal.
Output step RCDC
1 ECind and ECp,ind shall be
rounded to the nearest
whole number.
Output available for each
individual vehicles. RCDC,final
RCDC shall be rounded
according to
paragraph 6.1.8. of this
regulation to the nearest
whole number.

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4.7. Stepwise procedure for calculating the final test results of PEVs

The results shall be calculated in the order described in Table A8/10 of the
consecutive cycle procedure and in the order described in Table A8/11 in
the case of the shortened test procedure. All applicable results in the column
"Output" shall be recorded. The column "Process" describes the paragraphs
to be used for calculation or contains additional calculations.

4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of
the consecutive cycles procedure

For the purpose of this table, the following nomenclature within the
questions and results is used:

j index for the considered period.

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4.7. Stepwise procedure for calculating the final test results of PEVs

The results shall be calculated in the order described in Table A8/10 of the
consecutive cycle procedure and in the order described in Table A8/11 in
the case of the shortened test procedure. All applicable results in the column
"Output" shall be recorded. The column "Process" describes the paragraphs
to be used for calculation or contains additional calculations.

4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of
the consecutive cycles procedure

For the purpose of this table, the following nomenclature within the
questions and results is used:

j index for the considered period.

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

EAC shall be rounded EAC, Wh.

according to paragraph
6.1.8. of this Regulation
to the first place of
decimal. In the case that
the interpolation method
is applied, the output is
available for vehicle H
and vehicle L.

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

EAC shall be rounded EAC, Wh.

according to paragraph
6.1.8. of this Regulation
to the first place of
decimal. In the case that
the interpolation method
is applied, the output is
available for vehicle H
and vehicle L.

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

2 Output step 1 ΔEREESS,j, Wh; Determination of the nWLTC;

number of completely
UBECCP, Wh. driven applicable WLTC nlow;
phases and cycles
according to paragraph nmed;
4.4.2.2. of this annex.
nhigh;
Output available for
each test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H
and vehicle L.

3 Output step 1 ΔEREESS,j, Wh; Calculation of weighting KWLTC,1

factors according to
UBECCP, Wh. paragraph 4.4.2.2. of this KWLTC,2
annex.
KWLTC,3

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

2 Output step 1 ΔEREESS,j, Wh; Determination of the nWLTC;

number of completely
UBECCP, Wh. driven applicable WLTC nlow;
phases and cycles
according to paragraph nmed;
4.4.2.2. of this annex.
nhigh;
Output available for
each test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H
and vehicle L.

3 Output step 1 ΔEREESS,j, Wh; Calculation of weighting KWLTC,1

factors according to
UBECCP, Wh. paragraph 4.4.2.2. of this KWLTC,2
annex.
KWLTC,3

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Output step 2 nWLTC; Note: The number of (KWLTC,4)

weighting factors
nlow; depends on the Klow,1
applicable cycle that was
nmed; used. The output in Klow,2
brackets might be
nhigh; needed in addition. Klow,3

Output available for Klow,4

each test.
Kmed,1
In the case that the
Kmed,2
interpolation method is
applied, the output is Kmed,3
available for vehicle H
and vehicle L. Kmed,4

Khigh,1

Khigh,2

Khigh,3

Khigh,4

4 Output step 1 ΔEREESS,j, Wh; Calculation of electric ECDC,WLTC,

energy consumption at Wh/km;
dj, km; the REESSs according to
paragraph 4.4.2.2. of this ECDC,low,
UBECCP, Wh. annex. Wh/km;

Calculation of the ECDC,med,

electric energy Wh/km;
Output step 2 nWLTC; consumption from the
first applicable WLTP ECDC,high,
nlow; Wh/km;
test cycle ECDC,first as
nmed; described in Appendix 8,
paragraph 1.1. to this ECDC,first,
annex. Wh/km.
nhigh;
Output available for
each test.
Output step 3 All weighting
In the case that the
factors interpolation method is
applied, the output is
available for vehicle H
and vehicle L.

5 Output step 1 UBECCP, Wh; PERWLTC, km;

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Output step 2 nWLTC; Note: The number of (KWLTC,4)

weighting factors
nlow; depends on the Klow,1
applicable cycle that was
nmed; used. The output in Klow,2
brackets might be
nhigh; needed in addition. Klow,3

Output available for Klow,4

each test.
Kmed,1
In the case that the
Kmed,2
interpolation method is
applied, the output is Kmed,3
available for vehicle H
and vehicle L. Kmed,4

Khigh,1

Khigh,2

Khigh,3

Khigh,4

4 Output step 1 ΔEREESS,j, Wh; Calculation of electric ECDC,WLTC,

energy consumption at Wh/km;
dj, km; the REESSs according to
paragraph 4.4.2.2. of this ECDC,low,
UBECCP, Wh. annex. Wh/km;

Calculation of the ECDC,med,

electric energy Wh/km;
Output step 2 nWLTC; consumption from the
first applicable WLTP ECDC,high,
nlow; Wh/km;
test cycle ECDC,first as
nmed; described in Appendix 8,
paragraph 1.1. to this ECDC,first,
annex. Wh/km.
nhigh;
Output available for
each test.
Output step 3 All weighting
In the case that the
factors interpolation method is
applied, the output is
available for vehicle H
and vehicle L.

5 Output step 1 UBECCP, Wh; PERWLTC, km;

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

Calculation of pure PERlow, km;

electric range according
Output step 4 ECDC,WLTC, to paragraph 4.4.2.2. of PERmed, km;
Wh/km; this annex.
PERhigh, km;
ECDC,low, Output available for
Wh/km; each test.

ECDC,med, In the case that the

Wh/km; interpolation method is
applied, the output is
ECDC,high, available for vehicle H
Wh/km; and vehicle L.
Wh/km.

6 Output step 1 EAC, Wh; Calculation of electric ECWLTC,

energy consumption at Wh/km;
the mains according to

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

Calculation of pure PERlow, km;

electric range according
Output step 4 ECDC,WLTC, to paragraph 4.4.2.2. of PERmed, km;
Wh/km; this annex.
PERhigh, km;
ECDC,low, Output available for
Wh/km; each test.

ECDC,med, In the case that the

Wh/km; interpolation method is
applied, the output is
ECDC,high, available for vehicle H
Wh/km; and vehicle L.
Wh/km.

6 Output step 1 EAC, Wh; Calculation of electric ECWLTC,

energy consumption at Wh/km;
the mains according to

Page 466 of 762

 Draft AIS 175 / Final Draft
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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

Output step 5 PERWLTC, km; paragraph 4.3.4. of this EClow, Wh/km;

annex.
PERlow, km; ECmed, Wh/km;

PERmed, km; EChigh,

Output available for Wh/km;
PERhigh, km; each test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H
and vehicle L.

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 Draft AIS 175 / Final Draft
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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

Output step 5 PERWLTC, km; paragraph 4.3.4. of this EClow, Wh/km;

annex.
PERlow, km; ECmed, Wh/km;

PERmed, km; EChigh,

Output available for Wh/km;
PERhigh, km; each test.

In the case that the

interpolation method is
applied, the output is
available for vehicle H
and vehicle L.

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 Draft AIS 175 / Final Draft
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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

7 Output step 5 PERWLTC, km; Averaging of tests for all PERWLTC,dec,

input values. km;
PERlow, km;
PERWLTC,ave,
If the PERmed, km; km;
interpolation
method is PERhigh, km; PERlow,ave, km;
not applied, Declaration of
step No. 10 PERWLTC,dec and PERmed,ave, km;
is not ECWLTC,dec based on
required and Output step 6 ECWLTC, PERWLTC,ave and PERhigh,ave, km;
the output of Wh/km; ECWLTC,ave.
this step for
EClow, Wh/km;
PERWLTC,dec
ECWLTC,dec,
and ECmed, Wh/km; Alignment of PER in Wh/km;
ECWLTC,dec is
the final case of city, low, med,
EChigh, Wh/km; high and exHigh based ECWLTC,ave,
result. Wh/km;
on the ratio between

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 Draft AIS 175 / Final Draft
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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

7 Output step 5 PERWLTC, km; Averaging of tests for all PERWLTC,dec,

input values. km;
PERlow, km;
PERWLTC,ave,
If the PERmed, km; km;
interpolation
method is PERhigh, km; PERlow,ave, km;
not applied, Declaration of
step No. 10 PERWLTC,dec and PERmed,ave, km;
is not ECWLTC,dec based on
required and Output step 6 ECWLTC, PERWLTC,ave and PERhigh,ave, km;
the output of Wh/km; ECWLTC,ave.
this step for
EClow, Wh/km;
PERWLTC,dec
ECWLTC,dec,
and ECmed, Wh/km; Alignment of PER in Wh/km;
ECWLTC,dec is
the final case of city, low, med,
EChigh, Wh/km; high and exHigh based ECWLTC,ave,
result. Wh/km;
on the ratio between

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 Draft AIS 175 / Final Draft
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Output step 4 ECDC,first, PERWLTC,dec and EClow,ave,

Wh/km. PERWLTC,ave: Wh/km;

𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑑𝑒𝑐 ECmed,ave,
𝐴𝐹𝑃𝐸𝑅 =
𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑎𝑣𝑒 Wh/km;

Alignment of EC in case EChigh,ave,

of city, low, med, high Wh/km;
and exHigh based on the
ratio between ECWLTC,dec ECDC,first,ave,
and ECWLTC,ave: Wh/km.

𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐
𝐴𝐹𝐸𝐶 =
𝐸𝐶𝑊𝐿𝑇𝐶,𝑎𝑣𝑒

In the case that the

interpolation method is
applied, the output is
available for vehicles H
and vehicle L.
PERWLTC,dec as well as
ECWLTC,dec shall be
rounded according to
paragraph 6.1.8. of this
Regulation to the
number of places of
decimal as specified in
Table A6/1 of Annex
B6.

In the case that the

interpolation method is
not applied, PERWLTC,dec
and ECWLTC,dec shall be
rounded according to
paragraph 6.1.8. of this
Regulation to the nearest
whole number.

8 Output step 7 ECWLTC,dec, Adjustment of the ECDC,COP,

Wh/km; electric energy Wh/km.
consumption for the
ECWLTC,ave, purpose of COP as
Wh/km; described in Appendix 8,
paragraph 1.1. to this
ECDC,first,ave, annex.
Wh/km.
In the case that the
interpolation method is

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Output step 4 ECDC,first, PERWLTC,dec and EClow,ave,

Wh/km. PERWLTC,ave: Wh/km;

𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑑𝑒𝑐 ECmed,ave,
𝐴𝐹𝑃𝐸𝑅 =
𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑎𝑣𝑒 Wh/km;

Alignment of EC in case EChigh,ave,

of city, low, med, high Wh/km;
and exHigh based on the
ratio between ECWLTC,dec ECDC,first,ave,
and ECWLTC,ave: Wh/km.

𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐
𝐴𝐹𝐸𝐶 =
𝐸𝐶𝑊𝐿𝑇𝐶,𝑎𝑣𝑒

In the case that the

interpolation method is
applied, the output is
available for vehicles H
and vehicle L.
PERWLTC,dec as well as
ECWLTC,dec shall be
rounded according to
paragraph 6.1.8. of this
Regulation to the
number of places of
decimal as specified in
Table A6/1 of Annex
B6.

In the case that the

interpolation method is
not applied, PERWLTC,dec
and ECWLTC,dec shall be
rounded according to
paragraph 6.1.8. of this
Regulation to the nearest
whole number.

8 Output step 7 ECWLTC,dec, Adjustment of the ECDC,COP,

Wh/km; electric energy Wh/km.
consumption for the
ECWLTC,ave, purpose of COP as
Wh/km; described in Appendix 8,
paragraph 1.1. to this
ECDC,first,ave, annex.
Wh/km.
In the case that the
interpolation method is

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

applied, the output is

available for vehicle H
and vehicle L.

9 Output step 7 PERlow,ave, km; Intermediate rounding PERlow,final,

according to paragraph km;
If the PERmed,ave, km; 6.1.8. of this Regulation.
interpolation PERmed,final,
method is PERhigh,ave, km; In the case that the km;
not applied, interpolation method is
step No. 10 EClow,ave, applied, intermediate PERhigh,final,
is not Wh/km; rounding shall be km;
required and performed according to
the output of ECmed,ave, paragraph 6.1.8. of this EClow,final,
this step is Wh/km; Regulation: Wh/km;
the final
EChigh,ave, PERp shall be rounded to ECmed,final,
result.
Wh/km; the first place of Wh/km;
decimal.

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 Draft AIS 175 / Final Draft
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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

applied, the output is

available for vehicle H
and vehicle L.

9 Output step 7 PERlow,ave, km; Intermediate rounding PERlow,final,

according to paragraph km;
If the PERmed,ave, km; 6.1.8. of this Regulation.
interpolation PERmed,final,
method is PERhigh,ave, km; In the case that the km;
not applied, interpolation method is
step No. 10 EClow,ave, applied, intermediate PERhigh,final,
is not Wh/km; rounding shall be km;
required and performed according to
the output of ECmed,ave, paragraph 6.1.8. of this EClow,final,
this step is Wh/km; Regulation: Wh/km;
the final
EChigh,ave, PERp shall be rounded to ECmed,final,
result.
Wh/km; the first place of Wh/km;
decimal.

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 Draft AIS 175 / Final Draft
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Output step 8 ECDC,COP, ECp shall be rounded to EChigh,final,

Wh/km. the first place of Wh/km;
decimal.
ECDC,COP,final,
ECDC,COP shall be Wh/km.
rounded to the first place
of decimal.

The output is available

for vehicle H and
vehicle L.

In case that the

interpolation method is
not applied, final
rounding of the test
results according to
paragraph 6.1.8. of this
Regulation:

PERp shall be rounded to

the nearest whole
number.

ECp shall be rounded to

the nearest whole
number.

ECDC,COP shall be
rounded to the nearest
whole number.

10 Output step 7 PERWLTC,dec, Interpolation of PERWLTC,ind,

km; individual values based km;
on input from vehicle H
ECWLTC,dec, and vehicle L according PERlow,ind, km;
Result of an Wh/km to paragraph 4.5. of this
individual annex, and final PERmed,ind, km;
vehicle. rounding according to
paragraph 6.1.8. of this PERhigh,ind, km;
Final test Output step 9 PERlow,final, km; Regulation.
result.
PERmed,final, km; PERind, and PERp,ind
ECWLTC,ind,
shall be rounded to the
PERhigh,final, km; nearest whole number. Wh/km;

EClow,final, EClow,ind,
ECind, and ECp,ind shall
Wh/km; Wh/km;
be rounded to the nearest
whole number. ECmed,ind,
ECmed,final,
Wh/km; Wh/km;

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 Draft AIS 175 / Final Draft
MARCH 2025

Output step 8 ECDC,COP, ECp shall be rounded to EChigh,final,

Wh/km. the first place of Wh/km;
decimal.
ECDC,COP,final,
ECDC,COP shall be Wh/km.
rounded to the first place
of decimal.

The output is available

for vehicle H and
vehicle L.

In case that the

interpolation method is
not applied, final
rounding of the test
results according to
paragraph 6.1.8. of this
Regulation:

PERp shall be rounded to

the nearest whole
number.

ECp shall be rounded to

the nearest whole
number.

ECDC,COP shall be
rounded to the nearest
whole number.

10 Output step 7 PERWLTC,dec, Interpolation of PERWLTC,ind,

km; individual values based km;
on input from vehicle H
ECWLTC,dec, and vehicle L according PERlow,ind, km;
Result of an Wh/km to paragraph 4.5. of this
individual annex, and final PERmed,ind, km;
vehicle. rounding according to
paragraph 6.1.8. of this PERhigh,ind, km;
Final test Output step 9 PERlow,final, km; Regulation.
result.
PERmed,final, km; PERind, and PERp,ind
ECWLTC,ind,
shall be rounded to the
PERhigh,final, km; nearest whole number. Wh/km;

EClow,final, EClow,ind,
ECind, and ECp,ind shall
Wh/km; Wh/km;
be rounded to the nearest
whole number. ECmed,ind,
ECmed,final,
Wh/km; Wh/km;

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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

EChigh,final, ECDC,COP,ind shall be EChigh,ind,

Wh/km; rounded to the nearest Wh/km;
whole number.

The output is available

ECDC,COP,final, for each individual
Wh/km. vehicle.
ECDC,COP,ind,
Wh/km.

4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of
the shortened test procedure

For the purpose of this table, the following nomenclature within the questions
and results is used:

j index for the considered period.

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 Draft AIS 175 / Final Draft
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Table A8/10

Calculation of final PEV values determined by application of the consecutive cycle

Type I procedure

The considered periods shall be the low phase, medium phase, high phase, the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured ΔEREESS,j, Wh;

according to Appendix 3
to this annex and pre- dj, km;
calculated according to
paragraph 4.3. of this
annex.

Usable battery energy UBECCP, Wh;

according to paragraph
4.4.2.2.1. of this annex.

Recharged electric
energy according to
paragraph 3.4.4.3. of this
annex.

Output available for

each test

EChigh,final, ECDC,COP,ind shall be EChigh,ind,

Wh/km; rounded to the nearest Wh/km;
whole number.

The output is available

ECDC,COP,final, for each individual
Wh/km. vehicle.
ECDC,COP,ind,
Wh/km.

4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of
the shortened test procedure

For the purpose of this table, the following nomenclature within the questions
and results is used:

j index for the considered period.

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 Draft AIS 175 / Final Draft
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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured according to ΔEREESS,j,

Appendix 3 to this annex, and Wh;
pre-calculated according to
paragraph 4.3. of this annex. dj, km;

Usable battery energy UBESTP,

according to paragraph Wh;
4.4.2.1.1. of this annex.
EAC, Wh.
Recharged electric energy
according to paragraph
3.4.4.3. of this annex.

Output is available for each

test.

EAC shall be rounded

according to paragraph 6.1.8.
of this Regulation to the first
place of decimal.

In the case that the

interpolation method is
applied, the output is available
for vehicle H and vehicle L.

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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

1 Annex B8 Test results Results measured according to ΔEREESS,j,

Appendix 3 to this annex, and Wh;
pre-calculated according to
paragraph 4.3. of this annex. dj, km;

Usable battery energy UBESTP,

according to paragraph Wh;
4.4.2.1.1. of this annex.
EAC, Wh.
Recharged electric energy
according to paragraph
3.4.4.3. of this annex.

Output is available for each

test.

EAC shall be rounded

according to paragraph 6.1.8.
of this Regulation to the first
place of decimal.

In the case that the

interpolation method is
applied, the output is available
for vehicle H and vehicle L.

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 Draft AIS 175 / Final Draft
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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

2 Output step 1 ΔEREESS,j, Wh; Calculation of weighting KWLTC,1

factors according to paragraph
UBESTP, Wh. 4.4.2.1. of this annex. KWLTC,2

Output is available for each Klow,1

test.
Klow,2
In the case that the
interpolation method is Klow,3
applied, the output is available
for vehicle H and vehicle L. Klow,4

Kmed,1

Kmed,2

Kmed,3

Kmed,4

Khigh,1

Khigh,2

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 Draft AIS 175 / Final Draft
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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

2 Output step 1 ΔEREESS,j, Wh; Calculation of weighting KWLTC,1

factors according to paragraph
UBESTP, Wh. 4.4.2.1. of this annex. KWLTC,2

Output is available for each Klow,1

test.
Klow,2
In the case that the
interpolation method is Klow,3
applied, the output is available
for vehicle H and vehicle L. Klow,4

Kmed,1

Kmed,2

Kmed,3

Kmed,4

Khigh,1

Khigh,2

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 Draft AIS 175 / Final Draft
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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

3 Output step 1 ΔEREESS,j, Wh; Calculation of electric energy ECDC,WLTC

consumption at the REESSs , Wh/km;
dj, km; according to paragraph
4.4.2.1. of this annex. Wh/km;
UBESTP, Wh.
ECDC,low,
Output step 2 All weighting Calculation of the electric Wh/km;
factors energy consumption from the
first applicable WLTP test ECDC, med,
cycle ECDC,first as described in Wh/km;
Appendix 8, paragraph 1.1. to
this annex. ECDC,high,
Wh/km;
Output is available for each
test. Wh/km;

In the case that the ECDC,first,

interpolation method is Wh/km.
applied, the output is available
for vehicle H and vehicle L.

4 Output step 1 UBESTP, Wh; Calculation of pure electric PERWLTC,

range according to paragraph km;
4.4.2.1. of this annex.
PERlow,
Output step 3 ECDC,WLTC, Output is available for each km;
Wh/km; test.
PERmed,
ECDC,low, In the case that the km;
Wh/km; interpolation method is
applied, the output is available PERhigh,
ECDC,med, for vehicle H and vehicle L. km;
Wh/km;

ECDC,high,
Wh/km;

5 Output step 1 EAC, Wh; Calculation of electric energy ECWLTC,

consumption at the mains Wh/km;

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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

3 Output step 1 ΔEREESS,j, Wh; Calculation of electric energy ECDC,WLTC

consumption at the REESSs , Wh/km;
dj, km; according to paragraph
4.4.2.1. of this annex. Wh/km;
UBESTP, Wh.
ECDC,low,
Output step 2 All weighting Calculation of the electric Wh/km;
factors energy consumption from the
first applicable WLTP test ECDC, med,
cycle ECDC,first as described in Wh/km;
Appendix 8, paragraph 1.1. to
this annex. ECDC,high,
Wh/km;
Output is available for each
test. Wh/km;

In the case that the ECDC,first,

interpolation method is Wh/km.
applied, the output is available
for vehicle H and vehicle L.

4 Output step 1 UBESTP, Wh; Calculation of pure electric PERWLTC,

range according to paragraph km;
4.4.2.1. of this annex.
PERlow,
Output step 3 ECDC,WLTC, Output is available for each km;
Wh/km; test.
PERmed,
ECDC,low, In the case that the km;
Wh/km; interpolation method is
applied, the output is available PERhigh,
ECDC,med, for vehicle H and vehicle L. km;
Wh/km;

ECDC,high,
Wh/km;

5 Output step 1 EAC, Wh; Calculation of electric energy ECWLTC,

consumption at the mains Wh/km;

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Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

Output step 4 PERWLTC, km; according to paragraph 4.3.4. EClow,

of this annex. Wh/km;
PERlow, km;
Output is available for each ECmed,
PERmed, km; test. Wh/km;

PERhigh, km; In the case that the EChigh,

interpolation method is Wh/km;
applied, the output is available
for vehicle H and vehicle L.

6 Output step 4 PERWLTC, km; Averaging of tests for all PERWLTC,d

input values. ec, km;
PERlow, km;
PERWLTC,a
If the PERmed, km; ve, km;
interpolati
on method PERhigh, km; PERlow,ave,
is not km;
applied,
step No. 9 PERmed,ave,
is not Output step 5 ECWLTC, Declaration of PERWLTC,dec km;
required Wh/km; and ECWLTC,dec based on
and the PERWLTC,ave and ECWLTC,ave. PERhigh,ave,
EClow, Wh/km; km;
output of
this step ECmed, Wh/km;
for Alignment of PER in case of
PERWLTC,de EChigh, low, med, high based on the ECWLTC,dec
c and Wh/km; ratio between PERWLTC,dec and , Wh/km;
ECWLTC,dec PERWLTC,ave:

Page 476 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

Output step 4 PERWLTC, km; according to paragraph 4.3.4. EClow,

of this annex. Wh/km;
PERlow, km;
Output is available for each ECmed,
PERmed, km; test. Wh/km;

PERhigh, km; In the case that the EChigh,

interpolation method is Wh/km;
applied, the output is available
for vehicle H and vehicle L.

6 Output step 4 PERWLTC, km; Averaging of tests for all PERWLTC,d

input values. ec, km;
PERlow, km;
PERWLTC,a
If the PERmed, km; ve, km;
interpolati
on method PERhigh, km; PERlow,ave,
is not km;
applied,
step No. 9 PERmed,ave,
is not Output step 5 ECWLTC, Declaration of PERWLTC,dec km;
required Wh/km; and ECWLTC,dec based on
and the PERWLTC,ave and ECWLTC,ave. PERhigh,ave,
EClow, Wh/km; km;
output of
this step ECmed, Wh/km;
for Alignment of PER in case of
PERWLTC,de EChigh, low, med, high based on the ECWLTC,dec
c and Wh/km; ratio between PERWLTC,dec and , Wh/km;
ECWLTC,dec PERWLTC,ave:

Page 476 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

is the final Output step 3 ECDC,first, 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑑𝑒𝑐 ECWLTC,ave

𝐴𝐹𝑃𝐸𝑅 =
result. Wh/km. 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑎𝑣𝑒 , Wh/km;

Alignment of EC in case of EClow,ave,

city, low, med and high based Wh/km;
on the ratio between
ECWLTC,dec and ECWLTC,ave: ECmed,ave,
Wh/km;
𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐
𝐴𝐹𝐸𝐶 = EChigh,ave,
𝐸𝐶𝑊𝐿𝑇𝐶,𝑎𝑣𝑒
Wh/km;
In the case that the
ECDC,first,av
interpolation method is
e, Wh/km.
applied, the output is available
for vehicle H and vehicle L.
PERWLTC,dec as well as
ECWLTC,dec shall be rounded
according to paragraph 6.1.8.
of this Regulation to the
number of places of decimal
specified in Table A6/1 of
Annex B6.

In the case that the

interpolation method is not
applied, PERWLTC,dec and
ECWLTC,dec shall be rounded
according to paragraph 6.1.8.
of this Regulation to the
nearest whole number.

7 Output step 6 ECWLTC,dec, Adjustment of the electric ECDC,COP,

Wh/km; energy consumption for the Wh/km.
purpose of COP as described
ECWLTC,ave, in Appendix 8, Paragraph 1.1.
Wh/km; to this annex.

ECDC,first,ave, In the case that the

Wh/km. interpolation method is
applied, the output is available
for vehicle H and vehicle L.

Page 477 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

is the final Output step 3 ECDC,first, 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑑𝑒𝑐 ECWLTC,ave

𝐴𝐹𝑃𝐸𝑅 =
result. Wh/km. 𝑃𝐸𝑅𝑊𝐿𝑇𝐶,𝑎𝑣𝑒 , Wh/km;

Alignment of EC in case of EClow,ave,

city, low, med and high based Wh/km;
on the ratio between
ECWLTC,dec and ECWLTC,ave: ECmed,ave,
Wh/km;
𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐
𝐴𝐹𝐸𝐶 = EChigh,ave,
𝐸𝐶𝑊𝐿𝑇𝐶,𝑎𝑣𝑒
Wh/km;
In the case that the
ECDC,first,av
interpolation method is
e, Wh/km.
applied, the output is available
for vehicle H and vehicle L.
PERWLTC,dec as well as
ECWLTC,dec shall be rounded
according to paragraph 6.1.8.
of this Regulation to the
number of places of decimal
specified in Table A6/1 of
Annex B6.

In the case that the

interpolation method is not
applied, PERWLTC,dec and
ECWLTC,dec shall be rounded
according to paragraph 6.1.8.
of this Regulation to the
nearest whole number.

7 Output step 6 ECWLTC,dec, Adjustment of the electric ECDC,COP,

Wh/km; energy consumption for the Wh/km.
purpose of COP as described
ECWLTC,ave, in Appendix 8, Paragraph 1.1.
Wh/km; to this annex.

ECDC,first,ave, In the case that the

Wh/km. interpolation method is
applied, the output is available
for vehicle H and vehicle L.

Page 477 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

8 Output step 6 PERlow,ave, km; Intermediate rounding PERlow,final

according to paragraph 6.1.8. , km;
PERmed,ave, km; of this Regulation.
PERmed,final
Interpolati PERhigh,ave, km; In the case that the , km;
on family interpolation method is
result. applied, intermediate PERhigh,final
rounding shall be performed , km;
If the EClow,ave, according to paragraph 6.1.8.
interpolati Wh/km; of this Regulation:
on method
is not ECmed,ave, PERcity and PERp shall be EClow,final,
applied, Wh/km; rounded to the first place of Wh/km;
step No. 9 decimal.
is not EChigh,ave, ECmed,final,
required Wh/km; ECcity and ECp shall be Wh/km;
and the rounded to the first place of
output of decimal. EChigh,final,
this step is Output step 7 Wh/km;
ECDC,COP,
the final ECDC,COP shall be rounded to
Wh/km.
result. the first place of decimal.

The output is available for ECDC,COP,fi

nal,
vehicle H and vehicle L.
Wh/km.
In case that the interpolation
method is not applied, final
rounding of the test results
according to paragraph 6.1.8.
of this Regulation shall apply:

PERp shall be rounded to the

nearest whole number.

ECp shall be rounded to the

nearest whole number.

ECDC,COP shall be rounded to

the nearest whole number.

Page 478 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

8 Output step 6 PERlow,ave, km; Intermediate rounding PERlow,final

according to paragraph 6.1.8. , km;
PERmed,ave, km; of this Regulation.
PERmed,final
Interpolati PERhigh,ave, km; In the case that the , km;
on family interpolation method is
result. applied, intermediate PERhigh,final
rounding shall be performed , km;
If the EClow,ave, according to paragraph 6.1.8.
interpolati Wh/km; of this Regulation:
on method
is not ECmed,ave, PERcity and PERp shall be EClow,final,
applied, Wh/km; rounded to the first place of Wh/km;
step No. 9 decimal.
is not EChigh,ave, ECmed,final,
required Wh/km; ECcity and ECp shall be Wh/km;
and the rounded to the first place of
output of decimal. EChigh,final,
this step is Output step 7 Wh/km;
ECDC,COP,
the final ECDC,COP shall be rounded to
Wh/km.
result. the first place of decimal.

The output is available for ECDC,COP,fi

nal,
vehicle H and vehicle L.
Wh/km.
In case that the interpolation
method is not applied, final
rounding of the test results
according to paragraph 6.1.8.
of this Regulation shall apply:

PERp shall be rounded to the

nearest whole number.

ECp shall be rounded to the

nearest whole number.

ECDC,COP shall be rounded to

the nearest whole number.

Page 478 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

9 Output step 6 PERWLTC,dec, Interpolation of individual PERWLTC,in

km; values based on input from d, km;
vehicle H and vehicle L
ECWLTC,dec, according to paragraph 4.5. of PERlow,ind,
Result of Wh/km; this annex, and final rounding km;
an according to paragraph 6.1.8.
individual b PERlow,final, of this Regulation. PERmed,ind,
vehicle. km; km;
PERind, and PERp,ind shall be
Final test PERmed,final, rounded to the nearest whole PERhigh,ind,
result. km; number. km;

PERhigh,final, ECind, and ECp,ind shall be ECWLTC,ind

km; rounded to the nearest whole , Wh/km;
number.
EClow,final, EClow,ind,
Wh/km; ECDC,COP,ind shall be rounded Wh/km;
to the nearest whole number.
ECmed,final, ECmed,ind,
Wh/km; Output available for each Wh/km;
individual vehicle.
EChigh,final, EChigh,ind,
Wh/km; Wh/km;

ECDC,COP,final, ECDC,COP,in
Wh/km. d, Wh/km.

Page 479 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Table A8/11

Calculation of final PEV values determined by application the shortened Type I test
procedure

The considered periods shall be the low phase, medium phase, high phase and the applicable
WLTP test cycle.

Step no. Source Input Process Output

9 Output step 6 PERWLTC,dec, Interpolation of individual PERWLTC,in

km; values based on input from d, km;
vehicle H and vehicle L
ECWLTC,dec, according to paragraph 4.5. of PERlow,ind,
Result of Wh/km; this annex, and final rounding km;
an according to paragraph 6.1.8.
individual b PERlow,final, of this Regulation. PERmed,ind,
vehicle. km; km;
PERind, and PERp,ind shall be
Final test PERmed,final, rounded to the nearest whole PERhigh,ind,
result. km; number. km;

PERhigh,final, ECind, and ECp,ind shall be ECWLTC,ind

km; rounded to the nearest whole , Wh/km;
number.
EClow,final, EClow,ind,
Wh/km; ECDC,COP,ind shall be rounded Wh/km;
to the nearest whole number.
ECmed,final, ECmed,ind,
Wh/km; Output available for each Wh/km;
individual vehicle.
EChigh,final, EChigh,ind,
Wh/km; Wh/km;

ECDC,COP,final, ECDC,COP,in
Wh/km. d, Wh/km.

Page 479 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Annex B8 - Appendix 1

REESS state of charge profile

1.0 Test sequences and REESS profiles: OVC-HEVs, OVC-FCHVs charge-depleting

and charge-sustaining test

1.1. Test sequence OVC-HEVs and OVC-FCHVs according to Option 1

Charge-depleting Type I test with no subsequent charge-sustaining Type I test

(Figure A8.App1/1)

Figure A8.App1/1

OVC-HEVs, charge-depleting Type I test

REESS
state of charge

Max.
Soak 120
+ Charge Depleting Cycle Range RCDC min.
Preconditioning REESS charging
REESS Charge Depleting Range RCDA
fully
charged

(recharging energy
Fully Charged

from the main)

ΔE

EAC
First Start of ICE

All Electric Range

Equivalent All Electric Range

applicable test cycle applicable test cycle

n-1
applicable test cycle n applicable test cycle n+1
n-2 (confirmation cycle)
(transition cycle)

Charging CD Type 1 test Charging

Soak time after each driven test cycle during CD

Type 1 test: max. 30min

1.2. Test sequence OVC-HEVs and OVC-FCHVs according to Option 2

Charge-sustaining Type I test with no subsequent charge-depleting Type I test

(Figure A8.App1/2).

Figure A8.App1/2

OVC-HEVs and OVC-FCHVs, charge-sustaining Type I test

Page 480 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Annex B8 - Appendix 1

REESS state of charge profile

1.0 Test sequences and REESS profiles: OVC-HEVs, OVC-FCHVs charge-depleting

and charge-sustaining test

1.1. Test sequence OVC-HEVs and OVC-FCHVs according to Option 1

Charge-depleting Type I test with no subsequent charge-sustaining Type I test

(Figure A8.App1/1)

Figure A8.App1/1

OVC-HEVs, charge-depleting Type I test

REESS
state of charge

Max.
Soak 120
+ Charge Depleting Cycle Range RCDC min.
Preconditioning REESS charging
REESS Charge Depleting Range RCDA
fully
charged

(recharging energy
Fully Charged

from the main)

ΔE

EAC
First Start of ICE

All Electric Range

Equivalent All Electric Range

applicable test cycle applicable test cycle

n-1
applicable test cycle n applicable test cycle n+1
n-2 (confirmation cycle)
(transition cycle)

Charging CD Type 1 test Charging

Soak time after each driven test cycle during CD

Type 1 test: max. 30min

1.2. Test sequence OVC-HEVs and OVC-FCHVs according to Option 2

Charge-sustaining Type I test with no subsequent charge-depleting Type I test

(Figure A8.App1/2).

Figure A8.App1/2

OVC-HEVs and OVC-FCHVs, charge-sustaining Type I test

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 Draft AIS 175 / Final Draft
Septemebr 2023

1.3. Test sequence OVC-HEVs and OVC-FCHVs according to Option 3

Charge-depleting Type I test with subsequent charge-sustaining Type I test

(Figure A8.App1/3).

Figure A8.App1/3

OVC-HEVs and OVC-FCHVs, charge-depleting Type I test with subsequent

charge-sustaining Type I test
REESS
state of charge

Soak
+
REESS Charge Depleting Cycle Range RCDC
REESS Preconditioning charging Charge Depleting Range RCDA
fully
charged
Fully Charged

First Start of ICE

All Electric Range Continue at "A" on

next diagram
Equivalent All Electric Range

applicable test cycle applicable test cycle applicable test cycle n applicable test cycle n+1
n-2 n-1 (transition cycle) (confirmation cycle)

Charging CD Type 1 test

Soak time after each driven test cycle during CD

Type 1 test: max. 30min

REESS
state of charge

Max.
120
CS Type 1 test min.
(recharging energy
from the mains)

ΔE
EAC

Soak

"A"
1 applicable test cycle Charging
(cold)

Page 481 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

1.3. Test sequence OVC-HEVs and OVC-FCHVs according to Option 3

Charge-depleting Type I test with subsequent charge-sustaining Type I test

(Figure A8.App1/3).

Figure A8.App1/3

OVC-HEVs and OVC-FCHVs, charge-depleting Type I test with subsequent

charge-sustaining Type I test
REESS
state of charge

Soak
+
REESS Charge Depleting Cycle Range RCDC
REESS Preconditioning charging Charge Depleting Range RCDA
fully
charged
Fully Charged

First Start of ICE

All Electric Range Continue at "A" on

next diagram
Equivalent All Electric Range

applicable test cycle applicable test cycle applicable test cycle n applicable test cycle n+1
n-2 n-1 (transition cycle) (confirmation cycle)

Charging CD Type 1 test

Soak time after each driven test cycle during CD

Type 1 test: max. 30min

REESS
state of charge

Max.
120
CS Type 1 test min.
(recharging energy
from the mains)

ΔE
EAC

Soak

"A"
1 applicable test cycle Charging
(cold)

Page 481 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

1.4. Test sequence OVC-HEVs and OVC-FCHVs according to Option 4

Charge-sustaining Type I test with subsequent charge-depleting Type I test

(Figure A8.App1/4)

Figure A8.App1/4

OVC-HEVs and OVC-FCHVs, charge-sustaining Type I test with subsequent charge-

depleting Type I test
REESS
state of charge

Preconditioning
CS Type 1 test

Soak "B"

at least 1 applicable test cycle 1 applicable test cycle

(cold)
REESS
state of charge

Max.
Soak 120
+ min.
REESS Charge Depleting Cycle Range RCDC
REESS charging Charge Depleting Range RCDA
fully
charged

(recharging energy
from the main)
Fully Charged

EAC
First Start of ICE ΔE
All Electric Range

Equivalent All Electric Range

"B"
applicable test cycle applicable test cycle n applicable test cycle n+1
applicable test cycle
n-2 (transition cycle) (confirmation cycle)

Charging CD Type 1 test Charging

Soak time after each driven test cycle during CD

Type 1 test: max. 30min

2.0 Test sequence NOVC-HEVs and NOVC-FCHVs

Charge-sustaining Type I test (Figure A8.App1/5)

Figure A8.App1/5

NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type I test

Page 482 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

1.4. Test sequence OVC-HEVs and OVC-FCHVs according to Option 4

Charge-sustaining Type I test with subsequent charge-depleting Type I test

(Figure A8.App1/4)

Figure A8.App1/4

OVC-HEVs and OVC-FCHVs, charge-sustaining Type I test with subsequent charge-

depleting Type I test
REESS
state of charge

Preconditioning
CS Type 1 test

Soak "B"

at least 1 applicable test cycle 1 applicable test cycle

(cold)
REESS
state of charge

Max.
Soak 120
+ min.
REESS Charge Depleting Cycle Range RCDC
REESS charging Charge Depleting Range RCDA
fully
charged

(recharging energy
from the main)
Fully Charged

EAC
First Start of ICE ΔE
All Electric Range

Equivalent All Electric Range

"B"
applicable test cycle applicable test cycle n applicable test cycle n+1
applicable test cycle
n-2 (transition cycle) (confirmation cycle)

Charging CD Type 1 test Charging

Soak time after each driven test cycle during CD

Type 1 test: max. 30min

2.0 Test sequence NOVC-HEVs and NOVC-FCHVs

Charge-sustaining Type I test (Figure A8.App1/5)

Figure A8.App1/5

NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type I test

Page 482 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

3.0 Test sequences PEV

3.1. Consecutive cycles procedure (Figure A8.App1/6)

Figure A8.App1/6

Consecutive cycles test sequence PEV

3.2. Shortened test procedure (Figure A8.App1/7)

Page 483 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

3.0 Test sequences PEV

3.1. Consecutive cycles procedure (Figure A8.App1/6)

Figure A8.App1/6

Consecutive cycles test sequence PEV

3.2. Shortened test procedure (Figure A8.App1/7)

Page 483 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023
Figure A8.App1/7
Shortened test procedure test sequence for PEVs

Page 484 of 761

 Draft AIS 175 / Final Draft
MARCH 2025
Figure A8.App1/7
Shortened test procedure test sequence for PEVs

Page 484 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

Annex B8 - Appendix 2

REESS energy change-based correction procedure

This Appendix describes the procedure to correct the charge-sustaining Type I test
CO2 mass emission for NOVC-HEVs and OVC-HEVs, and the fuel consumption
for NOVC-FCHVs and OVC-FCHVs as a function of the electric energy change
of all REESSs.

1.0 General requirements

1.1. Applicability of this appendix

1.1.1. The correction shall be applied on the phase-specific fuel consumptions for
NOVC-FCHVs and OVC-FCHVs of the charge-sustaining Type I test, and on the
phase-specific CO2 mass emissions for NOVC-HEVs and OVC-HEVs of the
charge-sustaining Type I test.

1.1.2. The application of the correction over the total cycle on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, on the CO2 mass emission for NOVC-HEVs
and OVC-HEVs is based on the charge-sustaining REESS energy change
∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 of the charge-sustaining Type I test and the correction criterion c.

For the calculation of ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 , paragraph 4.3. of this annex shall be used. The
considered period j used in paragraph 4.3. of this annex is defined by the charge-
sustaining Type I test. The correction criterion c shall be determined according to
paragraph 1.2. of this Appendix.

1.1.3. The correction over the total cycle shall be applied on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, the CO2 mass emission for NOVC-HEVs and
OVC-HEVs if ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 is negative which corresponds to REESS discharging
and the correction criterion c calculated in paragraph 1.2. of this appendix is greater
than the applicable threshold according to Table A8.App2/1.

1.1.4. The correction over the total cycle may be omitted on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, the CO2 mass emission for NOVC-HEVs and
OVC-HEVs and uncorrected values may be used if:

(a) ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 is positive which corresponds to REESS charging and the

correction criterion c calculated in paragraph 1.2. of this appendix is
greater than the applicable threshold according to Table A8.App2/1;

(b) The correction criterion c calculated in paragraph 1.2. of this appendix is

smaller than the applicable threshold according to Table A8.App2/1;

(c) The manufacturer can prove to the Test Agency by measurement that there
is no relation between ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and charge-sustaining CO2 mass
emission and ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and fuel consumption respectively.

Page 485 of 761

 Draft AIS 175 / Final Draft
MARCH 2025

Annex B8 - Appendix 2

REESS energy change-based correction procedure

This Appendix describes the procedure to correct the charge-sustaining Type I test
CO2 mass emission for NOVC-HEVs and OVC-HEVs, and the fuel consumption
for NOVC-FCHVs and OVC-FCHVs as a function of the electric energy change
of all REESSs.

1.0 General requirements

1.1. Applicability of this appendix

1.1.1. The correction shall be applied on the phase-specific fuel consumptions for
NOVC-FCHVs and OVC-FCHVs of the charge-sustaining Type I test, and on the
phase-specific CO2 mass emissions for NOVC-HEVs and OVC-HEVs of the
charge-sustaining Type I test.

1.1.2. The application of the correction over the total cycle on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, on the CO2 mass emission for NOVC-HEVs
and OVC-HEVs is based on the charge-sustaining REESS energy change
∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 of the charge-sustaining Type I test and the correction criterion c.

For the calculation of ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 , paragraph 4.3. of this annex shall be used. The
considered period j used in paragraph 4.3. of this annex is defined by the charge-
sustaining Type I test. The correction criterion c shall be determined according to
paragraph 1.2. of this Appendix.

1.1.3. The correction over the total cycle shall be applied on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, the CO2 mass emission for NOVC-HEVs and
OVC-HEVs if ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 is negative which corresponds to REESS discharging
and the correction criterion c calculated in paragraph 1.2. of this appendix is greater
than the applicable threshold according to Table A8.App2/1.

1.1.4. The correction over the total cycle may be omitted on the fuel consumption for
NOVC-FCHVs and OVC-FCHVs, the CO2 mass emission for NOVC-HEVs and
OVC-HEVs and uncorrected values may be used if:

(a) ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 is positive which corresponds to REESS charging and the

correction criterion c calculated in paragraph 1.2. of this appendix is
greater than the applicable threshold according to Table A8.App2/1;

(b) The correction criterion c calculated in paragraph 1.2. of this appendix is

smaller than the applicable threshold according to Table A8.App2/1;

(c) The manufacturer can prove to the Test Agency by measurement that there
is no relation between ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and charge-sustaining CO2 mass
emission and ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and fuel consumption respectively.

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1.2. The correction criterion c is the ratio between the absolute value of the REESS
electric energy change ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and the fuel energy and shall be calculated as
follows:

|∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 |
𝑐=
𝐸𝑓𝑢𝑒𝑙,𝐶𝑆

Where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 is the charge-sustaining REESS energy change according to

paragraph 1.1.2. of this appendix, Wh;

𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 is the charge-sustaining energy content of the consumed fuel

according to paragraph 1.2.1. of this appendix in the case of
NOVC-HEVs and OVC-HEVs, and according to paragraph 1.2.2.
of this appendix in the case of NOVC-FCHVs and OVC-FCHVs,
Wh.

1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs

The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and
OVC-HEVs shall be calculated using the following equation:

𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 = 10 × 𝐻𝑉 × 𝐹𝐶𝐶𝑆,𝑛𝑏 × 𝑑𝐶𝑆

where:

𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 is the charge-sustaining energy content of the consumed fuel of the

applicable WLTP test cycle of the charge-sustaining Type I test, Wh;

𝐻𝑉 is the heating value according to Table A6.App2/1, kWh/l;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption of the charge-

sustaining Type I test, not corrected for the energy balance, determined
according to paragraph 6. of Annex B7, using the gaseous emission
compound values according to Table A8/5, step No. 2, l/100 km;

𝑑𝐶𝑆 is the distance driven over the corresponding applicable WLTP test
cycle, km;

10 conversion factor to Wh.

1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs and OVC-FCHVs

The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs and
OVC-FCHVs shall be calculated using the following equation:

1
𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 = × 121 × 𝐹𝐶𝐶𝑆,𝑛𝑏 × 𝑑𝐶𝑆
0.36
where:

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1.2. The correction criterion c is the ratio between the absolute value of the REESS
electric energy change ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and the fuel energy and shall be calculated as
follows:

|∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 |
𝑐=
𝐸𝑓𝑢𝑒𝑙,𝐶𝑆

Where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 is the charge-sustaining REESS energy change according to

paragraph 1.1.2. of this appendix, Wh;

𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 is the charge-sustaining energy content of the consumed fuel

according to paragraph 1.2.1. of this appendix in the case of
NOVC-HEVs and OVC-HEVs, and according to paragraph 1.2.2.
of this appendix in the case of NOVC-FCHVs and OVC-FCHVs,
Wh.

1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs

The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and
OVC-HEVs shall be calculated using the following equation:

𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 = 10 × 𝐻𝑉 × 𝐹𝐶𝐶𝑆,𝑛𝑏 × 𝑑𝐶𝑆

where:

𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 is the charge-sustaining energy content of the consumed fuel of the

applicable WLTP test cycle of the charge-sustaining Type I test, Wh;

𝐻𝑉 is the heating value according to Table A6.App2/1, kWh/l;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption of the charge-

sustaining Type I test, not corrected for the energy balance, determined
according to paragraph 6. of Annex B7, using the gaseous emission
compound values according to Table A8/5, step No. 2, l/100 km;

𝑑𝐶𝑆 is the distance driven over the corresponding applicable WLTP test
cycle, km;

10 conversion factor to Wh.

1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs and OVC-FCHVs

The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs and
OVC-FCHVs shall be calculated using the following equation:

1
𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 = × 121 × 𝐹𝐶𝐶𝑆,𝑛𝑏 × 𝑑𝐶𝑆
0.36
where:

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𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 is the charge-sustaining energy content of the consumed fuel of

the applicable WLTP test cycle of the charge-sustaining Type I
test, Wh;

121 is the lower heating value of hydrogen, MJ/kg;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption of the

charge-sustaining Type I test, not corrected for the energy
balance, determined according to Table A8/7, step No. 1,
kg/100 km;

𝑑𝐶𝑆 is the distance driven over the corresponding applicable WLTP

test cycle, km;
1
conversion factor to Wh.
0.36

Table A8.App2/1

RCB correction criteria thresholds

Low + Medium +
Applicable Type I test
cycle Low + Medium High

Thresholds for 0.015 0.01

correction criterion c

2.0 Calculation of correction coefficients

2.1. The CO2 mass emission correction coefficient KCO2, the fuel consumption
correction coefficients Kfuel,FCHV, as well as, if required by the manufacturer, the
phase-specific correction coefficients KCO2,p and Kfuel,FCHV,p shall be developed
based on the applicable charge-sustaining Type I test cycles.

In the case that vehicle H was tested for the development of the correction
coefficient for CO2 mass emission for NOVC-HEVs and OVC-HEVs, the
coefficient may be applied to vehicles that fulfil the same interpolation family
criteria. For interpolation families which fulfil the criteria of the KCO2 correction
family, defined in paragraph 6.3.2.5 of this regulation, the same KCO2 value may
be applied.

2.2. The correction coefficients shall be determined from a set of charge-sustaining

Type I tests according to paragraph 3. of this appendix. The number of tests
performed by the manufacturer shall be equal to or greater than five.

The manufacturer may request to set the state of charge of the REESS prior to the
test according to the manufacturer’s recommendation and as described in
paragraph 3. of this appendix. This practice shall only be used for the purpose of
achieving a charge-sustaining Type I test with opposite sign of the ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and
with approval of the Test Agency.

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𝐸𝑓𝑢𝑒𝑙,𝐶𝑆 is the charge-sustaining energy content of the consumed fuel of

the applicable WLTP test cycle of the charge-sustaining Type I
test, Wh;

121 is the lower heating value of hydrogen, MJ/kg;

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption of the

charge-sustaining Type I test, not corrected for the energy
balance, determined according to Table A8/7, step No. 1,
kg/100 km;

𝑑𝐶𝑆 is the distance driven over the corresponding applicable WLTP

test cycle, km;
1
conversion factor to Wh.
0.36

Table A8.App2/1

RCB correction criteria thresholds

Low + Medium +
Applicable Type I test
cycle Low + Medium High

Thresholds for 0.015 0.01

correction criterion c

2.0 Calculation of correction coefficients

2.1. The CO2 mass emission correction coefficient KCO2, the fuel consumption
correction coefficients Kfuel,FCHV, as well as, if required by the manufacturer, the
phase-specific correction coefficients KCO2,p and Kfuel,FCHV,p shall be developed
based on the applicable charge-sustaining Type I test cycles.

In the case that vehicle H was tested for the development of the correction
coefficient for CO2 mass emission for NOVC-HEVs and OVC-HEVs, the
coefficient may be applied to vehicles that fulfil the same interpolation family
criteria. For interpolation families which fulfil the criteria of the KCO2 correction
family, defined in paragraph 6.3.2.5 of this regulation, the same KCO2 value may
be applied.

2.2. The correction coefficients shall be determined from a set of charge-sustaining

Type I tests according to paragraph 3. of this appendix. The number of tests
performed by the manufacturer shall be equal to or greater than five.

The manufacturer may request to set the state of charge of the REESS prior to the
test according to the manufacturer’s recommendation and as described in
paragraph 3. of this appendix. This practice shall only be used for the purpose of
achieving a charge-sustaining Type I test with opposite sign of the ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆 and
with approval of the Test Agency.

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The set of measurements shall fulfil the following criteria:

(a) The set shall contain at least one test with ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛 ≤ 0 and at least one
test with ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛 > 0. ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛 is the sum of electric energy
changes of all REESSs of test n calculated according to paragraph 4.3. of
this annex.

(b) The difference in 𝑀𝐶𝑂2,𝐶𝑆 between the test with the highest negative electric
energy change and the test with the highest positive electric energy change
shall be greater than or equal to 5 g/km. This criterion shall not be applied
for the determination of Kfuel,FCHV.

In the case of the determination of KCO2, the required number of tests may
be reduced to three tests if all of the following criteria are fulfilled in
addition to (a) and (b):

(c) The difference in 𝑀𝐶𝑂2,𝐶𝑆 between any two adjacent measurements, related
to the electric energy change during the test, shall be less than or equal to
10 g/km.

(d) In addition to (b), the test with the highest negative electric energy change
and the test with the highest positive electric energy change shall not be
within the region that is defined by:

∆𝐸𝑅𝐸𝐸𝑆𝑆
−0.01 ≤ ≤ +0.01
𝐸𝑓𝑢𝑒𝑙

where:

𝐸𝑓𝑢𝑒𝑙 is the energy content of the consumed fuel calculated according to

paragraph 1.2. of this appendix, Wh.

(e) The difference in 𝑀𝐶𝑂2,𝐶𝑆 between the test with the highest negative electric
energy change and the mid-point, and the difference in 𝑀𝐶𝑂2,𝐶𝑆 between the
mid-point and the test with the highest positive electric energy change shall
be similar and preferably be within the range defined by (d). If this
requirement is not feasible, the Test Agency shall decide if a retest is
necessary.

The correction coefficients determined by the manufacturer shall be reviewed and

approved by the Test Agency prior to its application.

If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both,
the manufacturer shall provide evidence to the Test Agency as to why the vehicle
is not capable of meeting either or both criteria. If the Test Agency is not satisfied
with the evidence, it may require additional tests to be performed. If the criteria
after additional tests are still not fulfilled, the Test Agency shall determine a
conservative correction coefficient, based on the measurements.

2.3. Calculation of correction coefficients 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 and 𝐾𝐶𝑂2

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The set of measurements shall fulfil the following criteria:

(a) The set shall contain at least one test with ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛 ≤ 0 and at least one
test with ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛 > 0. ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛 is the sum of electric energy
changes of all REESSs of test n calculated according to paragraph 4.3. of
this annex.

(b) The difference in 𝑀𝐶𝑂2,𝐶𝑆 between the test with the highest negative electric
energy change and the test with the highest positive electric energy change
shall be greater than or equal to 5 g/km. This criterion shall not be applied
for the determination of Kfuel,FCHV.

In the case of the determination of KCO2, the required number of tests may
be reduced to three tests if all of the following criteria are fulfilled in
addition to (a) and (b):

(c) The difference in 𝑀𝐶𝑂2,𝐶𝑆 between any two adjacent measurements, related
to the electric energy change during the test, shall be less than or equal to
10 g/km.

(d) In addition to (b), the test with the highest negative electric energy change
and the test with the highest positive electric energy change shall not be
within the region that is defined by:

∆𝐸𝑅𝐸𝐸𝑆𝑆
−0.01 ≤ ≤ +0.01
𝐸𝑓𝑢𝑒𝑙

where:

𝐸𝑓𝑢𝑒𝑙 is the energy content of the consumed fuel calculated according to

paragraph 1.2. of this appendix, Wh.

(e) The difference in 𝑀𝐶𝑂2,𝐶𝑆 between the test with the highest negative electric
energy change and the mid-point, and the difference in 𝑀𝐶𝑂2,𝐶𝑆 between the
mid-point and the test with the highest positive electric energy change shall
be similar and preferably be within the range defined by (d). If this
requirement is not feasible, the Test Agency shall decide if a retest is
necessary.

The correction coefficients determined by the manufacturer shall be reviewed and

approved by the Test Agency prior to its application.

If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both,
the manufacturer shall provide evidence to the Test Agency as to why the vehicle
is not capable of meeting either or both criteria. If the Test Agency is not satisfied
with the evidence, it may require additional tests to be performed. If the criteria
after additional tests are still not fulfilled, the Test Agency shall determine a
conservative correction coefficient, based on the measurements.

2.3. Calculation of correction coefficients 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 and 𝐾𝐶𝑂2

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2.3.1. Determination of the fuel consumption correction coefficient 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉

For NOVC-FCHVs and OVC-FCHVs, the fuel consumption correction coefficient

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 , determined by driving a set of charge-sustaining Type I tests, is defined
using the following equation:

∑𝑛𝑛=1
𝐶𝑆
((𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 − 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 ) × (𝐹𝐶𝐶𝑆,𝑛𝑏,𝑛 − 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 ))
𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 =
∑𝑛𝑛=1
𝐶𝑆
(𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 − 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 )2

where:

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 is the fuel consumption correction coefficient,

(kg/100 km)/(Wh/km);

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 is the charge-sustaining electric energy consumption of test n

based on the REESS depletion according to the equation below,
Wh/km

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 is the mean charge-sustaining electric energy consumption of 𝑛𝐶𝑆

tests based on the REESS depletion according to the equation
below, Wh/km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑛 is the charge-sustaining fuel consumption of test n, not corrected

for the energy balance, according to Table A8/7, step No. 1,
kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 is the arithmetic average of the charge-sustaining fuel consumption

of 𝑛𝐶𝑆 tests based on the fuel consumption, not corrected for the
energy balance, according to the equation below, kg/100 km;

𝑛 is the index number of the considered test;

𝑛𝐶𝑆 is the total number of tests;

and:

1 𝑛𝐶𝑆
𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 = × ∑ 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛
𝑛𝐶𝑆 𝑛=1

and:

1 𝑛𝐶𝑆
𝐹𝐶𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 = × ∑ 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑛
𝑛𝐶𝑆 𝑛=1

and:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛
𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 =
𝑑𝐶𝑆,𝑛

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2.3.1. Determination of the fuel consumption correction coefficient 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉

For NOVC-FCHVs and OVC-FCHVs, the fuel consumption correction coefficient

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 , determined by driving a set of charge-sustaining Type I tests, is defined
using the following equation:

∑𝑛𝑛=1
𝐶𝑆
((𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 − 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 ) × (𝐹𝐶𝐶𝑆,𝑛𝑏,𝑛 − 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 ))
𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 =
∑𝑛𝑛=1
𝐶𝑆
(𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 − 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 )2

where:

𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉 is the fuel consumption correction coefficient,

(kg/100 km)/(Wh/km);

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 is the charge-sustaining electric energy consumption of test n

based on the REESS depletion according to the equation below,
Wh/km

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 is the mean charge-sustaining electric energy consumption of 𝑛𝐶𝑆

tests based on the REESS depletion according to the equation
below, Wh/km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑛 is the charge-sustaining fuel consumption of test n, not corrected

for the energy balance, according to Table A8/7, step No. 1,
kg/100 km;

𝐹𝐶𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 is the arithmetic average of the charge-sustaining fuel consumption

of 𝑛𝐶𝑆 tests based on the fuel consumption, not corrected for the
energy balance, according to the equation below, kg/100 km;

𝑛 is the index number of the considered test;

𝑛𝐶𝑆 is the total number of tests;

and:

1 𝑛𝐶𝑆
𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 = × ∑ 𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛
𝑛𝐶𝑆 𝑛=1

and:

1 𝑛𝐶𝑆
𝐹𝐶𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 = × ∑ 𝐹𝐶𝐶𝑆,𝑛𝑏,𝑛
𝑛𝐶𝑆 𝑛=1

and:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛
𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 =
𝑑𝐶𝑆,𝑛

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where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛is the charge-sustaining REESS electric energy change of test n

according to paragraph 1.1.2. of this appendix, Wh;

𝑑𝐶𝑆,𝑛 is the distance driven over the corresponding charge-sustaining Type I

test n, km.

The fuel consumption correction coefficient shall be rounded according to

paragraph 6.1.8. of this Regulation to four significant figures. The statistical
significance of the fuel consumption correction coefficient shall be evaluated by
the Test Agency.

2.3.1.1. It is permitted to apply the fuel consumption correction coefficient that was
developed from tests over the whole applicable WLTP test cycle for the correction
of each individual phase.

2.3.1.2. Additional to the requirements of paragraph 2.2. of this appendix, at the

manufacturer’s request and upon approval of the Test Agency, separate fuel
consumption correction coefficients 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉,𝑝 for each individual phase may be
developed. In this case, the same criteria as described in paragraph 2.2. of this
appendix shall be fulfilled in each individual phase and the procedure described in
paragraph 2.3.1. of this appendix shall be applied for each individual phase to
determine each phase specific correction coefficient.

2.3.2. Determination of CO2 mass emission correction coefficient KCO2

For OVC-HEVs and NOVC-HEVs, the CO2 mass emission correction coefficient
𝐾𝐶𝑂2, determined by driving a set of charge-sustaining Type I tests, is defined by
the following equation:
𝑛𝐶𝑆 ((𝐸𝐶
∑𝑛=1 𝐷𝐶,𝐶𝑆,𝑛 −𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 )×(𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑛 −𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 ))
𝐾𝐶𝑂2 = 𝑛
𝐶𝑆 (𝐸𝐶 2
∑𝑛=1 𝐷𝐶,𝐶𝑆,𝑛 −𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 )

where:

𝐾𝐶𝑂2 is the CO2 mass emission correction coefficient, (g/km)/(Wh/km);

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 is the charge-sustaining electric energy consumption of test n

based on the REESS depletion according to paragraph 2.3.1. of
this appendix, Wh/km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 is the arithmetic average of the charge-sustaining electric energy

consumption of 𝑛𝐶𝑆 tests based on the REESS depletion according
to paragraph 2.3.1. of this appendix, Wh/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑛 is the charge-sustaining CO2 mass emission of test n, not corrected

for the energy balance, calculated according Table A8/5, step
No. 2, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 is the arithmetic average of the charge-sustaining CO2 mass

emission of 𝑛𝐶𝑆 tests based on the CO2 mass emission, not
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where:

∆𝐸𝑅𝐸𝐸𝑆𝑆,𝐶𝑆,𝑛is the charge-sustaining REESS electric energy change of test n

according to paragraph 1.1.2. of this appendix, Wh;

𝑑𝐶𝑆,𝑛 is the distance driven over the corresponding charge-sustaining Type I

test n, km.

The fuel consumption correction coefficient shall be rounded according to

paragraph 6.1.8. of this Regulation to four significant figures. The statistical
significance of the fuel consumption correction coefficient shall be evaluated by
the Test Agency.

2.3.1.1. It is permitted to apply the fuel consumption correction coefficient that was
developed from tests over the whole applicable WLTP test cycle for the correction
of each individual phase.

2.3.1.2. Additional to the requirements of paragraph 2.2. of this appendix, at the

manufacturer’s request and upon approval of the Test Agency, separate fuel
consumption correction coefficients 𝐾𝑓𝑢𝑒𝑙,𝐹𝐶𝐻𝑉,𝑝 for each individual phase may be
developed. In this case, the same criteria as described in paragraph 2.2. of this
appendix shall be fulfilled in each individual phase and the procedure described in
paragraph 2.3.1. of this appendix shall be applied for each individual phase to
determine each phase specific correction coefficient.

2.3.2. Determination of CO2 mass emission correction coefficient KCO2

For OVC-HEVs and NOVC-HEVs, the CO2 mass emission correction coefficient
𝐾𝐶𝑂2, determined by driving a set of charge-sustaining Type I tests, is defined by
the following equation:
𝑛𝐶𝑆 ((𝐸𝐶
∑𝑛=1 𝐷𝐶,𝐶𝑆,𝑛 −𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 )×(𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑛 −𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 ))
𝐾𝐶𝑂2 = 𝑛
𝐶𝑆 (𝐸𝐶 2
∑𝑛=1 𝐷𝐶,𝐶𝑆,𝑛 −𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 )

where:

𝐾𝐶𝑂2 is the CO2 mass emission correction coefficient, (g/km)/(Wh/km);

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑛 is the charge-sustaining electric energy consumption of test n

based on the REESS depletion according to paragraph 2.3.1. of
this appendix, Wh/km;

𝐸𝐶𝐷𝐶,𝐶𝑆,𝑎𝑣𝑔 is the arithmetic average of the charge-sustaining electric energy

consumption of 𝑛𝐶𝑆 tests based on the REESS depletion according
to paragraph 2.3.1. of this appendix, Wh/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑛 is the charge-sustaining CO2 mass emission of test n, not corrected

for the energy balance, calculated according Table A8/5, step
No. 2, g/km;

𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 is the arithmetic average of the charge-sustaining CO2 mass

emission of 𝑛𝐶𝑆 tests based on the CO2 mass emission, not
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corrected for the energy balance, according to the equation below,

g/km;

𝑛 is the index number of the considered test;

𝑛𝐶𝑆 is the total number of tests;

and:

1 𝑛𝐶𝑆
𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 = × ∑ 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑛
𝑛𝐶𝑆 𝑛=1

The CO2 mass emission correction coefficient shall be rounded according to

paragraph 6.1.8. of this Regulation to four significant figures. The statistical
significance of the CO2 mass emission correction coefficient shall be evaluated by
the Test Agency.

2.3.2.1. It is permitted to apply the CO2 mass emission correction coefficient developed
from tests over the whole applicable WLTP test cycle for the correction of each
individual phase.

2.3.2.2. Additional to the requirements of paragraph 2.2. of this appendix, at the request of
the manufacturer and upon approval of the Test Agency, separate CO 2 mass
emission correction coefficients 𝐾𝐶𝑂2,𝑝 for each individual phase may be
developed. In this case, the same criteria as described in paragraph 2.2. of this
appendix shall be fulfilled in each individual phase and the procedure described in
paragraph 2.3.2. of this appendix shall be applied for each individual phase to
determine phase-specific correction coefficients.

3.0 Test procedure for the determination of the correction coefficients

3.1. OVC-HEVs and OVC-FCHVs

For OVC-HEVs and OVC-FCHVs, one of the following test sequences according
to Figure A8.App2/1 shall be used to measure all values that are necessary for the
determination of the correction coefficients according to paragraph 2. of this
appendix.

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corrected for the energy balance, according to the equation below,

g/km;

𝑛 is the index number of the considered test;

𝑛𝐶𝑆 is the total number of tests;

and:

1 𝑛𝐶𝑆
𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑎𝑣𝑔 = × ∑ 𝑀𝐶𝑂2,𝐶𝑆,𝑛𝑏,𝑛
𝑛𝐶𝑆 𝑛=1

The CO2 mass emission correction coefficient shall be rounded according to

paragraph 6.1.8. of this Regulation to four significant figures. The statistical
significance of the CO2 mass emission correction coefficient shall be evaluated by
the Test Agency.

2.3.2.1. It is permitted to apply the CO2 mass emission correction coefficient developed
from tests over the whole applicable WLTP test cycle for the correction of each
individual phase.

2.3.2.2. Additional to the requirements of paragraph 2.2. of this appendix, at the request of
the manufacturer and upon approval of the Test Agency, separate CO 2 mass
emission correction coefficients 𝐾𝐶𝑂2,𝑝 for each individual phase may be
developed. In this case, the same criteria as described in paragraph 2.2. of this
appendix shall be fulfilled in each individual phase and the procedure described in
paragraph 2.3.2. of this appendix shall be applied for each individual phase to
determine phase-specific correction coefficients.

3.0 Test procedure for the determination of the correction coefficients

3.1. OVC-HEVs and OVC-FCHVs

For OVC-HEVs and OVC-FCHVs, one of the following test sequences according
to Figure A8.App2/1 shall be used to measure all values that are necessary for the
determination of the correction coefficients according to paragraph 2. of this
appendix.

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Figure A8.App2/1

OVC-HEV, and OVC-FCHVs test sequences

3.1.1. Option 1 test sequence

3.1.1.1. Preconditioning and soaking

Preconditioning and soaking shall be conducted according to paragraph 2.1. of

Appendix 4 to this annex.

3.1.1.2. REESS adjustment

Prior to the test procedure according to paragraph 3.1.1.3. of this appendix, the
manufacturer may adjust the REESS. The manufacturer shall provide evidence that
the requirements for the beginning of the test according to paragraph 3.1.1.3. of
this appendix are fulfilled.

3.1.1.3. Test procedure

3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected
according to paragraph 3. of Appendix 6 to this annex.

3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.1.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the Type I test procedure described in Annex B6.

3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination of
the correction coefficients, the test may be followed by a number of consecutive
sequences required according to paragraph 2.2. of this appendix consisting of
paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this appendix.

3.1.2. Option 2 test sequence

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Figure A8.App2/1

OVC-HEV, and OVC-FCHVs test sequences

3.1.1. Option 1 test sequence

3.1.1.1. Preconditioning and soaking

Preconditioning and soaking shall be conducted according to paragraph 2.1. of

Appendix 4 to this annex.

3.1.1.2. REESS adjustment

Prior to the test procedure according to paragraph 3.1.1.3. of this appendix, the
manufacturer may adjust the REESS. The manufacturer shall provide evidence that
the requirements for the beginning of the test according to paragraph 3.1.1.3. of
this appendix are fulfilled.

3.1.1.3. Test procedure

3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected
according to paragraph 3. of Appendix 6 to this annex.

3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.1.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the Type I test procedure described in Annex B6.

3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination of
the correction coefficients, the test may be followed by a number of consecutive
sequences required according to paragraph 2.2. of this appendix consisting of
paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this appendix.

3.1.2. Option 2 test sequence

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3.1.2.1. Preconditioning

The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph

2.1.2. of Appendix 4 to this annex.

3.1.2.2. REESS adjustment

After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this

annex shall be omitted and a break, during which the REESS is permitted to be
adjusted, shall be set to a maximum duration of 60 minutes. A similar break shall
be applied in advance of each test. Immediately after the end of this break, the
requirements of paragraph 3.1.2.3. of this appendix shall be applied.

Upon request of the manufacturer, an additional warm-up procedure may be

conducted in advance of the REESS adjustment to ensure similar starting
conditions for the correction coefficient determination. If the manufacturer
requests this additional warm-up procedure, the identical warm-up procedure shall
be applied repeatedly within the test sequence.

3.1.2.3. Test procedure

3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected
according to paragraph 3. of Appendix 6 to this annex.

3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.1.2.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the Type I test procedure described in Annex B6.

3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test may be followed by a number
of consecutive sequences required according to paragraph 2.2. of this appendix
consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this appendix.

3.2. NOVC-HEVs and NOVC-FCHVs

For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences

according to Figure A8.App2/2 shall be used to measure all values that are
necessary for the determination of the correction coefficients according to
paragraph 2. of this appendix.

Figure A8.App2/2

NOVC-HEV and NOVC-FCHV test sequences

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3.1.2.1. Preconditioning

The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph

2.1.2. of Appendix 4 to this annex.

3.1.2.2. REESS adjustment

After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this

annex shall be omitted and a break, during which the REESS is permitted to be
adjusted, shall be set to a maximum duration of 60 minutes. A similar break shall
be applied in advance of each test. Immediately after the end of this break, the
requirements of paragraph 3.1.2.3. of this appendix shall be applied.

Upon request of the manufacturer, an additional warm-up procedure may be

conducted in advance of the REESS adjustment to ensure similar starting
conditions for the correction coefficient determination. If the manufacturer
requests this additional warm-up procedure, the identical warm-up procedure shall
be applied repeatedly within the test sequence.

3.1.2.3. Test procedure

3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected
according to paragraph 3. of Appendix 6 to this annex.

3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.1.2.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the Type I test procedure described in Annex B6.

3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test may be followed by a number
of consecutive sequences required according to paragraph 2.2. of this appendix
consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this appendix.

3.2. NOVC-HEVs and NOVC-FCHVs

For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences

according to Figure A8.App2/2 shall be used to measure all values that are
necessary for the determination of the correction coefficients according to
paragraph 2. of this appendix.

Figure A8.App2/2

NOVC-HEV and NOVC-FCHV test sequences

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Option 1 test sequence Option 2 test sequence

(paragraph 3.2.1. of this appendix) (paragraph 3.2.2. of this appendix)

Preconditioning
Preconditioning and soaking

Optional:
Additional warm up procedure

REESS adjustment
REESS adjustment within a similar
break of max. 60min

Applicable WLTP test cycle Applicable WLTP test cycle

3.2.1. Option 1 test sequence

3.2.1.1. Preconditioning and soaking

The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1.
of this annex.

3.2.1.2. REESS adjustment

Prior to the test procedure, according to paragraph 3.2.1.3. of this appendix, the
manufacturer may adjust the REESS. The manufacturer shall provide evidence that
the requirements for the beginning of the test according to paragraph 3.2.1.3. of
this appendix are fulfilled.

3.2.1.3. Test procedure

3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. of

Appendix 6 to this annex.

3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.2.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the charge-sustaining Type I test procedure described in Annex B6.

3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test can be followed by a number
of consecutive sequences required according to paragraph 2.2. of this appendix
consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this appendix.

3.2.2. Option 2 test sequence

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Option 1 test sequence Option 2 test sequence

(paragraph 3.2.1. of this appendix) (paragraph 3.2.2. of this appendix)

Preconditioning
Preconditioning and soaking

Optional:
Additional warm up procedure

REESS adjustment
REESS adjustment within a similar
break of max. 60min

Applicable WLTP test cycle Applicable WLTP test cycle

3.2.1. Option 1 test sequence

3.2.1.1. Preconditioning and soaking

The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1.
of this annex.

3.2.1.2. REESS adjustment

Prior to the test procedure, according to paragraph 3.2.1.3. of this appendix, the
manufacturer may adjust the REESS. The manufacturer shall provide evidence that
the requirements for the beginning of the test according to paragraph 3.2.1.3. of
this appendix are fulfilled.

3.2.1.3. Test procedure

3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. of

Appendix 6 to this annex.

3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.2.1.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the charge-sustaining Type I test procedure described in Annex B6.

3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the
determination of the correction coefficients, the test can be followed by a number
of consecutive sequences required according to paragraph 2.2. of this appendix
consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this appendix.

3.2.2. Option 2 test sequence

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3.2.2.1. Preconditioning

The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this

annex.

3.2.2.2. REESS adjustment

After preconditioning, the soaking according to paragraph 3.3.1.2. of this annex

shall be omitted and a break, during which the REESS is permitted to be adjusted,
shall be set to a maximum duration of 60 minutes. A similar break shall be applied
in advance of each test. Immediately after the end of this break, the requirements
of paragraph 3.2.2.3. of this appendix shall be applied.

Upon request of the manufacturer, an additional warm-up procedure may be

conducted in advance of the REESS adjustment to ensure similar starting
conditions for the correction coefficient determination. If the manufacturer
requests this additional warm-up procedure, the identical warm-up procedure shall
be applied repeatedly within the test sequence.

3.2.2.3. Test procedure

3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected
according to paragraph 3. of Appendix 6 to this annex.

3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.2.2.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the Type I test procedure described in Annex B6.

3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the determination
of the correction coefficients, the test can be followed by a number of consecutive
sequences required according to paragraph 2.2. of this appendix consisting of
paragraphs 3.2.2.2. and 3.2.2.3. of this appendix.

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3.2.2.1. Preconditioning

The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this

annex.

3.2.2.2. REESS adjustment

After preconditioning, the soaking according to paragraph 3.3.1.2. of this annex

shall be omitted and a break, during which the REESS is permitted to be adjusted,
shall be set to a maximum duration of 60 minutes. A similar break shall be applied
in advance of each test. Immediately after the end of this break, the requirements
of paragraph 3.2.2.3. of this appendix shall be applied.

Upon request of the manufacturer, an additional warm-up procedure may be

conducted in advance of the REESS adjustment to ensure similar starting
conditions for the correction coefficient determination. If the manufacturer
requests this additional warm-up procedure, the identical warm-up procedure shall
be applied repeatedly within the test sequence.

3.2.2.3. Test procedure

3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected
according to paragraph 3. of Appendix 6 to this annex.

3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this
annex shall be driven.

3.2.2.3.3. Unless stated otherwise in this appendix, the vehicle shall be tested according to
the Type I test procedure described in Annex B6.

3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the determination
of the correction coefficients, the test can be followed by a number of consecutive
sequences required according to paragraph 2.2. of this appendix consisting of
paragraphs 3.2.2.2. and 3.2.2.3. of this appendix.

4.0 As an option for the manufacturer, it is allowed to apply ΔMCO2,j defined in

paragraph 4.5. of Appendix 2 to Annex 6 with the following
modification:
η𝑎𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 is the efficiency of the alternator
0.67 in case ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝 is negative (corresponds to a discharge)
1.00 in case ∆𝐸𝑅𝐸𝐸𝑆𝑆,𝑝 is positive (corresponds to a charge)

4.1 In this case, the corrected charge-sustaining CO2 mass emission defined in paragraphs 4.1.1.3.,
4.1.1.4. and 4.1.1.5. of this annex shall be replaced by ΔMCO2,j instead of K CO2,j × ECDC,CS,j.

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Annex B8 - Appendix 3

Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-

HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs

1.0 Introduction

1.1. This appendix defines the method and required instrumentation to determine the
REESS current and the REESS voltage of NOVC-HEVs, OVC-HEVs, PEVs, OVC-
FCHVs and NOVC-FCHVs.

1.2. Measurement of REESS current and REESS voltage shall start at the same time as
the test starts and shall end immediately after the vehicle has finished the test.

1.3. The REESS current and the REESS voltage of each phase shall be determined.

1.4. A list of the instrumentation used by the manufacturer to measure REESS voltage
and current (including instrument manufacturer, model number, serial number, last
calibration dates (where applicable)) during:

(a) The Type I test according to paragraph 3 of this annex;

(b) The procedure to determine the correction coefficients according to

Appendix 2 of this annex (where applicable);

(c) Any procedure which may have such requirements

shall be provided to the Test Agency.

2. REESS current

REESS depletion is considered as a negative current.

2.1. External REESS current measurement

2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed
type current transducer. The current measurement system shall fulfil the
requirements specified in Table A8/1 of this annex. The current transducer(s) shall
be capable of handling the peak currents at engine starts and temperature conditions
at the point of measurement.

In order to have an accurate measurement, zero adjustment and degaussing shall be

performed before the test according to the instrument manufacturer's instructions.

2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables
connected directly to the REESS and shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance with

the Test Agency.

In order to easily measure the REESS current using external measuring equipment,
the manufacturer should provide appropriate, safe and accessible connection points
in the vehicle. If that is not feasible, the manufacturer is obliged to support the Test
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Annex B8 - Appendix 3

Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-

HEVs, PEVs, OVC-FCHVs and NOVC-FCHVs

1.0 Introduction

1.1. This appendix defines the method and required instrumentation to determine the
REESS current and the REESS voltage of NOVC-HEVs, OVC-HEVs, PEVs, OVC-
FCHVs and NOVC-FCHVs.

1.2. Measurement of REESS current and REESS voltage shall start at the same time as
the test starts and shall end immediately after the vehicle has finished the test.

1.3. The REESS current and the REESS voltage of each phase shall be determined.

1.4. A list of the instrumentation used by the manufacturer to measure REESS voltage
and current (including instrument manufacturer, model number, serial number, last
calibration dates (where applicable)) during:

(a) The Type I test according to paragraph 3 of this annex;

(b) The procedure to determine the correction coefficients according to

Appendix 2 of this annex (where applicable);

(c) Any procedure which may have such requirements

shall be provided to the Test Agency.

2. REESS current

REESS depletion is considered as a negative current.

2.1. External REESS current measurement

2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed
type current transducer. The current measurement system shall fulfil the
requirements specified in Table A8/1 of this annex. The current transducer(s) shall
be capable of handling the peak currents at engine starts and temperature conditions
at the point of measurement.

In order to have an accurate measurement, zero adjustment and degaussing shall be

performed before the test according to the instrument manufacturer's instructions.

2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables
connected directly to the REESS and shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance with

the Test Agency.

In order to easily measure the REESS current using external measuring equipment,
the manufacturer should provide appropriate, safe and accessible connection points
in the vehicle. If that is not feasible, the manufacturer is obliged to support the Test
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Agency in connecting a current transducer to one of the cables directly connected to

the REESS in the manner described above in this paragraph.

2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz.
The measured current shall be integrated over time, yielding the measured value of
Q, expressed in ampere-hours Ah. The integration may be done in the current
measurement system.

2.2. Vehicle on-board REESS current data

As an alternative to paragraph 2.1. of this appendix, the manufacturer may use on-
board REESS current measurement data. The accuracy of these data shall be
demonstrated to the Test Agency.

3. REESS voltage

During the tests described in paragraph 3. (this paragraph) and in Appendix 2 of this
annex, the voltage shall be determined by the following options and applicable test
event of each option is defined in Table A8.App3/1

3.1. External REESS voltage measurement

The REESS voltage shall be measured with the equipment and accuracy
requirements specified in paragraph 1.1. of this annex. To measure the REESS
voltage using external measuring equipment, the manufacturers shall support the
Test Agency by providing REESS voltage measurement points and safety
instructions.

3.2. Nominal REESS voltage

The nominal voltage of the REESS determined according to IEC 60050-482.

3.3. Vehicle on-board REESS voltage data

As an alternative to paragraphs 3.1. and 3.2. of this appendix, the manufacturer may
use the on-board voltage measurement data. The accuracy of these data shall be
demonstrated to the Test Agency.

Table A8 App3/1

Test events Para. 3.1. Para. 3.2. Para. 3.3.

60V or more Less than 60V

NOVC-HEV shall not shall be used shall not

to be used to be used
OVC-HEV CS condition

NOVC-FCHV

OVC-FCHV CS condition

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Agency in connecting a current transducer to one of the cables directly connected to

the REESS in the manner described above in this paragraph.

2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz.
The measured current shall be integrated over time, yielding the measured value of
Q, expressed in ampere-hours Ah. The integration may be done in the current
measurement system.

2.2. Vehicle on-board REESS current data

As an alternative to paragraph 2.1. of this appendix, the manufacturer may use on-
board REESS current measurement data. The accuracy of these data shall be
demonstrated to the Test Agency.

3. REESS voltage

During the tests described in paragraph 3. (this paragraph) and in Appendix 2 of this
annex, the voltage shall be determined by the following options and applicable test
event of each option is defined in Table A8.App3/1

3.1. External REESS voltage measurement

The REESS voltage shall be measured with the equipment and accuracy
requirements specified in paragraph 1.1. of this annex. To measure the REESS
voltage using external measuring equipment, the manufacturers shall support the
Test Agency by providing REESS voltage measurement points and safety
instructions.

3.2. Nominal REESS voltage

The nominal voltage of the REESS determined according to IEC 60050-482.

3.3. Vehicle on-board REESS voltage data

As an alternative to paragraphs 3.1. and 3.2. of this appendix, the manufacturer may
use the on-board voltage measurement data. The accuracy of these data shall be
demonstrated to the Test Agency.

Table A8 App3/1

Test events Para. 3.1. Para. 3.2. Para. 3.3.

60V or more Less than 60V

NOVC-HEV shall not shall be used shall not

to be used to be used
OVC-HEV CS condition

NOVC-FCHV

OVC-FCHV CS condition

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REESS energy change-

based correction procedure
(Appendix 2)

Break-Off Criterion
calculation for CD-test
(Annex B8, paragraph
3.2.4.5.2.)

OVC-HEV CD condition shall be shall not to be allowed to use allowed to

used used use
OVC-FCHV CD condition

PEV

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REESS energy change-

based correction procedure
(Appendix 2)

Break-Off Criterion
calculation for CD-test
(Annex B8, paragraph
3.2.4.5.2.)

OVC-HEV CD condition shall be shall not to be allowed to use allowed to

used used use
OVC-FCHV CD condition

PEV

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Annex B8 - Appendix 4

Preconditioning, soaking and REESS charging conditions of PEVs, OVC-

HEVs and OVC-FCHVs

1.0 This appendix describes the test procedure for REESS and combustion engine
preconditioning in preparation for:

(a) Electric range, charge-depleting and charge-sustaining measurements when

testing OVC-HEVs and OVC-FCHVs; and

(b) Electric range measurements as well as electric energy consumption

measurements when testing PEVs.

2.0 OVC-HEV and OVC-FCHVs preconditioning and soaking

2.1. Preconditioning and soaking when the test procedure starts with a charge-
sustaining test

2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least
one applicable WLTP test cycle. During each driven preconditioning cycle, the
charging balance of the REESS shall be determined. The preconditioning shall be
stopped at the end of the applicable WLTP test cycle during which the break-off
criterion is fulfilled according to paragraph 3.2.4.5. of this annex.

2.1.2. As an alternative to paragraph 2.1.1. of this appendix, at the request of the

manufacturer and upon approval of the Test Agency, the state of charge of the
REESS for the charge-sustaining Type I test may be set according to the
manufacturer’s recommendation in order to achieve a test under charge-sustaining
operating condition.

In such a case, a preconditioning procedure, such as that applicable to pure ICE

vehicles as described in paragraph 2.6. of Annex B6, shall be applied.

2.1.3. Soaking of the vehicle shall be performed according to paragraph 2.7. of

Annex B6.

2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting
test

2.2.1. OVC-HEVs and OVC-FCHVs shall be driven over at least one applicable WLTP
test cycle. During each driven preconditioning cycle, the charging balance of the
REESS shall be determined. The preconditioning shall be stopped at the end of the
applicable WLTP test cycle during which the break-off criterion is fulfilled
according to paragraph 3.2.4.5. of this annex.

2.2.2. Soaking of the vehicle shall be performed according to paragraph 2.7. of

Annex B6. Forced cooling down shall not be applied to vehicles preconditioned
for the Type I test. During soak, the REESS shall be charged using the normal
charging procedure as defined in paragraph 2.2.3. of this appendix.

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Annex B8 - Appendix 4

Preconditioning, soaking and REESS charging conditions of PEVs, OVC-

HEVs and OVC-FCHVs

1.0 This appendix describes the test procedure for REESS and combustion engine
preconditioning in preparation for:

(a) Electric range, charge-depleting and charge-sustaining measurements when

testing OVC-HEVs and OVC-FCHVs; and

(b) Electric range measurements as well as electric energy consumption

measurements when testing PEVs.

2.0 OVC-HEV and OVC-FCHVs preconditioning and soaking

2.1. Preconditioning and soaking when the test procedure starts with a charge-
sustaining test

2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least
one applicable WLTP test cycle. During each driven preconditioning cycle, the
charging balance of the REESS shall be determined. The preconditioning shall be
stopped at the end of the applicable WLTP test cycle during which the break-off
criterion is fulfilled according to paragraph 3.2.4.5. of this annex.

2.1.2. As an alternative to paragraph 2.1.1. of this appendix, at the request of the

manufacturer and upon approval of the Test Agency, the state of charge of the
REESS for the charge-sustaining Type I test may be set according to the
manufacturer’s recommendation in order to achieve a test under charge-sustaining
operating condition.

In such a case, a preconditioning procedure, such as that applicable to pure ICE

vehicles as described in paragraph 2.6. of Annex B6, shall be applied.

2.1.3. Soaking of the vehicle shall be performed according to paragraph 2.7. of

Annex B6.

2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting
test

2.2.1. OVC-HEVs and OVC-FCHVs shall be driven over at least one applicable WLTP
test cycle. During each driven preconditioning cycle, the charging balance of the
REESS shall be determined. The preconditioning shall be stopped at the end of the
applicable WLTP test cycle during which the break-off criterion is fulfilled
according to paragraph 3.2.4.5. of this annex.

2.2.2. Soaking of the vehicle shall be performed according to paragraph 2.7. of

Annex B6. Forced cooling down shall not be applied to vehicles preconditioned
for the Type I test. During soak, the REESS shall be charged using the normal
charging procedure as defined in paragraph 2.2.3. of this appendix.

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2.2.3. Application of a normal charge

Normal charging is the transfer of electricity to an electrified vehicle with a power

of less than or equal to 22 kW.

Where there are several possible methods to perform a normal AC charge (e.g.
cable, induction, etc.), the charging procedure via cable shall be used.

Where there are several AC charging power levels available, the highest normal
charging power shall be used. An AC charging power lower than the highest
normal AC charging power may be selected if recommended by the manufacturer
and by approval of the Test Agency.

2.2.3.1. The REESS shall be charged at an ambient temperature as specified in

paragraph 2.2.2.2. of Annex B6 with the on-board charger if fitted.

In the following cases, a charger recommended by the manufacturer and using the
charging pattern prescribed for normal charging shall be used if:

(a) No on-board charger is fitted, or

(b) The charging time exceeds the soaking time defined in paragraph 2.7. of
Annex B6.

The procedures in this paragraph exclude all types of special charges that could be
automatically or manually initiated, e.g. equalization charges or servicing charges.
The manufacturer shall declare that, during the test, a special charge procedure has
not occurred.

2.2.3.2. End-of-charge criterion

The end-of-charge criterion is reached when the on-board or external instruments

indicate that the REESS is fully charged. If the charging is performed during
soaking and finished before the minimum required soaking time as defined in
paragraph 2.7. of Annex B6, the vehicle shall stay connected to the grid at least
until the minimum required soaking time is reached.

3.0 PEV preconditioning and soaking

3.1. Initial charging of the REESS

Initial charging of the REESS consists of discharging the REESS and applying a
normal charge.

3.1.1. Discharging the REESS

The discharge procedure shall be performed according to the manufacturer’s

recommendation. The manufacturer shall guarantee that the REESS is as fully
depleted as is possible by the discharge procedure.

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2.2.3. Application of a normal charge

Normal charging is the transfer of electricity to an electrified vehicle with a power

of less than or equal to 22 kW.

Where there are several possible methods to perform a normal AC charge (e.g.
cable, induction, etc.), the charging procedure via cable shall be used.

Where there are several AC charging power levels available, the highest normal
charging power shall be used. An AC charging power lower than the highest
normal AC charging power may be selected if recommended by the manufacturer
and by approval of the Test Agency.

2.2.3.1. The REESS shall be charged at an ambient temperature as specified in

paragraph 2.2.2.2. of Annex B6 with the on-board charger if fitted.

In the following cases, a charger recommended by the manufacturer and using the
charging pattern prescribed for normal charging shall be used if:

(a) No on-board charger is fitted, or

(b) The charging time exceeds the soaking time defined in paragraph 2.7. of
Annex B6.

The procedures in this paragraph exclude all types of special charges that could be
automatically or manually initiated, e.g. equalization charges or servicing charges.
The manufacturer shall declare that, during the test, a special charge procedure has
not occurred.

2.2.3.2. End-of-charge criterion

The end-of-charge criterion is reached when the on-board or external instruments

indicate that the REESS is fully charged. If the charging is performed during
soaking and finished before the minimum required soaking time as defined in
paragraph 2.7. of Annex B6, the vehicle shall stay connected to the grid at least
until the minimum required soaking time is reached.

3.0 PEV preconditioning and soaking

3.1. Initial charging of the REESS

Initial charging of the REESS consists of discharging the REESS and applying a
normal charge.

3.1.1. Discharging the REESS

The discharge procedure shall be performed according to the manufacturer’s

recommendation. The manufacturer shall guarantee that the REESS is as fully
depleted as is possible by the discharge procedure.

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3.1.2. Soaking and application of a normal charge

Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of

Annex B6.

During soak, the REESS shall be charged using the normal charging procedure as
defined in paragraph 2.2.3. of this appendix.

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3.1.2. Soaking and application of a normal charge

Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of

Annex B6.

During soak, the REESS shall be charged using the normal charging procedure as
defined in paragraph 2.2.3. of this appendix.

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Annex B8 - Appendix 5

Utility factors (UF) for OVC-HEVs and OVC-FCHVs*

1.0 For the calculation of a fractional utility factor UFj for the weighting of
period j, the following equation shall be applied by using the coefficients from
Table A8.App5/1.
𝑘 𝑖 𝑗−1
𝑑𝑗
𝑈𝐹𝑗 (𝑑𝑗 ) = 1 − 𝑒𝑥𝑝 {− (∑ 𝐶𝑖 × ( ) )} − ∑ 𝑈𝐹𝑙
𝑑𝑛
𝑖=1 𝑙=1

where:

UFj utility factor for period j;

dj measured distance driven at the end of period j, km;

Ci ith coefficient (see Table A8.App5/1);

dn normalized distance (see Table A8.App5/1), km;

k number of terms and coefficients in the exponent;

j number of period considered;

i number of considered term/coefficient;

∑𝑗−1
𝑙=1 𝑈𝐹𝑙 sum of calculated utility factors up to period (j-1).

Table A8.App5/1

Parameters for the determination of fractional UFs

Parameter India

dn 400 km

C1 11.8

C2 -32.5

C3 89.5

C4 -134

C5 98.9

C6 -29.1

C7 NA

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Annex B8 - Appendix 5

Utility factors (UF) for OVC-HEVs and OVC-FCHVs*

1.0 For the calculation of a fractional utility factor UFj for the weighting of
period j, the following equation shall be applied by using the coefficients from
Table A8.App5/1.
𝑘 𝑖 𝑗−1
𝑑𝑗
𝑈𝐹𝑗 (𝑑𝑗 ) = 1 − 𝑒𝑥𝑝 {− (∑ 𝐶𝑖 × ( ) )} − ∑ 𝑈𝐹𝑙
𝑑𝑛
𝑖=1 𝑙=1

where:

UFj utility factor for period j;

dj measured distance driven at the end of period j, km;

Ci ith coefficient (see Table A8.App5/1);

dn normalized distance (see Table A8.App5/1), km;

k number of terms and coefficients in the exponent;

j number of period considered;

i number of considered term/coefficient;

∑𝑗−1
𝑙=1 𝑈𝐹𝑙 sum of calculated utility factors up to period (j-1).

Table A8.App5/1

Parameters for the determination of fractional UFs

Parameter India

dn 400 km

C1 11.8

C2 -32.5

C3 89.5

C4 -134

C5 98.9

C6 -29.1

C7 NA

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C8 NA

C9 NA

C10 NA

UF may be reviewed and if required India specific UF will be determined as

per SAE J2841 procedure on actual PHEVs data and charging infrastructure.

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C8 NA

C9 NA

C10 NA

UF may be reviewed and if required India specific UF will be determined as

per SAE J2841 procedure on actual PHEVs data and charging infrastructure.

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Annex B8 - Appendix 6

Selection of driver-selectable modes

1.0 General requirement

1.1. The manufacturer shall select the driver-selectable mode for the Type I test
procedure according to paragraphs 2. to 4. inclusive of this appendix which
enables the vehicle to follow the considered test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6. This shall apply
to all vehicle systems with driver-selectable modes including those not solely
specific to the transmission.

1.2. The manufacturer shall provide evidence to the Test Agency concerning:

(a) The availability of a predominant mode under the considered

conditions;

(b) The maximum speed of the considered vehicle; and if required:

(c) The best and worst case mode identified by the evidence on the fuel
consumption and, if applicable, on the CO2 mass emission/fuel
consumption in all modes. See paragraph 2.6.6.3. of Annex B6;

(d) The highest electric energy consuming mode;

(e) The cycle energy demand (according to paragraph 5 of Annex B7

where the target speed is replaced by the actual speed).

1.3. Dedicated driver-selectable modes, such as "mountain mode" or "maintenance

mode" which are not intended for normal daily operation but only for special
limited purposes, shall not be considered.

2.0 OVC-HEVs and OVC-FCHVs equipped with a driver-selectable mode under

charge-depleting operating condition

For vehicles equipped with a driver-selectable mode, the mode for the charge-
depleting Type I test shall be selected according to the following conditions.

The flow chart in Figure A8.App6/1 illustrates the mode selection according
to this paragraph.

2.1. If there is a predominant mode that enables the vehicle to follow the reference
test cycle under charge-depleting operating condition, this mode shall be
selected.

2.2. If there is no predominant mode or if there is a predominant mode but this

mode does not enable the vehicle to follow the reference test cycle under
charge-depleting operating condition, the mode for the test shall be selected
according to the following conditions:

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Annex B8 - Appendix 6

Selection of driver-selectable modes

1.0 General requirement

1.1. The manufacturer shall select the driver-selectable mode for the Type I test
procedure according to paragraphs 2. to 4. inclusive of this appendix which
enables the vehicle to follow the considered test cycle within the speed trace
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6. This shall apply
to all vehicle systems with driver-selectable modes including those not solely
specific to the transmission.

1.2. The manufacturer shall provide evidence to the Test Agency concerning:

(a) The availability of a predominant mode under the considered

conditions;

(b) The maximum speed of the considered vehicle; and if required:

(c) The best and worst case mode identified by the evidence on the fuel
consumption and, if applicable, on the CO2 mass emission/fuel
consumption in all modes. See paragraph 2.6.6.3. of Annex B6;

(d) The highest electric energy consuming mode;

(e) The cycle energy demand (according to paragraph 5 of Annex B7

where the target speed is replaced by the actual speed).

1.3. Dedicated driver-selectable modes, such as "mountain mode" or "maintenance

mode" which are not intended for normal daily operation but only for special
limited purposes, shall not be considered.

2.0 OVC-HEVs and OVC-FCHVs equipped with a driver-selectable mode under

charge-depleting operating condition

For vehicles equipped with a driver-selectable mode, the mode for the charge-
depleting Type I test shall be selected according to the following conditions.

The flow chart in Figure A8.App6/1 illustrates the mode selection according
to this paragraph.

2.1. If there is a predominant mode that enables the vehicle to follow the reference
test cycle under charge-depleting operating condition, this mode shall be
selected.

2.2. If there is no predominant mode or if there is a predominant mode but this

mode does not enable the vehicle to follow the reference test cycle under
charge-depleting operating condition, the mode for the test shall be selected
according to the following conditions:

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(a) If there is only one mode which allows the vehicle to follow the
reference test cycle under charge-depleting operating conditions,
this mode shall be selected;

(b) If several modes are capable of following the reference test cycle
under charge-depleting operating conditions and none of those
modes is a configurable start mode, the worst case mode for electric
energy consumption of those modes shall be selected;

(c) If several modes are capable of following the reference test cycle
under charge-depleting operating conditions and at least two of
those modes are a configurable start mode, the worst case mode for
electric energy consumption shall be selected from these
configurable start modes.

2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9 of Annex B1:

(a) If there is a predominant mode which allows the vehicle to follow the
modified reference test cycle under charge-depleting operating
conditions, this mode shall be selected.

(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle under charge-
depleting operating condition, the worst case mode for electric energy
consumption of those modes shall be selected. In the case that at least
two or more configurable start modes, the worst case mode for
electric energy consumption shall be selected from these
configurable start modes;

(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle under charge-depleting operating condition, the
mode or modes with the highest cycle energy demand shall be
identified and the worst case mode for electric energy consumption
shall be selected.

Figure A8.App6/1a and Figure A8.App6/1b

Selection of driver-selectable mode for OVC-HEVs and OVC-FCHVs under charge-

depleting operating condition

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(a) If there is only one mode which allows the vehicle to follow the
reference test cycle under charge-depleting operating conditions,
this mode shall be selected;

(b) If several modes are capable of following the reference test cycle
under charge-depleting operating conditions and none of those
modes is a configurable start mode, the worst case mode for electric
energy consumption of those modes shall be selected;

(c) If several modes are capable of following the reference test cycle
under charge-depleting operating conditions and at least two of
those modes are a configurable start mode, the worst case mode for
electric energy consumption shall be selected from these
configurable start modes.

2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9 of Annex B1:

(a) If there is a predominant mode which allows the vehicle to follow the
modified reference test cycle under charge-depleting operating
conditions, this mode shall be selected.

(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle under charge-
depleting operating condition, the worst case mode for electric energy
consumption of those modes shall be selected. In the case that at least
two or more configurable start modes, the worst case mode for
electric energy consumption shall be selected from these
configurable start modes;

(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle under charge-depleting operating condition, the
mode or modes with the highest cycle energy demand shall be
identified and the worst case mode for electric energy consumption
shall be selected.

Figure A8.App6/1a and Figure A8.App6/1b

Selection of driver-selectable mode for OVC-HEVs and OVC-FCHVs under charge-

depleting operating condition

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3.0 OVC-HEVs, NOVC-HEVs, OVC-FCHVs and NOVC-FCHVs equipped with

a driver- selectable mode under charge-sustaining operating condition

For vehicles equipped with a driver-selectable mode, the mode for the charge-
sustaining Type I test shall be selected according to the following conditions.

The flow chart in Figure A8.App6/2 illustrates the mode selection according
to this paragraph.

3.1. If there is a predominant mode that enables the vehicle to follow the reference
test cycle under charge-sustaining operating condition, this mode shall be
selected.

3.2. If there is no predominant mode or if there is a predominant mode but this

mode does not enable the vehicle to follow the reference test cycle under
charge-sustaining operating condition, the mode for the test shall be selected
according to the following conditions:

(a) If there is only one mode which allows the vehicle to follow the
reference test cycle under charge-sustaining operating conditions,
this mode shall be selected;

(b) If several modes are capable of following the reference test cycle
under charge-sustaining operating conditions and none of those
modes is a configurable start mode, the worst case mode for CO2
emissions and fuel consumption shall be selected;

(c) If several modes are capable of following the reference test cycle
under charge-sustaining operating conditions and at least two or more
of those modes are a configurable start mode, the worst case mode
for CO2 emissions and fuel consumption shall be selected.

3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9. of Annex B1:

(a) If there is a predominant mode which allows the vehicle to follow the
modified reference test cycle under charge-sustaining operating
condition, this mode shall be selected.

(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle under charge-
sustaining operating condition, the worst case mode for CO2
emissions and fuel consumption of these modes shall be selected.

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3.0 OVC-HEVs, NOVC-HEVs, OVC-FCHVs and NOVC-FCHVs equipped with

a driver- selectable mode under charge-sustaining operating condition

For vehicles equipped with a driver-selectable mode, the mode for the charge-
sustaining Type I test shall be selected according to the following conditions.

The flow chart in Figure A8.App6/2 illustrates the mode selection according
to this paragraph.

3.1. If there is a predominant mode that enables the vehicle to follow the reference
test cycle under charge-sustaining operating condition, this mode shall be
selected.

3.2. If there is no predominant mode or if there is a predominant mode but this

mode does not enable the vehicle to follow the reference test cycle under
charge-sustaining operating condition, the mode for the test shall be selected
according to the following conditions:

(a) If there is only one mode which allows the vehicle to follow the
reference test cycle under charge-sustaining operating conditions,
this mode shall be selected;

(b) If several modes are capable of following the reference test cycle
under charge-sustaining operating conditions and none of those
modes is a configurable start mode, the worst case mode for CO2
emissions and fuel consumption shall be selected;

(c) If several modes are capable of following the reference test cycle
under charge-sustaining operating conditions and at least two or more
of those modes are a configurable start mode, the worst case mode
for CO2 emissions and fuel consumption shall be selected.

3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9. of Annex B1:

(a) If there is a predominant mode which allows the vehicle to follow the
modified reference test cycle under charge-sustaining operating
condition, this mode shall be selected.

(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle under charge-
sustaining operating condition, the worst case mode for CO2
emissions and fuel consumption of these modes shall be selected.

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(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle under charge-sustaining operating condition, the
mode or modes with the highest cycle energy demand shall be
identified and the worst case mode for CO2 emissions and fuel
consumption of those modes shall be selected. In the case that at least
two or more of these modes are a configurable start mode, the worst
case mode for CO2 emissions and fuel consumption shall be selected
from these modes.

Figure A8.App6/2a and Figure A8.App6/2b

Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs , OVC-FCHVs

and NOVC- FCHVs under charge-sustaining operating condition

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(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle under charge-sustaining operating condition, the
mode or modes with the highest cycle energy demand shall be
identified and the worst case mode for CO2 emissions and fuel
consumption of those modes shall be selected. In the case that at least
two or more of these modes are a configurable start mode, the worst
case mode for CO2 emissions and fuel consumption shall be selected
from these modes.

Figure A8.App6/2a and Figure A8.App6/2b

Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs , OVC-FCHVs

and NOVC- FCHVs under charge-sustaining operating condition

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4.0 PEVs equipped with a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test
shall be selected according to the following conditions.

The flow chart in Figure A8.App6/3 illustrates the mode selection according
to this paragraph.

4.1. If there is a predominant mode that enables the vehicle to follow the
reference test cycle, this mode shall be selected.

4.2. If there is no predominant mode or if there is a predominant mode but this

mode does not enable the vehicle to follow the reference test cycle, the mode
for the test shall be selected according to the following conditions:

(a) If there is only one mode which allows the vehicle to follow the
reference test cycle, this mode shall be selected;

(b) If several modes are capable of following the reference test cycle and
none of those modes is a configurable start mode, the worst case
mode for electric energy consumption of those modes shall be
selected;

(c) If several modes are capable of following the reference test cycle and
at least two of those modes are a configurable start mode, the worst
case mode for electric energy consumptionshall be selected from
these configurable start modes.

4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9. of Annex B1.
The resulting test cycle shall be named as the applicable WLTP test cycle:

(a) If there is a predominant mode which allows the vehicle to follow

the modified reference test cycle, this mode shall be selected;

(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle, worst case mode
for electric energy consumption of those modes shall be selected. In
the case that at least two or more configurable start modes, the worst
case mode for electric energy consumption shall be selected from
these configurable start modes;

(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle, the mode or modes with the highest cycle energy
demand shall be identified and the worst case mode for electric
energy consumption shall be selected.

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4.0 PEVs equipped with a driver-selectable mode

For vehicles equipped with a driver-selectable mode, the mode for the test
shall be selected according to the following conditions.

The flow chart in Figure A8.App6/3 illustrates the mode selection according
to this paragraph.

4.1. If there is a predominant mode that enables the vehicle to follow the
reference test cycle, this mode shall be selected.

4.2. If there is no predominant mode or if there is a predominant mode but this

mode does not enable the vehicle to follow the reference test cycle, the mode
for the test shall be selected according to the following conditions:

(a) If there is only one mode which allows the vehicle to follow the
reference test cycle, this mode shall be selected;

(b) If several modes are capable of following the reference test cycle and
none of those modes is a configurable start mode, the worst case
mode for electric energy consumption of those modes shall be
selected;

(c) If several modes are capable of following the reference test cycle and
at least two of those modes are a configurable start mode, the worst
case mode for electric energy consumptionshall be selected from
these configurable start modes.

4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this
appendix that enables the vehicle to follow the reference test cycle, the
reference test cycle shall be modified according to paragraph 9. of Annex B1.
The resulting test cycle shall be named as the applicable WLTP test cycle:

(a) If there is a predominant mode which allows the vehicle to follow

the modified reference test cycle, this mode shall be selected;

(b) If there is no predominant mode but other modes which allow the
vehicle to follow the modified reference test cycle, worst case mode
for electric energy consumption of those modes shall be selected. In
the case that at least two or more configurable start modes, the worst
case mode for electric energy consumption shall be selected from
these configurable start modes;

(c) If there is no mode which allows the vehicle to follow the modified
reference test cycle, the mode or modes with the highest cycle energy
demand shall be identified and the worst case mode for electric
energy consumption shall be selected.

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Figure A8.App6/3a and Figure A8.App6/3b

Selection of the driver-selectable mode for PEVs

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Figure A8.App6/3a and Figure A8.App6/3b

Selection of the driver-selectable mode for PEVs

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Annex B8 - Appendix 7

Fuel consumption measurement of compressed hydrogen fuel cell

hybrid vehicles

1.0 General requirements

Fuel consumption shall be measured using the gravimetric method in

accordance with paragraph 2. of this appendix.

At the request of the manufacturer and with approval of the Test Agency, fuel
consumption may be measured using either the pressure method or the flow
method. In this case, the manufacturer shall provide technical evidence that
the method yields equivalent results. The pressure and flow methods are
described in ISO 23828.

2.0 Gravimetric method

Fuel consumption shall be calculated by measuring the mass of the fuel tank
before and after the test.

2.1. Equipment and setting

2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or

more off-vehicle tanks shall be used to measure the fuel consumption. The
off-vehicle tank(s) shall be connected to the vehicle fuel line between the
original fuel tank and the fuel cell system.

2.1.2. For preconditioning, the originally installed tank or an external source of

hydrogen may be used.

2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended

value.

2.1.4. Difference of the gas supply pressures in lines shall be minimized when the
lines are switched.

In the case that influence of pressure difference is expected, the manufacturer

and the Test Agency shall agree whether correction is necessary or not.

2.1.5. Balance

2.1.5.1. The balance used for fuel consumption measurement shall meet the
specification of Table A8.App7/1.

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Annex B8 - Appendix 7

Fuel consumption measurement of compressed hydrogen fuel cell

hybrid vehicles

1.0 General requirements

Fuel consumption shall be measured using the gravimetric method in

accordance with paragraph 2. of this appendix.

At the request of the manufacturer and with approval of the Test Agency, fuel
consumption may be measured using either the pressure method or the flow
method. In this case, the manufacturer shall provide technical evidence that
the method yields equivalent results. The pressure and flow methods are
described in ISO 23828.

2.0 Gravimetric method

Fuel consumption shall be calculated by measuring the mass of the fuel tank
before and after the test.

2.1. Equipment and setting

2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or

more off-vehicle tanks shall be used to measure the fuel consumption. The
off-vehicle tank(s) shall be connected to the vehicle fuel line between the
original fuel tank and the fuel cell system.

2.1.2. For preconditioning, the originally installed tank or an external source of

hydrogen may be used.

2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended

value.

2.1.4. Difference of the gas supply pressures in lines shall be minimized when the
lines are switched.

In the case that influence of pressure difference is expected, the manufacturer

and the Test Agency shall agree whether correction is necessary or not.

2.1.5. Balance

2.1.5.1. The balance used for fuel consumption measurement shall meet the
specification of Table A8.App7/1.

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Table A8.App7/1

Analytical balance verification criteria

Measurement Resolution Precision

system

Balance 0.1 g maximum ±0.02 maximum(a)

(a)
Fuel consumption (REESS charge balance = 0) during the test, in mass,
standard deviation

2.1.5.2. The balance shall be calibrated in accordance with the specifications provided
by the balance manufacturer or at least as often as specified in
Table A8.App7/2.

Table A8.App7/2

Instrument calibration intervals

Instrument checks Interval

Precision Yearly and at major maintenance

2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such
as a damping table or a wind barrier, shall be provided.

Figure A8.App7/1

Example of instrumentation

where:

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Table A8.App7/1

Analytical balance verification criteria

Measurement Resolution Precision

system

Balance 0.1 g maximum ±0.02 maximum(a)

(a)
Fuel consumption (REESS charge balance = 0) during the test, in mass,
standard deviation

2.1.5.2. The balance shall be calibrated in accordance with the specifications provided
by the balance manufacturer or at least as often as specified in
Table A8.App7/2.

Table A8.App7/2

Instrument calibration intervals

Instrument checks Interval

Precision Yearly and at major maintenance

2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such
as a damping table or a wind barrier, shall be provided.

Figure A8.App7/1

Example of instrumentation

where:

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1 is the external fuel supply for preconditioning

2 is the pressure regulator

3 is the original tank

4 is the fuel cell system

5 is the balance

6 is/are off-vehicle tank(s) for fuel consumption measurement

2.2. Test procedure

2.2.1 The mass of the off-vehicle tank shall be measured before the test.

2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in
Figure A8.App7/1.

2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.

2.2.4. The off-vehicle tank shall be removed from the line.

2.2.5. The mass of the tank and fuel consumed after the test shall be measured.

2.2.5.1. At the request of the manufacturer and with approval of the Test Agency, the
change in weight of the hydrogen in the auxiliary line between points 2 and 4
in Figure A8.App7/1 due to changes in temperature and pressure may be taken
into consideration.

2.2.6. The non-balanced charge-sustaining fuel consumption 𝐹𝐶𝐶𝑆,𝑛𝑏 from the

measured mass before and after the test shall be calculated using the following
equation:
𝑔1 − 𝑔2
𝐹𝐶𝐶𝑆,𝑛𝑏 = × 100
𝑑
where:

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption measured

during the test, kg/100 km;

g1 is the mass of the tank at the start of the test, kg;

g2 is the mass of the tank at the end of the test, kg;

d is the distance driven during the test, km.

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1 is the external fuel supply for preconditioning

2 is the pressure regulator

3 is the original tank

4 is the fuel cell system

5 is the balance

6 is/are off-vehicle tank(s) for fuel consumption measurement

2.2. Test procedure

2.2.1 The mass of the off-vehicle tank shall be measured before the test.

2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in
Figure A8.App7/1.

2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.

2.2.4. The off-vehicle tank shall be removed from the line.

2.2.5. The mass of the tank and fuel consumed after the test shall be measured.

2.2.5.1. At the request of the manufacturer and with approval of the Test Agency, the
change in weight of the hydrogen in the auxiliary line between points 2 and 4
in Figure A8.App7/1 due to changes in temperature and pressure may be taken
into consideration.

2.2.6. The non-balanced charge-sustaining fuel consumption 𝐹𝐶𝐶𝑆,𝑛𝑏 from the

measured mass before and after the test shall be calculated using the following
equation:
𝑔1 − 𝑔2
𝐹𝐶𝐶𝑆,𝑛𝑏 = × 100
𝑑
where:

𝐹𝐶𝐶𝑆,𝑛𝑏 is the non-balanced charge-sustaining fuel consumption measured

during the test, kg/100 km;

g1 is the mass of the tank at the start of the test, kg;

g2 is the mass of the tank at the end of the test, kg;

d is the distance driven during the test, km.

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Annex B8 - Appendix 8

Calculation of additional values required for checking the Conformity of

Production of electric energy consumption of PEVs and OVC-HEVs

For the conformity of production, specific values are required to be provided, the
calculation of which is described in this appendix.

1.0 Calculation of electric energy consumption values of PEVs for conformity of

production

1.1. The following value shall be declared and used for verifying the conformity of
production with respect to the electric energy consumption of PEVs:

𝐸𝐶𝐷𝐶−𝑖,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 × 𝐴𝐹𝐸𝐶,𝑖

where:

i is representing – in the case the interpolation method is applied

– the index L for vehicle L and the index H for vehicle H. In the
case the interpolation method is not applied, index i is
representing the vehicle tested and paragraph 1.2. of this
appendix shall be omitted.

𝐸𝐶𝐷𝐶−𝑖,𝐶𝑂𝑃 is the electric energy consumption of vehicle i based on the

REESS depletion of the first applicable WLTC test cycle
provided for the verification during the conformity of
production test procedure;

𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 is the electric energy consumption of vehicle i based on the

REESS depletion of the first applicable WLTC test cycle
according to paragraph 4.3. of this annex, in Wh/km;

𝐴𝐹𝐸𝐶,𝑖 is the adjustment factor of vehicle i which compensates the

difference between the charge-depleting electric energy
consumption value declared after having performed the Type I
test procedure during type approval and the measured test result
determined during the conformity of production procedure

and

𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖
𝐴𝐹𝐸𝐶,𝑖 =
𝐸𝐶𝑊𝐿𝑇𝐶,𝑖

where:

𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖 is the declared electric energy consumption of vehicle i for

PEVs according to paragraph 1.2.3. of Annex B6.

𝐸𝐶𝑊𝐿𝑇𝐶,𝑖 is the measured electric energy consumption of vehicle i

according to paragraph 4.3.4.2. of this annex.

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Annex B8 - Appendix 8

Calculation of additional values required for checking the Conformity of

Production of electric energy consumption of PEVs and OVC-HEVs

For the conformity of production, specific values are required to be provided, the
calculation of which is described in this appendix.

1.0 Calculation of electric energy consumption values of PEVs for conformity of

production

1.1. The following value shall be declared and used for verifying the conformity of
production with respect to the electric energy consumption of PEVs:

𝐸𝐶𝐷𝐶−𝑖,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 × 𝐴𝐹𝐸𝐶,𝑖

where:

i is representing – in the case the interpolation method is applied

– the index L for vehicle L and the index H for vehicle H. In the
case the interpolation method is not applied, index i is
representing the vehicle tested and paragraph 1.2. of this
appendix shall be omitted.

𝐸𝐶𝐷𝐶−𝑖,𝐶𝑂𝑃 is the electric energy consumption of vehicle i based on the

REESS depletion of the first applicable WLTC test cycle
provided for the verification during the conformity of
production test procedure;

𝐸𝐶𝐷𝐶,𝑓𝑖𝑟𝑠𝑡,𝑖 is the electric energy consumption of vehicle i based on the

REESS depletion of the first applicable WLTC test cycle
according to paragraph 4.3. of this annex, in Wh/km;

𝐴𝐹𝐸𝐶,𝑖 is the adjustment factor of vehicle i which compensates the

difference between the charge-depleting electric energy
consumption value declared after having performed the Type I
test procedure during type approval and the measured test result
determined during the conformity of production procedure

and

𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖
𝐴𝐹𝐸𝐶,𝑖 =
𝐸𝐶𝑊𝐿𝑇𝐶,𝑖

where:

𝐸𝐶𝑊𝐿𝑇𝐶,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖 is the declared electric energy consumption of vehicle i for

PEVs according to paragraph 1.2.3. of Annex B6.

𝐸𝐶𝑊𝐿𝑇𝐶,𝑖 is the measured electric energy consumption of vehicle i

according to paragraph 4.3.4.2. of this annex.

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1.1.1. In the case that the interpolation method is applied, the values declared and used
for verifying the conformity of production with respect to the electric energy
consumption of vehicle H and vehicle L shall be the input values for the
interpolation of the individual electric energy consumption values according to
paragraph 1.2. of this appendix.

1.2. Interpolation of the individual electric energy consumption value of PEVs

This paragraph shall only be applied in the case the interpolation method is applied.
The interpolated electric energy consumption value shall be declared and used for
verifying the conformity of production with respect to the electric energy
consumption of the individual vehicle:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶−𝐿,𝐶𝑂𝑃 + 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐷𝐶−𝐻,𝐶𝑂𝑃 − 𝐸𝐶𝐷𝐶−𝐿,𝐶𝑂𝑃 )

where:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝑂𝑃 is the electric energy consumption of an individual vehicle for

the conformity of production, Wh/km;

𝐸𝐶𝐷𝐶−𝐿,𝐶𝑂𝑃 is the electric energy consumption of vehicle L for the

conformity of production determined according to paragraph
1.1. of this appendix, Wh/km;

𝐸𝐶𝐷𝐶−𝐻,𝐶𝑂𝑃 is the electric energy consumption of vehicle H for the

conformity of production determined according to paragraph
1.1. of this appendix, Wh/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle, according to
paragraph 4.5.3. of this annex.

2.0 Calculation of electric energy consumption values of OVC-HEVs for conformity

of production

This paragraph shall only be applied if there is no engine start in the first cycle of
the charge-depleting Type I test during Type Approval. In the case there is an
engine start, this paragraph shall be omitted.

2.1. The following value shall be declared and used for verifying the conformity of
production with respect to electric energy consumption value of OVC-HEVs:

𝐸𝐶𝐷𝐶,𝐶𝐷−𝑖,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑓𝑖𝑟𝑠𝑡,𝑖 × 𝐴𝐹𝐸𝐶,𝐴𝐶,𝐶𝐷,𝑖

where:

i is representing – in the case the interpolation method is applied

– the index L for vehicle L and the index H for vehicle H. In the
case the interpolation method is not applied, index i is
representing the vehicle tested and paragraph 2.2. of this
appendix shall be omitted.

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1.1.1. In the case that the interpolation method is applied, the values declared and used
for verifying the conformity of production with respect to the electric energy
consumption of vehicle H and vehicle L shall be the input values for the
interpolation of the individual electric energy consumption values according to
paragraph 1.2. of this appendix.

1.2. Interpolation of the individual electric energy consumption value of PEVs

This paragraph shall only be applied in the case the interpolation method is applied.
The interpolated electric energy consumption value shall be declared and used for
verifying the conformity of production with respect to the electric energy
consumption of the individual vehicle:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶−𝐿,𝐶𝑂𝑃 + 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐷𝐶−𝐻,𝐶𝑂𝑃 − 𝐸𝐶𝐷𝐶−𝐿,𝐶𝑂𝑃 )

where:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝑂𝑃 is the electric energy consumption of an individual vehicle for

the conformity of production, Wh/km;

𝐸𝐶𝐷𝐶−𝐿,𝐶𝑂𝑃 is the electric energy consumption of vehicle L for the

conformity of production determined according to paragraph
1.1. of this appendix, Wh/km;

𝐸𝐶𝐷𝐶−𝐻,𝐶𝑂𝑃 is the electric energy consumption of vehicle H for the

conformity of production determined according to paragraph
1.1. of this appendix, Wh/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle, according to
paragraph 4.5.3. of this annex.

2.0 Calculation of electric energy consumption values of OVC-HEVs for conformity

of production

This paragraph shall only be applied if there is no engine start in the first cycle of
the charge-depleting Type I test during Type Approval. In the case there is an
engine start, this paragraph shall be omitted.

2.1. The following value shall be declared and used for verifying the conformity of
production with respect to electric energy consumption value of OVC-HEVs:

𝐸𝐶𝐷𝐶,𝐶𝐷−𝑖,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶,𝐶𝐷,𝑓𝑖𝑟𝑠𝑡,𝑖 × 𝐴𝐹𝐸𝐶,𝐴𝐶,𝐶𝐷,𝑖

where:

i is representing – in the case the interpolation method is applied

– the index L for vehicle L and the index H for vehicle H. In the
case the interpolation method is not applied, index i is
representing the vehicle tested and paragraph 2.2. of this
appendix shall be omitted.

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𝐸𝐶𝐷𝐶,𝐶𝐷−𝑖,𝐶𝑂𝑃 is the charge-depleting electric energy consumption based on

the REESS depletion of the first applicable WLTC test cycle of
the charge-depleting Type I test provided for the verification
during the conformity of production test procedure;

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑓𝑖𝑟𝑠𝑡,𝑖 is the charge-depleting electric energy consumption of vehicle i

based on the REESS depletion of the first applicable WLTC test
cycle of the charge-depleting Type I test according to
paragraph 4.3. of this annex, Wh/km;

𝐴𝐹𝐸𝐶,𝐴𝐶,𝐶𝐷,𝑖 is the adjustment factor of vehicle i for the charge-depleting

electric energy consumption which compensates the difference
between the value declared after having performed the Type I
test procedure during type approval and the measured test result
determined during the conformity of production procedure.

𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖
𝐴𝐹𝐸𝐶,𝐴𝐶,𝐶𝐷,𝑖 =
𝐸𝐶𝐴𝐶,𝐶𝐷,𝑖

where

𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖 is the declared charge-depleting electric energy consumption of

vehicle i of the charge-depleting Type I test according to
paragraph 1.2.3. of Annex B6.

𝐸𝐶𝐴𝐶,𝐶𝐷,𝑖 is the measured charge-depleting electric energy consumption

of vehicle i of the charge-depleting Type I test according to
paragraph 4.3.1. of this annex.

2.1.1. In the case that the interpolation method is applied, the values declared and used
for verifying the conformity of production with respect to the electric energy
consumption of vehicle H and vehicle L shall be the input values for the
interpolation of the individual electric energy consumption values according to
paragraph 2.2. of this appendix.

2.2. Interpolation of the individual charge-depleting electric energy consumption value

This paragraph shall only be applied in the case the interpolation method is applied.
The interpolated electric energy consumption value shall be declared and used for
verifying the conformity of production with respect to the electric energy
consumption value of the individual vehicle:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝐷,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶−𝐿,𝐶𝐷,𝐶𝑂𝑃 + 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐷𝐶−𝐻,𝐶𝐷,𝐶𝑂𝑃 − 𝐸𝐶𝐷𝐶−𝐿,𝐶𝐷,𝐶𝑂𝑃 )

where:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝐷,𝐶𝑂𝑃 is the charge-depleting electric energy consumption of an

individual vehicle for the conformity of production, Wh/km;

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𝐸𝐶𝐷𝐶,𝐶𝐷−𝑖,𝐶𝑂𝑃 is the charge-depleting electric energy consumption based on

the REESS depletion of the first applicable WLTC test cycle of
the charge-depleting Type I test provided for the verification
during the conformity of production test procedure;

𝐸𝐶𝐷𝐶,𝐶𝐷,𝑓𝑖𝑟𝑠𝑡,𝑖 is the charge-depleting electric energy consumption of vehicle i

based on the REESS depletion of the first applicable WLTC test
cycle of the charge-depleting Type I test according to
paragraph 4.3. of this annex, Wh/km;

𝐴𝐹𝐸𝐶,𝐴𝐶,𝐶𝐷,𝑖 is the adjustment factor of vehicle i for the charge-depleting

electric energy consumption which compensates the difference
between the value declared after having performed the Type I
test procedure during type approval and the measured test result
determined during the conformity of production procedure.

𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖
𝐴𝐹𝐸𝐶,𝐴𝐶,𝐶𝐷,𝑖 =
𝐸𝐶𝐴𝐶,𝐶𝐷,𝑖

where

𝐸𝐶𝐴𝐶,𝐶𝐷,𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑,𝑖 is the declared charge-depleting electric energy consumption of

vehicle i of the charge-depleting Type I test according to
paragraph 1.2.3. of Annex B6.

𝐸𝐶𝐴𝐶,𝐶𝐷,𝑖 is the measured charge-depleting electric energy consumption

of vehicle i of the charge-depleting Type I test according to
paragraph 4.3.1. of this annex.

2.1.1. In the case that the interpolation method is applied, the values declared and used
for verifying the conformity of production with respect to the electric energy
consumption of vehicle H and vehicle L shall be the input values for the
interpolation of the individual electric energy consumption values according to
paragraph 2.2. of this appendix.

2.2. Interpolation of the individual charge-depleting electric energy consumption value

This paragraph shall only be applied in the case the interpolation method is applied.
The interpolated electric energy consumption value shall be declared and used for
verifying the conformity of production with respect to the electric energy
consumption value of the individual vehicle:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝐷,𝐶𝑂𝑃 = 𝐸𝐶𝐷𝐶−𝐿,𝐶𝐷,𝐶𝑂𝑃 + 𝐾𝑖𝑛𝑑 × (𝐸𝐶𝐷𝐶−𝐻,𝐶𝐷,𝐶𝑂𝑃 − 𝐸𝐶𝐷𝐶−𝐿,𝐶𝐷,𝐶𝑂𝑃 )

where:

𝐸𝐶𝐷𝐶−𝑖𝑛𝑑,𝐶𝐷,𝐶𝑂𝑃 is the charge-depleting electric energy consumption of an

individual vehicle for the conformity of production, Wh/km;

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𝐸𝐶𝐷𝐶−𝐿,𝐶𝐷,𝐶𝑂𝑃 is the charge-depleting electric energy consumption of

vehicle L for the conformity of production determined
according to paragraph 2.1. of this appendix, Wh/km;

𝐸𝐶𝐷𝐶−𝐻,𝐶𝐷,𝐶𝑂𝑃 is the charge-depleting electric energy consumption of

vehicle H for the conformity of production determined
according to paragraph 2.1. of this appendix, Wh/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle, according to
paragraph 4.5.3. of this annex.

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𝐸𝐶𝐷𝐶−𝐿,𝐶𝐷,𝐶𝑂𝑃 is the charge-depleting electric energy consumption of

vehicle L for the conformity of production determined
according to paragraph 2.1. of this appendix, Wh/km;

𝐸𝐶𝐷𝐶−𝐻,𝐶𝐷,𝐶𝑂𝑃 is the charge-depleting electric energy consumption of

vehicle H for the conformity of production determined
according to paragraph 2.1. of this appendix, Wh/km;

𝐾𝑖𝑛𝑑 is the interpolation coefficient for the considered individual

vehicle for the applicable WLTP test cycle, according to
paragraph 4.5.3. of this annex.

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Annex B9 – Reserved

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Annex B9 – Reserved

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Annexes Part C

Annex C1- Type II Test and Free Acceleration Smoke Test

1.0 Introduction

This Annex describes the procedure for the Type II test defined in clause 6.4 of
this regulation and free acceleration smoke measurement applicable for
compression ignition Engines only

2.0 CONDITIONS OF MEASUREMENT FOR IDLE SPEED

2.1 The fuel shall be the appropriate reference fuel.

2.2 During the test, the environmental temperature shall be between 293 and 303 K
(20 and 30°C). The engine shall be warmed up until all temperatures of cooling
and lubrication means and the pressure of lubrication means have reached
equilibrium.

2.2.1 Vehicles that are fuelled either with gasoline or with LPG or NG/biomethane
shall be tested with the reference fuel(s) used for the Type I Test.

2.3 In the case of vehicles with manually-operated or semi-automatic-shift

gearboxes, the test shall be carried out with the gear lever in the "neutral" position
and with the clutch engaged.

2.4 In the case of vehicles with automatic-shift gearboxes, the test shall be carried
out with the gear selector in either the "neutral" or the "parking" position.

2.5 Components for Adjusting the Idling Speed

2.5.1 Definition

For the purposes of this Part, "components for adjusting the idling speed" means
controls for changing the idling conditions of the engine which may be easily
operated by a mechanic using only the tools described in clause 2.5.1.1 of
this Annex. In particular, devices for calibrating fuel and air flows are not
considered as adjustment components if their setting requires the removal of the
set-stops, an operation which cannot normally be performed except by
a professional mechanic.

2.5.1.1 Tools which may be used to control components for adjusting the idling speed:
screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable),
pliers, allen keys.

2.5.2 Determination of Measurement Points

2.5.2.1 A measurement at the setting in accordance with the conditions fixed by

the manufacturer is performed first;

2.5.2.2 For each adjustment component with a continuous variation, a sufficient number

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Annexes Part C

Annex C1- Type II Test and Free Acceleration Smoke Test

1.0 Introduction

This Annex describes the procedure for the Type II test defined in clause 6.4 of
this regulation and free acceleration smoke measurement applicable for
compression ignition Engines only

2.0 CONDITIONS OF MEASUREMENT FOR IDLE SPEED

2.1 The fuel shall be the appropriate reference fuel.

2.2 During the test, the environmental temperature shall be between 293 and 303 K
(20 and 30°C). The engine shall be warmed up until all temperatures of cooling
and lubrication means and the pressure of lubrication means have reached
equilibrium.

2.2.1 Vehicles that are fuelled either with gasoline or with LPG or NG/biomethane
shall be tested with the reference fuel(s) used for the Type I Test.

2.3 In the case of vehicles with manually-operated or semi-automatic-shift

gearboxes, the test shall be carried out with the gear lever in the "neutral" position
and with the clutch engaged.

2.4 In the case of vehicles with automatic-shift gearboxes, the test shall be carried
out with the gear selector in either the "neutral" or the "parking" position.

2.5 Components for Adjusting the Idling Speed

2.5.1 Definition

For the purposes of this Part, "components for adjusting the idling speed" means
controls for changing the idling conditions of the engine which may be easily
operated by a mechanic using only the tools described in clause 2.5.1.1 of
this Annex. In particular, devices for calibrating fuel and air flows are not
considered as adjustment components if their setting requires the removal of the
set-stops, an operation which cannot normally be performed except by
a professional mechanic.

2.5.1.1 Tools which may be used to control components for adjusting the idling speed:
screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable),
pliers, allen keys.

2.5.2 Determination of Measurement Points

2.5.2.1 A measurement at the setting in accordance with the conditions fixed by

the manufacturer is performed first;

2.5.2.2 For each adjustment component with a continuous variation, a sufficient number

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of characteristic positions shall be determined.

2.5.2.3 The measurement of the gaseous pollutant of exhaust gases described in Gazette
Notification shall be carried out for all the possible positions of the adjustment
components, but for components with a continuous variation only the positions
defined in clause 2.5.2.2 of this Annex shall be adopted.

2.5.2.4 The Type II Test shall be considered satisfactory if one or both of the two
following conditions is met:

2.5.2.4.1 None of the values measured in accordance with clause 2.5.2.3 of this Annex
exceeds the limit values;

2.5.2.4.2 The maximum content obtained by continuously varying one of the adjustment
components while the other components are kept stable does not exceed the limit
value, this condition being met for the various combinations of adjustment
components other than the one which was varied continuously.

2.5.2.5 The possible positions of the adjustment components shall be limited:

2.5.2.5.1 On the one hand, by the larger of the following two values: the lowest idling
speed which the engine can reach; the speed recommended by the manufacturer,
minus 100 revolutions per minute;

2.5.2.5.2 On the other hand, by the smallest of the following three values:

2.5.2.5.3 The highest speed the engine can attain by activation of the idling speed
components;

2.5.2.5.4 The speed recommended by the manufacturer, plus 250 revolutions per minute;

2.5.2.5.5 The cut-in speed of automatic clutches.

2.5.2.5.6 In addition, settings incompatible with correct running of the engine shall not be
adopted as measurement settings. In particular, when the engine is equipped with
several carburettors all the carburettors shall have the same setting.

3.0 SAMPLING OF GASES

3.1 The sampling probe shall be inserted into the exhaust pipe to a depth of at
least 300 mm into the pipe connecting the exhaust with the sampling bag and as
close as possible to the exhaust.

3.2 The concentration in CO (CCO) and CO2 (CCO2) shall be determined from the
measuring instrument readings or recordings by use of appropriate calibration
curves.

3.3 The corrected concentration for carbon monoxide regarding four-stroke engines
is:

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of characteristic positions shall be determined.

2.5.2.3 The measurement of the gaseous pollutant of exhaust gases described in Gazette
Notification shall be carried out for all the possible positions of the adjustment
components, but for components with a continuous variation only the positions
defined in clause 2.5.2.2 of this Annex shall be adopted.

2.5.2.4 The Type II Test shall be considered satisfactory if one or both of the two
following conditions is met:

2.5.2.4.1 None of the values measured in accordance with clause 2.5.2.3 of this Annex
exceeds the limit values;

2.5.2.4.2 The maximum content obtained by continuously varying one of the adjustment
components while the other components are kept stable does not exceed the limit
value, this condition being met for the various combinations of adjustment
components other than the one which was varied continuously.

2.5.2.5 The possible positions of the adjustment components shall be limited:

2.5.2.5.1 On the one hand, by the larger of the following two values: the lowest idling
speed which the engine can reach; the speed recommended by the manufacturer,
minus 100 revolutions per minute;

2.5.2.5.2 On the other hand, by the smallest of the following three values:

2.5.2.5.3 The highest speed the engine can attain by activation of the idling speed
components;

2.5.2.5.4 The speed recommended by the manufacturer, plus 250 revolutions per minute;

2.5.2.5.5 The cut-in speed of automatic clutches.

2.5.2.5.6 In addition, settings incompatible with correct running of the engine shall not be
adopted as measurement settings. In particular, when the engine is equipped with
several carburettors all the carburettors shall have the same setting.

3.0 SAMPLING OF GASES

3.1 The sampling probe shall be inserted into the exhaust pipe to a depth of at
least 300 mm into the pipe connecting the exhaust with the sampling bag and as
close as possible to the exhaust.

3.2 The concentration in CO (CCO) and CO2 (CCO2) shall be determined from the
measuring instrument readings or recordings by use of appropriate calibration
curves.

3.3 The corrected concentration for carbon monoxide regarding four-stroke engines
is:

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3.4 The concentration in CCO (see clause 3.2.of this Annex) measured
according to the formula contained in clause 3.3. of this Annex, need not be
corrected if the total of the concentrations measured (CCO + CCO2) is for four-
stroke engines at least:

(a) For gasoline 15%

(b) For LPG 13.5%

(c) For NG/biomethane 11.5%

4.0 FREE ACCELERATION SMOKE TEST

4.1 This test is applicable for vehicles equipped with compression-ignition engines
only.

4.2 The free acceleration smoke test shall be considered satisfactory if the values
measured in accordance with Appendix 6 of Chapter 1 of AIS-137 (Part 5)
meets limit values defined in Gazette Notification.

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3.4 The concentration in CCO (see clause 3.2.of this Annex) measured
according to the formula contained in clause 3.3. of this Annex, need not be
corrected if the total of the concentrations measured (CCO + CCO2) is for four-
stroke engines at least:

(a) For gasoline 15%

(b) For LPG 13.5%

(c) For NG/biomethane 11.5%

4.0 FREE ACCELERATION SMOKE TEST

4.1 This test is applicable for vehicles equipped with compression-ignition engines
only.

4.2 The free acceleration smoke test shall be considered satisfactory if the values
measured in accordance with Appendix 6 of Chapter 1 of AIS-137 (Part 5)
meets limit values defined in Gazette Notification.

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Annex C2
Type III Test Verifying Emission of Crankcase Gases

1.0 INTRODUCTION

This Annex describes the procedure for the Type III Test.

2.0 GENERAL PROVISIONS

2.1 The Type III Test shall be carried out on a vehicle with positive- ignition
engine, which has been, subjected to the Type I and the Type II Test, as
applicable.

2.2 The engines tested shall include leak-proof engines other than those so
designed that even a slight leak may cause unacceptable operating faults (such
as flat-twin engines).

3.0 TEST CONDITIONS

3.1 Idling shall be regulated in conformity with the manufacturer's

recommendations.

3.2 The measurement shall be performed in the following three sets of conditions
of engine operation:

Condition Vehicle speed (km/h)

Number
1 Idling

2 50 ±2 (in 3rd gear or

3 50 ±2 (in 3rd gear or "drive")

Condition Power absorbed by the brake

Number
1 Nil

2 That corresponding to the setting for Type I test at 50

km/h

3 That for conditions No. 2, multiplied by a factor of 1.7

4.0 TEST METHOD

4.1 For the operation conditions as listed in clause 3.2 of this Annex, reliable
function of the crankcase ventilation system shall be checked.

5.0 METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION

SYSTEM

5.1 The engine's apertures shall be left as found.

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Annex C2
Type III Test Verifying Emission of Crankcase Gases

1.0 INTRODUCTION

This Annex describes the procedure for the Type III Test.

2.0 GENERAL PROVISIONS

2.1 The Type III Test shall be carried out on a vehicle with positive- ignition
engine, which has been, subjected to the Type I and the Type II Test, as
applicable.

2.2 The engines tested shall include leak-proof engines other than those so
designed that even a slight leak may cause unacceptable operating faults (such
as flat-twin engines).

3.0 TEST CONDITIONS

3.1 Idling shall be regulated in conformity with the manufacturer's

recommendations.

3.2 The measurement shall be performed in the following three sets of conditions
of engine operation:

Condition Vehicle speed (km/h)

Number
1 Idling

2 50 ±2 (in 3rd gear or

3 50 ±2 (in 3rd gear or "drive")

Condition Power absorbed by the brake

Number
1 Nil

2 That corresponding to the setting for Type I test at 50

km/h

3 That for conditions No. 2, multiplied by a factor of 1.7

4.0 TEST METHOD

4.1 For the operation conditions as listed in clause 3.2 of this Annex, reliable
function of the crankcase ventilation system shall be checked.

5.0 METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION

SYSTEM

5.1 The engine's apertures shall be left as found.

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5.2 The pressure in the crankcase shall be measured at an appropriate location. It

shall be measured at the dip-stick hole with an inclined-tube manometer

5.3 The vehicle shall be deemed satisfactory if, in every condition of

measurement defined in clause 3.2 of this Annex, the pressure measured in the
crankcase does not exceed the atmospheric pressure prevailing at the time of
measurement.

5.4 For the test by the method described above, the pressure in the intake manifold
shall be measured to within ±1 kPa.

5.5 The vehicle speed as indicated at the dynamometer shall be measured to within
±2 km/ h.

5.6 The pressure measured in the crankcase shall be measured to within ±0.01 kPa

5.7 If in one of the conditions of measurement defined in clause 3.2 of this Annex,
the pressure measured in the crankcase exceeds the atmospheric pressure, an
additional test as defined in clause 6 below shall be performed if so requested
by the manufacturer.

6.0 ADDITIONAL TEST METHOD

6.1 The engine's apertures shall be left as found.

6.2 A flexible bag impervious to crankcase gases and having a capacity of

approximately five litres shall be connected to the dipstick hole. The bag shall
be empty before each measurement.

6.3 The bag shall be closed before each measurement. It shall be opened to the
crankcase for 5 minutes for each condition of measurement prescribed in clause
3.2 of this Annex.

6.4 The vehicle shall be deemed satisfactory if, in every condition of measurement
defined in clause 3.2 of this Annex, no visible inflation of the bag occurs.

6.5 Remark

6.5.1 If the structural layout of the engine is such that the test cannot be performed
by the methods described in clauses 6.1 to 6.4 of this Annex, the
measurements shall be effected by that method modified as follows:

6.5.2 Before the test, all apertures other than that required for the recovery of the
gases shall be closed;

6.5.3 The bag shall be placed on a suitable take-off which does not introduce any
additional loss of pressure and is installed on the recycling circuit of the device
directly at the engine-connection aperture ( See diagram below).

Type III Test

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5.2 The pressure in the crankcase shall be measured at an appropriate location. It

shall be measured at the dip-stick hole with an inclined-tube manometer

5.3 The vehicle shall be deemed satisfactory if, in every condition of

measurement defined in clause 3.2 of this Annex, the pressure measured in the
crankcase does not exceed the atmospheric pressure prevailing at the time of
measurement.

5.4 For the test by the method described above, the pressure in the intake manifold
shall be measured to within ±1 kPa.

5.5 The vehicle speed as indicated at the dynamometer shall be measured to within
±2 km/ h.

5.6 The pressure measured in the crankcase shall be measured to within ±0.01 kPa

5.7 If in one of the conditions of measurement defined in clause 3.2 of this Annex,
the pressure measured in the crankcase exceeds the atmospheric pressure, an
additional test as defined in clause 6 below shall be performed if so requested
by the manufacturer.

6.0 ADDITIONAL TEST METHOD

6.1 The engine's apertures shall be left as found.

6.2 A flexible bag impervious to crankcase gases and having a capacity of

approximately five litres shall be connected to the dipstick hole. The bag shall
be empty before each measurement.

6.3 The bag shall be closed before each measurement. It shall be opened to the
crankcase for 5 minutes for each condition of measurement prescribed in clause
3.2 of this Annex.

6.4 The vehicle shall be deemed satisfactory if, in every condition of measurement
defined in clause 3.2 of this Annex, no visible inflation of the bag occurs.

6.5 Remark

6.5.1 If the structural layout of the engine is such that the test cannot be performed
by the methods described in clauses 6.1 to 6.4 of this Annex, the
measurements shall be effected by that method modified as follows:

6.5.2 Before the test, all apertures other than that required for the recovery of the
gases shall be closed;

6.5.3 The bag shall be placed on a suitable take-off which does not introduce any
additional loss of pressure and is installed on the recycling circuit of the device
directly at the engine-connection aperture ( See diagram below).

Type III Test

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Annex C3: Type IV Test

Determination of evaporative emissions from vehicles fuelled with petrol

Type IV Test Procedures and Test Conditions

1.0 Introduction

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.

This Annex applies to vehicles of categories M and N, both having a GVW not
exceeding 3,500 kg, with engines fuelled with petrol . Mono-fuel gas vehicles
are be excluded from the requirement of this regulation.

2.0 Technical requirements

2.1 The procedure includes the evaporative emissions test and two additional tests,
one for the ageing of carbon canisters, as described in paragraph 5.1. of this
annex, and one for the permeability of the fuel tank system, as described in
paragraph 5.2. of this annex. The evaporative emissions test (Figure C3/4)
determines hydrocarbon evaporative emissions as a consequence of diurnal
temperature fluctuations and hot soaks during parking.

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Annex C3: Type IV Test

Determination of evaporative emissions from vehicles fuelled with petrol

Type IV Test Procedures and Test Conditions

1.0 Introduction

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.

This Annex applies to vehicles of categories M and N, both having a GVW not
exceeding 3,500 kg, with engines fuelled with petrol . Mono-fuel gas vehicles
are be excluded from the requirement of this regulation.

2.0 Technical requirements

2.1 The procedure includes the evaporative emissions test and two additional tests,
one for the ageing of carbon canisters, as described in paragraph 5.1. of this
annex, and one for the permeability of the fuel tank system, as described in
paragraph 5.2. of this annex. The evaporative emissions test (Figure C3/4)
determines hydrocarbon evaporative emissions as a consequence of diurnal
temperature fluctuations and hot soaks during parking.

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2.2 In the case that the fuel system contains more than one carbon canister, all
references to the term "carbon canister" in this annex will apply to each carbon
canister.

3.0 Vehicle

The vehicle shall be in good mechanical condition and have been run-in and
driven at least 3,000 km before the test. For the purpose of the determination
of evaporative emissions, the mileage and the age of the vehicle used for
certification shall be recorded. The evaporative emission control system shall
be connected and functioning correctly during the run-in period. The aged
carbon canister shall not be installed during the run-in period.

A carbon canister aged according to the procedure described in paragraphs 5.1.

to 5.1.3.1.3. inclusive of this annex shall not be installed until the start of the
fuel drain and refill procedure specified in paragraph 6.5.1. of this annex.

4.0 Test equipment, calibration requirements and intervals

Unless stated otherwise in this paragraph, equipment used for testing shall be
calibrated before its initial use and at appropriate service intervals thereafter.
An appropriate service interval shall be either equipment manufacturer
recommendation or according to good engineering practice.

4.1 Chassis dynamometer

The chassis dynamometer shall meet the requirements of paragraphs 2. to 2.4.2.

inclusive of Annex B5.

4.2 Evaporative emission measurement enclosure

The evaporative emission measurement enclosure shall be a gas-tight

rectangular measuring chamber able to contain the vehicle under test. The
vehicle shall be accessible from all sides and the enclosure when sealed shall
be gas-tight in accordance with paragraph 4.2.3.3. of this annex. The inner
surface of the enclosure shall be impermeable and non-reactive to
hydrocarbons. The temperature conditioning system shall be capable of
controlling the internal enclosure air temperature to follow the prescribed
temperature versus time profile throughout the test, and an average tolerance
of 1 °C over the duration of the test.

The control system shall be tuned to provide a smooth temperature pattern that
has a minimum of overshoot, hunting, and instability about the desired long-
term ambient temperature profile. Interior surface temperatures shall not be
less than 5 °C nor more than 55 °C at any time during the diurnal emission test.

Wall design shall be such as to promote good dissipation of heat. Interior

surface temperatures shall not be below 20 °C, nor above 52 °C for the duration
of the hot soak rest.

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2.2 In the case that the fuel system contains more than one carbon canister, all
references to the term "carbon canister" in this annex will apply to each carbon
canister.

3.0 Vehicle

The vehicle shall be in good mechanical condition and have been run-in and
driven at least 3,000 km before the test. For the purpose of the determination
of evaporative emissions, the mileage and the age of the vehicle used for
certification shall be recorded. The evaporative emission control system shall
be connected and functioning correctly during the run-in period. The aged
carbon canister shall not be installed during the run-in period.

A carbon canister aged according to the procedure described in paragraphs 5.1.

to 5.1.3.1.3. inclusive of this annex shall not be installed until the start of the
fuel drain and refill procedure specified in paragraph 6.5.1. of this annex.

4.0 Test equipment, calibration requirements and intervals

Unless stated otherwise in this paragraph, equipment used for testing shall be
calibrated before its initial use and at appropriate service intervals thereafter.
An appropriate service interval shall be either equipment manufacturer
recommendation or according to good engineering practice.

4.1 Chassis dynamometer

The chassis dynamometer shall meet the requirements of paragraphs 2. to 2.4.2.

inclusive of Annex B5.

4.2 Evaporative emission measurement enclosure

The evaporative emission measurement enclosure shall be a gas-tight

rectangular measuring chamber able to contain the vehicle under test. The
vehicle shall be accessible from all sides and the enclosure when sealed shall
be gas-tight in accordance with paragraph 4.2.3.3. of this annex. The inner
surface of the enclosure shall be impermeable and non-reactive to
hydrocarbons. The temperature conditioning system shall be capable of
controlling the internal enclosure air temperature to follow the prescribed
temperature versus time profile throughout the test, and an average tolerance
of 1 °C over the duration of the test.

The control system shall be tuned to provide a smooth temperature pattern that
has a minimum of overshoot, hunting, and instability about the desired long-
term ambient temperature profile. Interior surface temperatures shall not be
less than 5 °C nor more than 55 °C at any time during the diurnal emission test.

Wall design shall be such as to promote good dissipation of heat. Interior

surface temperatures shall not be below 20 °C, nor above 52 °C for the duration
of the hot soak rest.

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To accommodate the volume changes due to enclosure temperature changes,

either a variable-volume or fixed-volume enclosure may be used.

4.2.1 Variable-volume enclosure

The variable-volume enclosure expands and contracts in response to the

temperature change of the air mass in the enclosure. Two potential means of
accommodating the internal volume changes are movable panel(s), or a
bellows design, in which an impermeable bag or bags inside the enclosure
expand(s) and contracts(s) in response to internal pressure changes by
exchanging air from outside the enclosure. Any design for volume
accommodation shall maintain the integrity of the enclosure as specified in
paragraph 4.2.3. of this annex over the specified temperature range.

Any method of volume accommodation shall limit the differential between the
enclosure internal pressure and the barometric pressure to a maximum value of
0.5 kPa.

The enclosure shall be capable of latching to a fixed volume. A variable

volume enclosure shall be capable of accommodating a +7 per cent change
from its "nominal volume" (see paragraph 4.2.3.1.1. of this annex), taking into
account temperature and barometric pressure variation during testing.

4.2.2 Fixed-volume enclosure

The fixed-volume enclosure shall be constructed with rigid panels that

maintain a fixed enclosure volume, and meet the requirements below.

4.2.2.1 The enclosure shall be equipped with an outlet flow stream that withdraws air
at a low, constant rate from the enclosure throughout the test. An inlet flow
stream may provide make-up air to balance the outgoing flow with incoming
ambient air. Inlet air shall be filtered with activated carbon to provide a
relatively constant hydrocarbon level. Any method of volume accommodation
shall maintain the differential between the enclosure internal pressure and the
barometric pressure between 0 and -0.5 kPa.

4.2.2.2 The equipment shall be capable of measuring the mass of hydrocarbon in the
inlet and outlet flow streams with a resolution of 0.01 gram. A bag sampling
system may be used to collect a proportional sample of the air withdrawn from
and admitted to the enclosure. Alternatively, the inlet and outlet flow streams
may be continuously analysed using an on-line FID analyser and integrated
with the flow measurements to provide a continuous record of the mass
hydrocarbon removal.

4.2.3 Calibration of the enclosure

4.2.3.1 Initial determination of internal volume of the enclosure

4.2.3.1.1 Before its initial use, the internal volume of the chamber shall be determined
as follows:

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To accommodate the volume changes due to enclosure temperature changes,

either a variable-volume or fixed-volume enclosure may be used.

4.2.1 Variable-volume enclosure

The variable-volume enclosure expands and contracts in response to the

temperature change of the air mass in the enclosure. Two potential means of
accommodating the internal volume changes are movable panel(s), or a
bellows design, in which an impermeable bag or bags inside the enclosure
expand(s) and contracts(s) in response to internal pressure changes by
exchanging air from outside the enclosure. Any design for volume
accommodation shall maintain the integrity of the enclosure as specified in
paragraph 4.2.3. of this annex over the specified temperature range.

Any method of volume accommodation shall limit the differential between the
enclosure internal pressure and the barometric pressure to a maximum value of
0.5 kPa.

The enclosure shall be capable of latching to a fixed volume. A variable

volume enclosure shall be capable of accommodating a +7 per cent change
from its "nominal volume" (see paragraph 4.2.3.1.1. of this annex), taking into
account temperature and barometric pressure variation during testing.

4.2.2 Fixed-volume enclosure

The fixed-volume enclosure shall be constructed with rigid panels that

maintain a fixed enclosure volume, and meet the requirements below.

4.2.2.1 The enclosure shall be equipped with an outlet flow stream that withdraws air
at a low, constant rate from the enclosure throughout the test. An inlet flow
stream may provide make-up air to balance the outgoing flow with incoming
ambient air. Inlet air shall be filtered with activated carbon to provide a
relatively constant hydrocarbon level. Any method of volume accommodation
shall maintain the differential between the enclosure internal pressure and the
barometric pressure between 0 and -0.5 kPa.

4.2.2.2 The equipment shall be capable of measuring the mass of hydrocarbon in the
inlet and outlet flow streams with a resolution of 0.01 gram. A bag sampling
system may be used to collect a proportional sample of the air withdrawn from
and admitted to the enclosure. Alternatively, the inlet and outlet flow streams
may be continuously analysed using an on-line FID analyser and integrated
with the flow measurements to provide a continuous record of the mass
hydrocarbon removal.

4.2.3 Calibration of the enclosure

4.2.3.1 Initial determination of internal volume of the enclosure

4.2.3.1.1 Before its initial use, the internal volume of the chamber shall be determined
as follows:

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The internal dimensions of the chamber are carefully measured, allowing for
any irregularities such as bracing struts. The internal volume of the chamber is
determined from these measurements.

For variable-volume enclosures, the enclosure shall be latched to a fixed

volume when the enclosure is held at an ambient temperature of 30 °C or at the
choice of the manufacturer 29 °C. This nominal volume shall be repeatable
within 0.5 per cent of the reported value.

4.2.3.1.2 The net internal volume is determined by subtracting 1.42 m3 from the internal
volume of the chamber. Alternatively the volume of the test vehicle with the
luggage compartment and windows open may be used instead of the 1.42 m3.

4.2.3.1.3 The chamber shall be checked as in paragraph 4.2.3.3. of this annex. If the
propane mass does not correspond to the injected mass to within 2 per cent,
then corrective action is required.

4.2.3.2 Determination of chamber background emissions

This operation determines that the chamber does not contain any materials that
emit significant amounts of hydrocarbons. The check shall be carried out at the
enclosure's introduction to service, after any operations in the enclosure which
may affect background emissions and at a frequency of at least once per year.

4.2.3.2.1 Variable-volume enclosures may be operated in either latched or unlatched

volume configuration, as described in paragraph 4.2.3.1.1. of this annex,
ambient temperatures shall be maintained at 35 °C  2 °C, or at the choice of
the manufacturer 36 °C  2 °C, throughout the 4-hour period mentioned below.

4.2.3.2.2 Fixed volume enclosures shall be operated with the inlet and outlet flow
streams closed. Ambient temperatures shall be maintained at 35 °C  2 °C, or
at the choice of the manufacturer 36 °C  2 °C, throughout the 4-hour period
mentioned below.

4.2.3.2.3 The enclosure may be sealed and the mixing fan operated for a period of up
to 12 hours before the 4-hour background sampling period begins.

4.2.3.2.4 The analyser (if required) shall be calibrated, then zeroed and spanned.

4.2.3.2.5 The enclosure shall be purged until a stable hydrocarbon reading is obtained,
and the mixing fan turned on if not already on.

4.2.3.2.6 The chamber is then sealed and the background hydrocarbon concentration,
temperature and barometric pressure are measured. These are the initial
readings CHCi, Pi, Ti used in the enclosure background calculation.

4.2.3.2.7 The enclosure is allowed to stand undisturbed with the mixing fan on for a
period of four hours.

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The internal dimensions of the chamber are carefully measured, allowing for
any irregularities such as bracing struts. The internal volume of the chamber is
determined from these measurements.

For variable-volume enclosures, the enclosure shall be latched to a fixed

volume when the enclosure is held at an ambient temperature of 30 °C or at the
choice of the manufacturer 29 °C. This nominal volume shall be repeatable
within 0.5 per cent of the reported value.

4.2.3.1.2 The net internal volume is determined by subtracting 1.42 m3 from the internal
volume of the chamber. Alternatively the volume of the test vehicle with the
luggage compartment and windows open may be used instead of the 1.42 m3.

4.2.3.1.3 The chamber shall be checked as in paragraph 4.2.3.3. of this annex. If the
propane mass does not correspond to the injected mass to within 2 per cent,
then corrective action is required.

4.2.3.2 Determination of chamber background emissions

This operation determines that the chamber does not contain any materials that
emit significant amounts of hydrocarbons. The check shall be carried out at the
enclosure's introduction to service, after any operations in the enclosure which
may affect background emissions and at a frequency of at least once per year.

4.2.3.2.1 Variable-volume enclosures may be operated in either latched or unlatched

volume configuration, as described in paragraph 4.2.3.1.1. of this annex,
ambient temperatures shall be maintained at 35 °C  2 °C, or at the choice of
the manufacturer 36 °C  2 °C, throughout the 4-hour period mentioned below.

4.2.3.2.2 Fixed volume enclosures shall be operated with the inlet and outlet flow
streams closed. Ambient temperatures shall be maintained at 35 °C  2 °C, or
at the choice of the manufacturer 36 °C  2 °C, throughout the 4-hour period
mentioned below.

4.2.3.2.3 The enclosure may be sealed and the mixing fan operated for a period of up
to 12 hours before the 4-hour background sampling period begins.

4.2.3.2.4 The analyser (if required) shall be calibrated, then zeroed and spanned.

4.2.3.2.5 The enclosure shall be purged until a stable hydrocarbon reading is obtained,
and the mixing fan turned on if not already on.

4.2.3.2.6 The chamber is then sealed and the background hydrocarbon concentration,
temperature and barometric pressure are measured. These are the initial
readings CHCi, Pi, Ti used in the enclosure background calculation.

4.2.3.2.7 The enclosure is allowed to stand undisturbed with the mixing fan on for a
period of four hours.

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

4.2.3.2.9 The change in mass of hydrocarbons in the enclosure shall be calculated over
the time of the test in accordance with paragraph 4.2.3.4. of this annex and shall
not exceed 0.05 g.

4.2.3.3 Calibration and hydrocarbon retention test of the chamber

The calibration and hydrocarbon retention test in the chamber provides a check
on the calculated volume in paragraph 4.2.3.1. of this annex and also measures
any leak rate. The enclosure leak rate shall be determined at the enclosure's
introduction to service, after any operations in the enclosure which may affect
the integrity of the enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed without corrective action,
the enclosure leak rate may be determined quarterly thereafter as long as no
corrective action is required.

4.2.3.3.1 The enclosure shall be purged until a stable hydrocarbon concentration is

reached. The mixing fan is turned on, if not already switched on. The
hydrocarbon analyser is zeroed, calibrated if required, and spanned.

4.2.3.3.2 On variable-volume enclosures, the enclosure shall be latched to the nominal

volume position. On fixed-volume enclosures the outlet and inlet flow streams
shall be closed.

4.2.3.3.3 The ambient temperature control system is then turned on (if not already on)
and adjusted for an initial temperature of 35 °C, or at the choice of the
manufacturer 36 °C.

4.2.3.3.4 When the enclosure stabilises at 35 °C  2 °C, or at the choice of the

manufacturer 36 °C  2 °C, the enclosure is sealed and the background
concentration, temperature and barometric pressure measured. These are the
initial readings CHCi, Pi, Ti used in the enclosure calibration.

4.2.3.3.5 A quantity of approximately 4 grams of propane is injected into the enclosure.

The mass of propane shall be measured to an accuracy and precision of 2 per
cent of the measured value.

4.2.3.3.6 The contents of the chamber shall be allowed to mix for five minutes and then
the hydrocarbon concentration, temperature and barometric pressure are
measured. These are the readings CHCf, Pf, Tf for the calibration of the enclosure
as well as the initial readings CHCi, Pi, Ti for the retention check.

4.2.3.3.7 Based on the readings taken according to paragraph 4.2.3.3.4. and 4.2.3.3.6. of
this annex and the formula in paragraph 4.2.3.4. of this annex, the mass of
propane in the enclosure is calculated. This shall be within ±2 per cent of the
mass of propane measured in paragraph 4.2.3.3.5. of this annex.

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

4.2.3.2.9 The change in mass of hydrocarbons in the enclosure shall be calculated over
the time of the test in accordance with paragraph 4.2.3.4. of this annex and shall
not exceed 0.05 g.

4.2.3.3 Calibration and hydrocarbon retention test of the chamber

The calibration and hydrocarbon retention test in the chamber provides a check
on the calculated volume in paragraph 4.2.3.1. of this annex and also measures
any leak rate. The enclosure leak rate shall be determined at the enclosure's
introduction to service, after any operations in the enclosure which may affect
the integrity of the enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed without corrective action,
the enclosure leak rate may be determined quarterly thereafter as long as no
corrective action is required.

4.2.3.3.1 The enclosure shall be purged until a stable hydrocarbon concentration is

reached. The mixing fan is turned on, if not already switched on. The
hydrocarbon analyser is zeroed, calibrated if required, and spanned.

4.2.3.3.2 On variable-volume enclosures, the enclosure shall be latched to the nominal

volume position. On fixed-volume enclosures the outlet and inlet flow streams
shall be closed.

4.2.3.3.3 The ambient temperature control system is then turned on (if not already on)
and adjusted for an initial temperature of 35 °C, or at the choice of the
manufacturer 36 °C.

4.2.3.3.4 When the enclosure stabilises at 35 °C  2 °C, or at the choice of the

manufacturer 36 °C  2 °C, the enclosure is sealed and the background
concentration, temperature and barometric pressure measured. These are the
initial readings CHCi, Pi, Ti used in the enclosure calibration.

4.2.3.3.5 A quantity of approximately 4 grams of propane is injected into the enclosure.

The mass of propane shall be measured to an accuracy and precision of 2 per
cent of the measured value.

4.2.3.3.6 The contents of the chamber shall be allowed to mix for five minutes and then
the hydrocarbon concentration, temperature and barometric pressure are
measured. These are the readings CHCf, Pf, Tf for the calibration of the enclosure
as well as the initial readings CHCi, Pi, Ti for the retention check.

4.2.3.3.7 Based on the readings taken according to paragraph 4.2.3.3.4. and 4.2.3.3.6. of
this annex and the formula in paragraph 4.2.3.4. of this annex, the mass of
propane in the enclosure is calculated. This shall be within ±2 per cent of the
mass of propane measured in paragraph 4.2.3.3.5. of this annex.

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4.2.3.3.8 For variable-volume enclosures the enclosure shall be unlatched from the
nominal volume configuration. For fixed-volume enclosures, the outlet and
inlet flow streams shall be opened.

4.2.3.3.9 The process is then begun of cycling the ambient temperature from 35 °C to
20 °C and back to 35 °C, or at the choice of the manufacturer 35.6 °C to
22.2 °C and back to 35.6 °C, over a 24-hour period according to the profile, or
the alternative profile, specified in paragraph 6.5.9. of this annex within
15 minutes of sealing the enclosure. (Tolerances as specified in
paragraph 6.5.9.1. of this annex.)

4.2.3.3.10 At the completion of the 24-hour cycling period, the final hydrocarbon
concentration, temperature and barometric pressure are measured and
recorded. These are the final readings CHCf, Pf, Tf for the hydrocarbon retention
check.

4.2.3.3.11 Using the formula in paragraph 4.2.3.4. of this annex, the hydrocarbon mass is
then calculated from the readings taken in paragraphs 4.2.3.3.6. and 4.2.3.3.10.
of this annex. The mass may not differ by more than 3 per cent from the
hydrocarbon mass given in paragraph 4.2.3.3.7. of this annex.

4.2.3.4 Calculations

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

The calculation shall be undertaken in accordance in paragraph 7. of this annex,

using the following value for V.

V is the net enclosure volume, m3.

4.3 Analytical systems

The analytical systems shall meet the requirements of paragraphs 4.3.1. to.
4.3.3. of this annex.

Continuous measuring of hydrocarbons is not mandatory unless the fixed

volume type enclosure is used.

4.3.1 Hydrocarbon analyser

4.3.1.1 The atmosphere within the chamber is monitored using a hydrocarbon detector
of the FID type. Sample gas shall be drawn from the mid-point of one side wall
or roof of the chamber and any bypass flow shall be returned to the enclosure,
preferably to a point immediately downstream of the mixing fan.

4.3.1.2 The hydrocarbon analyser shall have a response time to 90 per cent of final
reading of less than 1.5 seconds. Its stability shall be better than 2 per cent of

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4.2.3.3.8 For variable-volume enclosures the enclosure shall be unlatched from the
nominal volume configuration. For fixed-volume enclosures, the outlet and
inlet flow streams shall be opened.

4.2.3.3.9 The process is then begun of cycling the ambient temperature from 35 °C to
20 °C and back to 35 °C, or at the choice of the manufacturer 35.6 °C to
22.2 °C and back to 35.6 °C, over a 24-hour period according to the profile, or
the alternative profile, specified in paragraph 6.5.9. of this annex within
15 minutes of sealing the enclosure. (Tolerances as specified in
paragraph 6.5.9.1. of this annex.)

4.2.3.3.10 At the completion of the 24-hour cycling period, the final hydrocarbon
concentration, temperature and barometric pressure are measured and
recorded. These are the final readings CHCf, Pf, Tf for the hydrocarbon retention
check.

4.2.3.3.11 Using the formula in paragraph 4.2.3.4. of this annex, the hydrocarbon mass is
then calculated from the readings taken in paragraphs 4.2.3.3.6. and 4.2.3.3.10.
of this annex. The mass may not differ by more than 3 per cent from the
hydrocarbon mass given in paragraph 4.2.3.3.7. of this annex.

4.2.3.4 Calculations

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

The calculation shall be undertaken in accordance in paragraph 7. of this annex,

using the following value for V.

V is the net enclosure volume, m3.

4.3 Analytical systems

The analytical systems shall meet the requirements of paragraphs 4.3.1. to.
4.3.3. of this annex.

Continuous measuring of hydrocarbons is not mandatory unless the fixed

volume type enclosure is used.

4.3.1 Hydrocarbon analyser

4.3.1.1 The atmosphere within the chamber is monitored using a hydrocarbon detector
of the FID type. Sample gas shall be drawn from the mid-point of one side wall
or roof of the chamber and any bypass flow shall be returned to the enclosure,
preferably to a point immediately downstream of the mixing fan.

4.3.1.2 The hydrocarbon analyser shall have a response time to 90 per cent of final
reading of less than 1.5 seconds. Its stability shall be better than 2 per cent of

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full scale at zero and at 80  20 per cent of full scale over a 15-minute period
for all operational ranges.

4.3.1.3 The repeatability of the analyser expressed as one standard deviation shall be
better than 1 per cent of full scale deflection at zero and at 80  20 per cent of
full scale on all ranges used.

4.3.1.4 The operational ranges of the analyser shall be chosen to give best resolution
over the measurement, calibration and leak checking procedures.

4.3.2 Hydrocarbon analyser data recording system

4.3.2.1 The hydrocarbon analyser shall be fitted with a device to record electrical
signal output either by strip chart recorder or other data processing system at a
frequency of at least once per minute. The recording system shall have
operating characteristics at least equivalent to the signal being recorded and
shall provide a permanent record of results. The record shall show a positive
indication of the beginning and end of the hot soak or diurnal emission test
(including beginning and end of sampling periods along with the time elapsed
between start and completion of each test).

4.3.3 Checking of FID hydrocarbon analyser

4.3.3.1 Detector response optimization

The FID shall be adjusted as specified by the instrument manufacturer. Propane

in air should be used to optimise the response on the most common operating
range.

4.3.3.2 Calibration of the hydrocarbon analyser

The analyser should be calibrated using propane in air and purified synthetic
air. See paragraph 6.2. of Annex B5 of this Regulation.

Each of the normally used operating ranges are calibrated in accordance with
paragraphs 4.3.3.2.1. to 4.3.3.2.4. of this annex.

4.3.3.2.1 Establish the calibration curve by at least five calibration points spaced as
evenly as possible over the operating range. The nominal concentration of the
calibration gas with the highest concentrations to be at least 80 per cent of the
full scale.

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

4.3.3.2.3 The calibration curve shall not differ by more than 2 per cent from the nominal
value of each calibration gas.

4.3.3.2.4 Using the coefficients of the polynomial derived from paragraph 5 of Annex
B5, a table of indicated reading against true concentration shall be drawn up in
steps of no greater than 1 per cent of full scale. This is to be carried out for each
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full scale at zero and at 80  20 per cent of full scale over a 15-minute period
for all operational ranges.

4.3.1.3 The repeatability of the analyser expressed as one standard deviation shall be
better than 1 per cent of full scale deflection at zero and at 80  20 per cent of
full scale on all ranges used.

4.3.1.4 The operational ranges of the analyser shall be chosen to give best resolution
over the measurement, calibration and leak checking procedures.

4.3.2 Hydrocarbon analyser data recording system

4.3.2.1 The hydrocarbon analyser shall be fitted with a device to record electrical
signal output either by strip chart recorder or other data processing system at a
frequency of at least once per minute. The recording system shall have
operating characteristics at least equivalent to the signal being recorded and
shall provide a permanent record of results. The record shall show a positive
indication of the beginning and end of the hot soak or diurnal emission test
(including beginning and end of sampling periods along with the time elapsed
between start and completion of each test).

4.3.3 Checking of FID hydrocarbon analyser

4.3.3.1 Detector response optimization

The FID shall be adjusted as specified by the instrument manufacturer. Propane

in air should be used to optimise the response on the most common operating
range.

4.3.3.2 Calibration of the hydrocarbon analyser

The analyser should be calibrated using propane in air and purified synthetic
air. See paragraph 6.2. of Annex B5 of this Regulation.

Each of the normally used operating ranges are calibrated in accordance with
paragraphs 4.3.3.2.1. to 4.3.3.2.4. of this annex.

4.3.3.2.1 Establish the calibration curve by at least five calibration points spaced as
evenly as possible over the operating range. The nominal concentration of the
calibration gas with the highest concentrations to be at least 80 per cent of the
full scale.

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

4.3.3.2.3 The calibration curve shall not differ by more than 2 per cent from the nominal
value of each calibration gas.

4.3.3.2.4 Using the coefficients of the polynomial derived from paragraph 5 of Annex
B5, a table of indicated reading against true concentration shall be drawn up in
steps of no greater than 1 per cent of full scale. This is to be carried out for each
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analyser range calibrated. The table shall also contain other relevant data such
as:

(a) Date of calibration, span and zero potentiometer readings (where

applicable);

(b) Nominal scale;

(c) Reference data of each calibration gas used;

(d) The actual and indicated value of each calibration gas used
together with the percentage differences;

(e) FID fuel and type;

(f) FID air pressure.

4.3.3.2.5 If it can be shown to the satisfaction of the Test Agency that alternative
technology (e.g. computer, electronically controlled range switch) can give
equivalent accuracy, then those alternatives may be used.

4.4 Temperature recording system

The temperature recording system shall meet the requirements of

paragraphs 4.4.1. to 4.4.5. of this annex.

4.3.3.2.5 If it can be shown to the satisfaction of the Test Agency that alternative
technology (e.g. computer, electronically controlled range switch) can give
equivalent accuracy, then those alternatives may be used

4.4 Temperature recording system

The temperature recording system shall meet the requirements of

paragraphs 4.4.1. to 4.4.5. of this annex.

4.4.1 The temperature in the chamber is recorded at two points by temperature

sensors which are connected so as to show a mean value. The measuring points
are extended approximately 0.1 m into the enclosure from the vertical centre
line of each side wall at a height of 0.9 ± 0.2 m.

4.4.2 The temperatures of the fuel tank(s) are recorded by means of the sensor
positioned in the fuel tank as in paragraph 6.1.1. of this annex in the case of
use of the gasoline canister load option (paragraph 6.5.5.3. of this annex).

4.4.3 Temperatures shall, throughout the evaporative emission measurements, be

recorded or entered into a data processing system at a frequency of at least once
per minute.

4.4.4 The accuracy of the temperature recording system shall be within 1.0 K and
the temperature shall be capable of being resolved to 0.4 K.

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analyser range calibrated. The table shall also contain other relevant data such
as:

(a) Date of calibration, span and zero potentiometer readings (where

applicable);

(b) Nominal scale;

(c) Reference data of each calibration gas used;

(d) The actual and indicated value of each calibration gas used
together with the percentage differences;

(e) FID fuel and type;

(f) FID air pressure.

4.3.3.2.5 If it can be shown to the satisfaction of the Test Agency that alternative
technology (e.g. computer, electronically controlled range switch) can give
equivalent accuracy, then those alternatives may be used.

4.4 Temperature recording system

The temperature recording system shall meet the requirements of

paragraphs 4.4.1. to 4.4.5. of this annex.

4.3.3.2.5 If it can be shown to the satisfaction of the Test Agency that alternative
technology (e.g. computer, electronically controlled range switch) can give
equivalent accuracy, then those alternatives may be used

4.4 Temperature recording system

The temperature recording system shall meet the requirements of

paragraphs 4.4.1. to 4.4.5. of this annex.

4.4.1 The temperature in the chamber is recorded at two points by temperature

sensors which are connected so as to show a mean value. The measuring points
are extended approximately 0.1 m into the enclosure from the vertical centre
line of each side wall at a height of 0.9 ± 0.2 m.

4.4.2 The temperatures of the fuel tank(s) are recorded by means of the sensor
positioned in the fuel tank as in paragraph 6.1.1. of this annex in the case of
use of the gasoline canister load option (paragraph 6.5.5.3. of this annex).

4.4.3 Temperatures shall, throughout the evaporative emission measurements, be

recorded or entered into a data processing system at a frequency of at least once
per minute.

4.4.4 The accuracy of the temperature recording system shall be within 1.0 K and
the temperature shall be capable of being resolved to 0.4 K.

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4.4.5 The recording or data processing system shall be capable of resolving time to
15 seconds.

4.5 Pressure recording system

The pressure recording system shall meet the requirements of paragraphs 4.5.1.
to 4.5.3 of this annex.

4.5.1 The difference Δp between barometric pressure within the test area and the
enclosure internal pressure shall, throughout the evaporative emission
measurements, be recorded or entered into a data processing system at a
frequency of at least once per minute.

4.5.2 The accuracy of the pressure recording system shall be within 0.3 kPa and the
pressure shall be capable of being resolved to 0.025 kPa.

4.5.3 The recording or data processing system shall be capable of resolving time
to 15 seconds.

4.6 Fans

The fans shall meet the requirements of paragraphs 4.6.1. and 4.6.2. of this
annex.

4.6.1 By the use of one or more fans or blowers with the Sealed Housing Evaporative
Determination (SHED) door(s) open, it shall be possible to reduce the
hydrocarbons concentration in the chamber to the ambient hydrocarbon level.

4.6.2 The chamber shall have one or more fans or blowers of like capacity 0.1 to
0.5 m3/sec. with which to thoroughly mix the atmosphere in the enclosure. It
shall be possible to attain an even temperature and hydrocarbon concentration
in the chamber during measurements. The vehicle in the enclosure shall not be
subjected to a direct stream of air from the fans or blowers.

4.7 Calibration gases

The gases shall meet the requirements of paragraphs 4.7.1. and 4.7.2. of this
annex.

4.7.1 The following pure gases shall be available for calibration and operation:

Purified synthetic air: (purity < 1 ppm C1 equivalent,

1 ppm CO,  400 ppm CO2,  0.1 ppm NO);

Oxygen content between 18 and 21 per cent by volume.

Hydrocarbon analyser fuel gas: (40  2 per cent hydrogen, and balance helium
with less than 1 ppm C1 equivalent hydrocarbon, less than 400 ppm CO2),

Propane (C3H8): 99.5 per cent minimum purity.

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4.4.5 The recording or data processing system shall be capable of resolving time to
15 seconds.

4.5 Pressure recording system

The pressure recording system shall meet the requirements of paragraphs 4.5.1.
to 4.5.3 of this annex.

4.5.1 The difference Δp between barometric pressure within the test area and the
enclosure internal pressure shall, throughout the evaporative emission
measurements, be recorded or entered into a data processing system at a
frequency of at least once per minute.

4.5.2 The accuracy of the pressure recording system shall be within 0.3 kPa and the
pressure shall be capable of being resolved to 0.025 kPa.

4.5.3 The recording or data processing system shall be capable of resolving time
to 15 seconds.

4.6 Fans

The fans shall meet the requirements of paragraphs 4.6.1. and 4.6.2. of this
annex.

4.6.1 By the use of one or more fans or blowers with the Sealed Housing Evaporative
Determination (SHED) door(s) open, it shall be possible to reduce the
hydrocarbons concentration in the chamber to the ambient hydrocarbon level.

4.6.2 The chamber shall have one or more fans or blowers of like capacity 0.1 to
0.5 m3/sec. with which to thoroughly mix the atmosphere in the enclosure. It
shall be possible to attain an even temperature and hydrocarbon concentration
in the chamber during measurements. The vehicle in the enclosure shall not be
subjected to a direct stream of air from the fans or blowers.

4.7 Calibration gases

The gases shall meet the requirements of paragraphs 4.7.1. and 4.7.2. of this
annex.

4.7.1 The following pure gases shall be available for calibration and operation:

Purified synthetic air: (purity < 1 ppm C1 equivalent,

1 ppm CO,  400 ppm CO2,  0.1 ppm NO);

Oxygen content between 18 and 21 per cent by volume.

Hydrocarbon analyser fuel gas: (40  2 per cent hydrogen, and balance helium
with less than 1 ppm C1 equivalent hydrocarbon, less than 400 ppm CO2),

Propane (C3H8): 99.5 per cent minimum purity.

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Butane (C4H10): 98 per cent minimum purity.

Nitrogen (N2): 98 per cent minimum purity.

4.7.2 Calibration and span gases shall be available containing mixtures of propane
(C3H8) and purified synthetic air. The true concentrations of a calibration gas
shall be within 2 per cent of the stated figures. The accuracy of the diluted
gases obtained when using a gas divider shall be to within 2 per cent of the
true value. The concentrations specified in paragraphs 4.2.3. and 4.3.3. of this
annex may also be obtained by the use of a gas divider using synthetic air as
the dilutant gas.

4.8 Carbon canister weighing scale for depressurisation puff loss overflow
measurement

The carbon canister weighing scale shall have an accuracy of ±0.02 g.

4.9 Fuel tank heating (only applicable for gasoline canister load option)

4.9.1 The fuel in the vehicle tank(s) shall be heated by a controllable source of heat;
for example a heating pad of 2,000 W capacity is suitable. The heating system
shall apply heat evenly to the tank walls beneath the level of the fuel so as not
to cause local overheating of the fuel. Heat shall not be applied to the vapour
in the tank above the fuel.

4.9.2 The tank heating device shall make it possible to heat the fuel in the tank evenly
by 14 °C from 16 °C within 60 minutes, with the temperature sensor position
as in paragraph 4.9.3. of this annex. The heating system shall be capable of
controlling the fuel temperature to 1.5 °C of the required temperature during
the tank heating process.

4.9.3 The fuel tank of the vehicle shall, without introducing any leaks, be equipped
with a temperature sensor to enable the temperature to be measured at the mid-
point of the fuel in the fuel tank when filled to 40 per cent of its capacity.

5.0 Procedure for carbon canister bench ageing and PF determination

5.1 Carbon canister bench ageing

Before performing the hot soak and diurnal losses sequences, the carbon
canister shall be aged according to the procedure described in Figure C3/1.

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Butane (C4H10): 98 per cent minimum purity.

Nitrogen (N2): 98 per cent minimum purity.

4.7.2 Calibration and span gases shall be available containing mixtures of propane
(C3H8) and purified synthetic air. The true concentrations of a calibration gas
shall be within 2 per cent of the stated figures. The accuracy of the diluted
gases obtained when using a gas divider shall be to within 2 per cent of the
true value. The concentrations specified in paragraphs 4.2.3. and 4.3.3. of this
annex may also be obtained by the use of a gas divider using synthetic air as
the dilutant gas.

4.8 Carbon canister weighing scale for depressurisation puff loss overflow
measurement

The carbon canister weighing scale shall have an accuracy of ±0.02 g.

4.9 Fuel tank heating (only applicable for gasoline canister load option)

4.9.1 The fuel in the vehicle tank(s) shall be heated by a controllable source of heat;
for example a heating pad of 2,000 W capacity is suitable. The heating system
shall apply heat evenly to the tank walls beneath the level of the fuel so as not
to cause local overheating of the fuel. Heat shall not be applied to the vapour
in the tank above the fuel.

4.9.2 The tank heating device shall make it possible to heat the fuel in the tank evenly
by 14 °C from 16 °C within 60 minutes, with the temperature sensor position
as in paragraph 4.9.3. of this annex. The heating system shall be capable of
controlling the fuel temperature to 1.5 °C of the required temperature during
the tank heating process.

4.9.3 The fuel tank of the vehicle shall, without introducing any leaks, be equipped
with a temperature sensor to enable the temperature to be measured at the mid-
point of the fuel in the fuel tank when filled to 40 per cent of its capacity.

5.0 Procedure for carbon canister bench ageing and PF determination

5.1 Carbon canister bench ageing

Before performing the hot soak and diurnal losses sequences, the carbon
canister shall be aged according to the procedure described in Figure C3/1.

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Figure C3/1

Carbon canister bench ageing procedure

5.1.1 Ageing through exposure to temperature cycling

The carbon canister shall be cycled between temperatures from -15 °C to 60 °C

in a dedicated temperature enclosure with 30 minutes of stabilisation at -15 °C
and 60 °C. Each cycle shall last 210 minutes (see Figure C3/2).

The temperature gradient shall be as close as possible to 1 °C/min. No forced

air flow should pass through the carbon canister.

The cycle shall be repeated 50 times consecutively. In total, this procedure lasts
175 hours.

Figure C3/2

Temperature conditioning cycle

5.1.2 Ageing through exposure to vibration

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Figure C3/1

Carbon canister bench ageing procedure

5.1.1 Ageing through exposure to temperature cycling

The carbon canister shall be cycled between temperatures from -15 °C to 60 °C

in a dedicated temperature enclosure with 30 minutes of stabilisation at -15 °C
and 60 °C. Each cycle shall last 210 minutes (see Figure C3/2).

The temperature gradient shall be as close as possible to 1 °C/min. No forced

air flow should pass through the carbon canister.

The cycle shall be repeated 50 times consecutively. In total, this procedure lasts
175 hours.

Figure C3/2

Temperature conditioning cycle

5.1.2 Ageing through exposure to vibration

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Following the temperature ageing procedure, the carbon canister shall be

shaken vertically with the carbon canister mounted as per its orientation in the
vehicle with an overall Grms (root mean square acceleration) > 1.5 m/sec2 with
a frequency of 30 ±10 Hz. The test shall last 12 hours

5.1.3 Ageing through exposure to fuel vapour and determining BWC300

5.1.3.1 Ageing shall consist of repeatedly loading with fuel vapour and purging with
laboratory air.

5.1.3.1.1 After temperature and vibration ageing, the carbon canister shall be further
aged with a mixture of market fuel as specified in paragraph 5.1.3.1.1.1. of this
annex and nitrogen or air with a 50 ±15 per cent fuel vapour volume. The fuel
vapour fill rate shall be 60 ±20 g/h.

The carbon canister shall be loaded to 2 gram breakthrough. Alternatively,

loading shall be considered to be completed when the hydrocarbon
concentration level at the vent outlet reaches 3,000 ppm.

5.1.3.1.1.1 The market fuel used for this test shall fulfil the same requirements as a
reference fuel with respect to:

(a) Density at 15 °C;

(b) Vapour pressure;

(c) Distillation (70 °C, 100 °C, 150 °C);

(d) Hydrocarbon analysis (olefins, aromatics, benzene only);

(e) Oxygen content;

(f) Ethanol content.

5.1.3.1.2 The carbon canister shall be purged between 5 and 60 minutes after loading
with 25 ±5 litres per minute of emission laboratory air until 300 bed volume
exchanges are reached.

5.1.3.1.3 The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this annex shall
be repeated 300 times after which the carbon canister shall be considered to be
stabilised.

5.1.3.1.4 The procedure to measure the butane working capacity (BWC) with respect to
the evaporative emission family in paragraph 6.6.3. of this Regulation shall
consist of the following.

(a) The stabilised carbon canister shall be loaded to 2 gram breakthrough

and subsequently purged a minimum of 5 times. Loading shall be
performed with a mixture composed of 50 per cent butane and 50 per
cent nitrogen by volume at a rate of 40 grams butane per hour.

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Following the temperature ageing procedure, the carbon canister shall be

shaken vertically with the carbon canister mounted as per its orientation in the
vehicle with an overall Grms (root mean square acceleration) > 1.5 m/sec2 with
a frequency of 30 ±10 Hz. The test shall last 12 hours

5.1.3 Ageing through exposure to fuel vapour and determining BWC300

5.1.3.1 Ageing shall consist of repeatedly loading with fuel vapour and purging with
laboratory air.

5.1.3.1.1 After temperature and vibration ageing, the carbon canister shall be further
aged with a mixture of market fuel as specified in paragraph 5.1.3.1.1.1. of this
annex and nitrogen or air with a 50 ±15 per cent fuel vapour volume. The fuel
vapour fill rate shall be 60 ±20 g/h.

The carbon canister shall be loaded to 2 gram breakthrough. Alternatively,

loading shall be considered to be completed when the hydrocarbon
concentration level at the vent outlet reaches 3,000 ppm.

5.1.3.1.1.1 The market fuel used for this test shall fulfil the same requirements as a
reference fuel with respect to:

(a) Density at 15 °C;

(b) Vapour pressure;

(c) Distillation (70 °C, 100 °C, 150 °C);

(d) Hydrocarbon analysis (olefins, aromatics, benzene only);

(e) Oxygen content;

(f) Ethanol content.

5.1.3.1.2 The carbon canister shall be purged between 5 and 60 minutes after loading
with 25 ±5 litres per minute of emission laboratory air until 300 bed volume
exchanges are reached.

5.1.3.1.3 The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this annex shall
be repeated 300 times after which the carbon canister shall be considered to be
stabilised.

5.1.3.1.4 The procedure to measure the butane working capacity (BWC) with respect to
the evaporative emission family in paragraph 6.6.3. of this Regulation shall
consist of the following.

(a) The stabilised carbon canister shall be loaded to 2 gram breakthrough

and subsequently purged a minimum of 5 times. Loading shall be
performed with a mixture composed of 50 per cent butane and 50 per
cent nitrogen by volume at a rate of 40 grams butane per hour.

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(b) Purging shall be performed according to paragraph 5.1.3.1.2. of this

annex

(c) The BWC shall be recorded after each loading.

(d) BWC300 shall be calculated as the average of the last 5 BWCs.

5.1.3.2 If the aged carbon canister is provided by a supplier, the vehicle manufacturer
shall inform the Test Agency in advance of the ageing process to enable the
witnessing of any part of that process.

5.1.3.3 The manufacturer shall provide the Test Agency a test report including at least
the following elements

(a) Type of activated carbon;

(b) Loading rate;

(c) Fuel specifications.

5.1.3.4 Alternatively, in consultation with Test Agency and Manufacturer, the canister
ageing test can be carried out with mixture composed of 50% Butane and 50%
Nitrogen by volume at a rate of 40 g Butane per hr.

5.2 Determination of the PF of the fuel tank system (see Figure C3/3)

Figure C3/3

Determination of PF

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(b) Purging shall be performed according to paragraph 5.1.3.1.2. of this

annex

(c) The BWC shall be recorded after each loading.

(d) BWC300 shall be calculated as the average of the last 5 BWCs.

5.1.3.2 If the aged carbon canister is provided by a supplier, the vehicle manufacturer
shall inform the Test Agency in advance of the ageing process to enable the
witnessing of any part of that process.

5.1.3.3 The manufacturer shall provide the Test Agency a test report including at least
the following elements

(a) Type of activated carbon;

(b) Loading rate;

(c) Fuel specifications.

5.2 Determination of the PF of the fuel tank system (see Figure C3/3)

Figure C3/3

Determination of PF

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Test start

5.2.1. Fill the tank to 40 ±2 per cent of its nominal capacity

with reference fuel

5.2.1. Soak for 3 weeks at 40 °C ±2 °C

5.2.2. Drain and fill the tank to 40 per cent of its nominal
capacity with reference fuel

5.2.2. Measurement of HC in the same conditions as for the

1st day of diurnal emission test:
HC3w

5.2.3. Soak for the remaining 17 weeks at 40 °C ±2 °C

5.2.4. Drain and fill the tank to 40 per cent of its nominal
capacity with reference fuel

5.2.4. Measurement of HC in the same conditions as for the

1st day of diurnal emission test:
HC20w

5.2.5. Permeability Factor = HC20w - HC3w

5.2.1 The fuel tank system representative of a family shall be selected and mounted
on a rig in a similar orientation as in the vehicle. The tank shall be filled to
40 ±2 per cent of its nominal capacity with reference fuel at a temperature of
18 °C ±2 °C. The rig with the fuel tank system shall be placed in a room with
a controlled temperature of 40 °C ±2 °C for 3 weeks.

5.2.2 At the end of the third week, the tank shall be drained and refilled with
reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal
capacity.

Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an
enclosure. The last 6 hours of this period shall be at an ambient temperature of
20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over the
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Test start

5.2.1. Fill the tank to 40 ±2 per cent of its nominal capacity

with reference fuel

5.2.1. Soak for 3 weeks at 40 °C ±2 °C

5.2.2. Drain and fill the tank to 40 per cent of its nominal
capacity with reference fuel

5.2.2. Measurement of HC in the same conditions as for the

1st day of diurnal emission test:
HC3w

5.2.3. Soak for the remaining 17 weeks at 40 °C ±2 °C

5.2.4. Drain and fill the tank to 40 per cent of its nominal
capacity with reference fuel

5.2.4. Measurement of HC in the same conditions as for the

1st day of diurnal emission test:
HC20w

5.2.5. Permeability Factor = HC20w - HC3w

5.2.1 The fuel tank system representative of a family shall be selected and mounted
on a rig in a similar orientation as in the vehicle. The tank shall be filled to
40 ±2 per cent of its nominal capacity with reference fuel at a temperature of
18 °C ±2 °C. The rig with the fuel tank system shall be placed in a room with
a controlled temperature of 40 °C ±2 °C for 3 weeks.

5.2.2 At the end of the third week, the tank shall be drained and refilled with
reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal
capacity.

Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an
enclosure. The last 6 hours of this period shall be at an ambient temperature of
20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over the
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first 24-hour period of the procedure described in paragraph 6.5.9. of this

annex. The fuel vapour in the tank shall be vented to the outside of the
enclosure to eliminate the possibility of the tank venting emissions being
counted as permeation. The HC emissions shall be measured and the value shall
be recorded as HC3W.

5.2.3 The rig with the fuel tank system shall be placed again in a room with a
controlled temperature of 40 °C ±2 °C for the remaining 17 weeks.

5.2.4 At the end of the seventeenth week, the tank shall be drained and refilled with
reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal
tank capacity.

Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an
enclosure. The last 6 hours of this period shall be at an ambient temperature of
20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over a
first period of 24 hours of the procedure described according to
paragraph 6.5.9. of this annex. The fuel tank system shall be vented to the
outside of the enclosure to eliminate the possibility of the tank venting
emissions being counted as permeation. The HC emissions shall be measured
and the value shall be recorded in this case as HC20W.

5.2.5 The PF is the difference between HC20W and HC3W in g/24h calculated to 3
significant digits using the following equation:

𝑃𝐹 = 𝐻𝐶20𝑤 − 𝐻𝐶3𝑊

5.2.6 If the PF is determined by a supplier, the vehicle manufacturer shall inform the
Test agency in advance of the determination to allow witness check in the
supplier’s facility.

5.2.7 The manufacturer shall provide the Test Agency with a test report containing
at least the following:

(a) A full description of the fuel tank system tested, including

information on the type of tank tested, whether the tank is metal,
monolayer non-metal or multilayer, and which types of materials are
used for the tank and other parts of the fuel tank system;

(b) The weekly mean temperatures at which the ageing was performed;

(c) The HC measured at week 3 (HC3W);

(d) The HC measured at week 20 (HC20W);

(e) The resulting permeability factor (PF).

5.2.8 As an alternative to paragraphs 5.2.1. to 5.2.7. inclusive of this annex, a

manufacturer using multilayer tanks or metal tanks may choose to use an
Assigned Permeability Factor (APF) instead of performing the complete
measurement procedure mentioned above:

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first 24-hour period of the procedure described in paragraph 6.5.9. of this

annex. The fuel vapour in the tank shall be vented to the outside of the
enclosure to eliminate the possibility of the tank venting emissions being
counted as permeation. The HC emissions shall be measured and the value shall
be recorded as HC3W.

5.2.3 The rig with the fuel tank system shall be placed again in a room with a
controlled temperature of 40 °C ±2 °C for the remaining 17 weeks.

5.2.4 At the end of the seventeenth week, the tank shall be drained and refilled with
reference fuel at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal
tank capacity.

Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an
enclosure. The last 6 hours of this period shall be at an ambient temperature of
20 °C ±2 °C. In the enclosure, a diurnal procedure shall be performed over a
first period of 24 hours of the procedure described according to
paragraph 6.5.9. of this annex. The fuel tank system shall be vented to the
outside of the enclosure to eliminate the possibility of the tank venting
emissions being counted as permeation. The HC emissions shall be measured
and the value shall be recorded in this case as HC20W.

5.2.5 The PF is the difference between HC20W and HC3W in g/24h calculated to 3
significant digits using the following equation:

𝑃𝐹 = 𝐻𝐶20𝑤 − 𝐻𝐶3𝑊

5.2.6 If the PF is determined by a supplier, the vehicle manufacturer shall inform the
Test agency in advance of the determination to allow witness check in the
supplier’s facility.

5.2.7 The manufacturer shall provide the Test Agency with a test report containing
at least the following:

(a) A full description of the fuel tank system tested, including

information on the type of tank tested, whether the tank is metal,
monolayer non-metal or multilayer, and which types of materials are
used for the tank and other parts of the fuel tank system;

(b) The weekly mean temperatures at which the ageing was performed;

(c) The HC measured at week 3 (HC3W);

(d) The HC measured at week 20 (HC20W);

(e) The resulting permeability factor (PF).

5.2.8 As an alternative to paragraphs 5.2.1. to 5.2.7. inclusive of this annex, a

manufacturer using multilayer tanks or metal tanks may choose to use an
Assigned Permeability Factor (APF) instead of performing the complete
measurement procedure mentioned above:

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APF multilayer/metal tank = 120 mg /24 h

Where the manufacturer chooses to use an APF, the manufacturer shall provide
the Test Agency with a declaration in which the type of tank is clearly specified
as well as a declaration of the type of materials used.

6.0 Test procedure for the measurement of hot soak and diurnal losses

6.1 Vehicle preparation

The vehicle shall be prepared in accordance with paragraphs 6.1.1. and 6.1.2.
of this annex. At the request of the manufacturer and with approval of the Test
Agency, non-fuel background emission sources (e.g. paint, adhesives, plastics,
fuel/vapour lines, tyres, and other rubber or polymer components) may be
reduced to typical vehicle background levels before testing (e.g. baking of tyres
at temperatures of 50 °C or higher for appropriate periods, baking of the
vehicle, draining washer fluid).

For a sealed fuel tank system, the vehicle carbon canisters shall be installed so
that access to carbon canisters and connection/disconnection of carbon
canisters can be done easily.

6.1.1 The vehicle shall be mechanically prepared before the test as follows:

(a) The exhaust system of the vehicle shall not exhibit any leaks;

(b) The vehicle may be steam-cleaned before the test;

(c) In the case of use of the gasoline canister load option

(paragraph 6.5.5.3. of this annex) the fuel tank of the vehicle shall be
equipped with a temperature sensor to enable the temperature to be
measured at the mid-point of the fuel in the fuel tank when filled to
40 per cent of its capacity;

(d) Additional fittings, adapters of devices may be fitted to the fuel

system in order to allow a complete draining of the fuel tank. For this
purpose it is not necessary to modify the shell of the tank;

(e) The manufacturer may propose a test method in order to take into
account the loss of hydrocarbons by evaporation coming only from
the fuel system of the vehicle.

6.1.2 The vehicle is taken into the test area where the ambient temperature is between
20 and 30 °C.

6.2 Mode selections and gear shift prescriptions

6.2.1 For vehicles with manual shift transmissions, the gear shift prescriptions
specified in Annex B2 shall apply.

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APF multilayer/metal tank = 120 mg /24 h

Where the manufacturer chooses to use an APF, the manufacturer shall provide
the Test Agency with a declaration in which the type of tank is clearly specified
as well as a declaration of the type of materials used.

6.0 Test procedure for the measurement of hot soak and diurnal losses

6.1 Vehicle preparation

The vehicle shall be prepared in accordance with paragraphs 6.1.1. and 6.1.2.
of this annex. At the request of the manufacturer and with approval of the Test
Agency, non-fuel background emission sources (e.g. paint, adhesives, plastics,
fuel/vapour lines, tyres, and other rubber or polymer components) may be
reduced to typical vehicle background levels before testing (e.g. baking of tyres
at temperatures of 50 °C or higher for appropriate periods, baking of the
vehicle, draining washer fluid).

For a sealed fuel tank system, the vehicle carbon canisters shall be installed so
that access to carbon canisters and connection/disconnection of carbon
canisters can be done easily.

6.1.1 The vehicle shall be mechanically prepared before the test as follows:

(a) The exhaust system of the vehicle shall not exhibit any leaks;

(b) The vehicle may be steam-cleaned before the test;

(c) In the case of use of the gasoline canister load option

(paragraph 6.5.5.3. of this annex) the fuel tank of the vehicle shall be
equipped with a temperature sensor to enable the temperature to be
measured at the mid-point of the fuel in the fuel tank when filled to
40 per cent of its capacity;

(d) Additional fittings, adapters of devices may be fitted to the fuel

system in order to allow a complete draining of the fuel tank. For this
purpose it is not necessary to modify the shell of the tank;

(e) The manufacturer may propose a test method in order to take into
account the loss of hydrocarbons by evaporation coming only from
the fuel system of the vehicle.

6.1.2 The vehicle is taken into the test area where the ambient temperature is between
20 and 30 °C.

6.2 Mode selections and gear shift prescriptions

6.2.1 For vehicles with manual shift transmissions, the gear shift prescriptions
specified in Annex B2 shall apply.

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6.2.2 In the case of pure ICE vehicles, the mode shall be selected according to
Annex B6.

6.2.3 In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected
according to Appendix 6 to Annex B8.

6.2.4 Upon request of the Test Agency, the selected mode may be different from that
described in paragraphs 6.2.2. and 6.2.3. of this annex.

6.3 Test conditions

The tests included in this annex shall be performed using the test conditions
specific to interpolation family vehicle H with the highest cycle energy demand
of all the interpolation families included in the evaporative emission family
being considered.

Otherwise, at the request of the Test Agency, any cycle energy representative
of a vehicle in the family may be used for the test.

6.4 Flow of the test procedure

The test procedure for non-sealed and sealed tank systems shall be followed
according to the flow chart described in Figure C3/4.

The sealed fuel tank systems shall be tested with one of 2 options. One option
is to test the vehicle with one continuous procedure. Another option, called the
'stand-alone test procedure', is to test the vehicle with two separate procedures
which will allow repeating the dynamometer test and the diurnal tests without
repeating the tank depressurisation puff loss overflow test and the
depressurisation puff loss measurement.

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6.2.2 In the case of pure ICE vehicles, the mode shall be selected according to
Annex B6.

6.2.3 In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selected
according to Appendix 6 to Annex B8.

6.2.4 Upon request of the Test Agency, the selected mode may be different from that
described in paragraphs 6.2.2. and 6.2.3. of this annex.

6.3 Test conditions

The tests included in this annex shall be performed using the test conditions
specific to interpolation family vehicle H with the highest cycle energy demand
of all the interpolation families included in the evaporative emission family
being considered.

Otherwise, at the request of the Test Agency, any cycle energy representative
of a vehicle in the family may be used for the test.

6.4 Flow of the test procedure

The test procedure for non-sealed and sealed tank systems shall be followed
according to the flow chart described in Figure C3/4.

The sealed fuel tank systems shall be tested with one of 2 options. One option
is to test the vehicle with one continuous procedure. Another option, called the
'stand-alone test procedure', is to test the vehicle with two separate procedures
which will allow repeating the dynamometer test and the diurnal tests without
repeating the tank depressurisation puff loss overflow test and the
depressurisation puff loss measurement.

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Figure C3/4
Test procedure flow charts

Start for: Non-sealed fuel tanks, sealed

Start for: Sealed fuel tanks, stand-
fuel tanks continuous and sealed fuel
alone hot soak and diurnals
tanks stand-alone puff loss

6.5.1. Fuel drain and refill to 40 % 6.5.1. Fuel drain and refill to 40 %

Start next soak within 5 minutes Start next soak within 5 minutes

6.5.2. Soak for 6 to 36 hours @ 23 °C 6.5.2. Soak for 6 to 36 hours @ 23 °C

6.5.3. Preconditioning drive 6.5.3. Preconditioning drive

Yes Start next fuel drain and refill

Sealed fuel tank system?
within 1 hour
No
Start next fuel drain and refill 6.6.1.2. Fuel drain and refill to 15 % 6.6.1.9. Soak for 6 to 36 hours @ 23 °C
within 1 hour
Start next soak within 5 minutes
6.6.1.5. Load
6.5.4. Fuel drain and refill to 40 % 6.6.1.9.1.
aged canister to
6 to 36 hours Charge OVC-
2g
Start next soak within 5 minutes HEV REESS
6.6.1.3. Soak for 6 to 36 hours @ breakthrough
20°C
6.5.5. Soak for 12 to 36 hours @ 23 °C
6.6.1.5. Canister
6.6.1.4. Fuel tank pressure relief purge 85 % fuel
6.5.5.2. Load consumption
6.5.5.1. Charge
aged canister to 6.6.1.5. Load aged canister to 2 g equivalent
OVC-HEV
2g breakthrough
REESS
breakthrough
6.7.2.1.3.
6.6.1.5. Canister purge 85 % fuel
Canister loading
consumption equivalent
with puff loss
simulated mass
6.6.1.6. Preparation of canister
depressurisation puff loss loading
(11-hour temperature cycle)

Start puff loss

loading within 6.6.1.8.
6.5.6. Dynamometer test 15 minutes Measurement
of puff loss
Start hot soak test within 7 6.6.1.7.2. Puff overflow
minutes after dynamometer test loss loading
and 2 minutes after engine being
switched off
End of stand-alone puff loss test
6.5.7. Hot soak test: MHS
6.6.1.9. Soak for 6 to 36 hours @ 23 °C
6.6.1.9.1. Charge OVC-HEV
6.5.8. Soak for 6 to 36 hours @ 20 °C
REESS
st 6.6.1.10. Fuel drain and refill to 40
6.5.9. 1 day diurnal: MD1
%

nd
6.5.9. 2 day diurnal: MD2 6.6.1.11. Soak for 6 to 36 hours @
20 °C
7. Calculations
6.6.1.12. Fuel tank depressurisation
with canister disconnected
End

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Figure C3/4
Test procedure flow charts

Start for: Non-sealed fuel tanks, sealed

Start for: Sealed fuel tanks, stand-
fuel tanks continuous and sealed fuel
alone hot soak and diurnals
tanks stand-alone puff loss

6.5.1. Fuel drain and refill to 40 % 6.5.1. Fuel drain and refill to 40 %

Start next soak within 5 minutes Start next soak within 5 minutes

6.5.2. Soak for 6 to 36 hours @ 23 °C 6.5.2. Soak for 6 to 36 hours @ 23 °C

6.5.3. Preconditioning drive 6.5.3. Preconditioning drive

Yes Start next fuel drain and refill

Sealed fuel tank system?
within 1 hour
No
Start next fuel drain and refill 6.6.1.2. Fuel drain and refill to 15 % 6.6.1.9. Soak for 6 to 36 hours @ 23 °C
within 1 hour
Start next soak within 5 minutes
6.6.1.5. Load
6.5.4. Fuel drain and refill to 40 % 6.6.1.9.1.
aged canister to
6 to 36 hours Charge OVC-
2g
Start next soak within 5 minutes HEV REESS
6.6.1.3. Soak for 6 to 36 hours @ breakthrough
20°C
6.5.5. Soak for 12 to 36 hours @ 23 °C
6.6.1.5. Canister
6.6.1.4. Fuel tank pressure relief purge 85 % fuel
6.5.5.2. Load consumption
6.5.5.1. Charge
aged canister to 6.6.1.5. Load aged canister to 2 g equivalent
OVC-HEV
2g breakthrough
REESS
breakthrough
6.7.2.1.3.
6.6.1.5. Canister purge 85 % fuel
Canister loading
consumption equivalent
with puff loss
simulated mass
6.6.1.6. Preparation of canister
depressurisation puff loss loading
(11-hour temperature cycle)

Start puff loss

loading within 6.6.1.8.
6.5.6. Dynamometer test 15 minutes Measurement
of puff loss
Start hot soak test within 7 6.6.1.7.2. Puff overflow
minutes after dynamometer test loss loading
and 2 minutes after engine being
switched off
End of stand-alone puff loss test
6.5.7. Hot soak test: MHS
6.6.1.9. Soak for 6 to 36 hours @ 23 °C
6.6.1.9.1. Charge OVC-HEV
6.5.8. Soak for 6 to 36 hours @ 20 °C
REESS
st 6.6.1.10. Fuel drain and refill to 40
6.5.9. 1 day diurnal: MD1
%

nd
6.5.9. 2 day diurnal: MD2 6.6.1.11. Soak for 6 to 36 hours @
20 °C
7. Calculations
6.6.1.12. Fuel tank depressurisation
with canister disconnected
End

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6.5 Continuous test procedure for non-sealed fuel tank systems

6.5.1 Fuel drain and refill

The fuel tank of the vehicle shall be emptied. This shall be done so as not to
abnormally purge or abnormally load the evaporative control devices fitted to
the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The
fuel tank shall be refilled with reference fuel at a temperature of 18 °C ±2 °C to
40 ±2 per cent of its nominal capacity.

6.5.2 Soak

Within 5 minutes after completing the fuel drain and refill, the vehicle shall be
soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ±3 °C.

6.5.3 Preconditioning drive

The vehicle shall be placed on a chassis dynamometer and driven over the
following phases of the cycle described in Annex B1

(a) For Class 1 vehicles:

low, medium, low, low, medium, low

(b) For Class 2 and 3 vehicles: low, medium, high, medium.

For OVC-HEVs, the preconditioning drive shall be performed under the charge-
sustaining operating condition as defined in paragraph 3.3.6 of this Regulation.
Upon the request of Test Agency, any other mode may be used.

6.5.4 Fuel drain and refill

Within one hour after the preconditioning drive, the fuel tank of the vehicle shall
be emptied. This shall be done so as not to abnormally purge or abnormally load
the evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this. The fuel tank shall be refilled with test fuel
at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal capacity.

6.5.5 Soak

Within five minutes of completing fuel drain and refill, the vehicle shall be
parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ±3 °C.

During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2. of

this annex.may be performed either in the order of first paragraph 6.5.5.1.
followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by
paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2.
may also be performed simultaneously.

6.5.5.1 REESS charge

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6.5 Continuous test procedure for non-sealed fuel tank systems

6.5.1 Fuel drain and refill

The fuel tank of the vehicle shall be emptied. This shall be done so as not to
abnormally purge or abnormally load the evaporative control devices fitted to
the vehicle. Removal of the fuel cap is normally sufficient to achieve this. The
fuel tank shall be refilled with reference fuel at a temperature of 18 °C ±2 °C to
40 ±2 per cent of its nominal capacity.

6.5.2 Soak

Within 5 minutes after completing the fuel drain and refill, the vehicle shall be
soaked for a minimum of 6 hours and a maximum of 36 hours at 23 °C ±3 °C.

6.5.3 Preconditioning drive

The vehicle shall be placed on a chassis dynamometer and driven over the
following phases of the cycle described in Annex B1

(a) For Class 1 vehicles:

low, medium, low, low, medium, low

(b) For Class 2 and 3 vehicles: low, medium, high, medium.

For OVC-HEVs, the preconditioning drive shall be performed under the charge-
sustaining operating condition as defined in paragraph 3.3.6 of this Regulation.
Upon the request of Test Agency, any other mode may be used.

6.5.4 Fuel drain and refill

Within one hour after the preconditioning drive, the fuel tank of the vehicle shall
be emptied. This shall be done so as not to abnormally purge or abnormally load
the evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this. The fuel tank shall be refilled with test fuel
at a temperature of 18 °C ±2 °C to 40 ±2 per cent of its nominal capacity.

6.5.5 Soak

Within five minutes of completing fuel drain and refill, the vehicle shall be
parked for a minimum of 12 hours and a maximum of 36 hours at 23 °C ±3 °C.

During soaking, the procedures described in paragraphs 6.5.5.1. and 6.5.5.2. of

this annex.may be performed either in the order of first paragraph 6.5.5.1.
followed by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. followed by
paragraph 6.5.5.1. The procedures described in paragraphs 6.5.5.1. and 6.5.5.2.
may also be performed simultaneously.

6.5.5.1 REESS charge

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For OVC-HEVs, the REESS shall be fully charged according to the charging
requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8.

6.5.5.2 Carbon canister loading

The carbon canister aged according to the sequence described in paragraph 5.1.
to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram breakthrough
according to the procedure described in paragraph 6.5.5.2.1. of this annex.

One of the methods specified in paragraphs 6.5.5.3. and 6.5.5.4. of this annex
shall be used to precondition the evaporative canister. For vehicles with multiple
canisters, each canister shall be preconditioned separately.

6.5.5.2.1 Canister emissions are measured to determine breakthrough.

Breakthrough is here defined as the point at which the cumulative quantity of

hydrocarbons emitted is equal to 2 grams.

6.5.5.2.2 Breakthrough may be verified using the evaporative emission enclosure as

described in paragraphs 6.5.5.3. and 6.5.5.4. of this annex. Alternatively,
breakthrough may be determined using an auxiliary evaporative canister
connected downstream of the vehicle's canister. The auxiliary canister shall be
well purged with dry air prior to loading.

6.5.5.2.3 The measuring chamber shall be purged for several minutes immediately before
the test until a stable background is obtained. The chamber air mixing fan(s)
shall be switched on at this time.

The hydrocarbon analyser shall be zeroed and spanned immediately before the
test.

6.5.5.3 Canister loading with repeated heat builds to breakthrough

6.5.5.3.1 The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s).
This shall be done so as not to abnormally purge or abnormally load the
evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this.

6.5.5.3.2 The fuel tank(s) is (are) refilled with test fuel at a temperature of between 10 to
14 °C to 40  2 per cent of the tank's normal volumetric capacity. The fuel cap(s)
of the vehicle shall be fitted at this point.

6.5.5.3.3 Within one hour of being refuelled the vehicle shall be placed, with the engine
shut off, in the evaporative emission enclosure. The fuel tank temperature sensor
is connected to the temperature recording system. A heat source shall be
properly positioned with respect to the fuel tank(s) and connected to the
temperature controller. The heat source is specified in paragraph 4.9. of this
annex. In the case of vehicles fitted with more than one fuel tank, all the tanks
shall be heated in the same way as described below. The temperatures of the
tanks shall be identical to within 1.5 °C.

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For OVC-HEVs, the REESS shall be fully charged according to the charging
requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8.

6.5.5.2 Carbon canister loading

The carbon canister aged according to the sequence described in paragraph 5.1.
to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram breakthrough
according to the procedure described in paragraph 6.5.5.2.1. of this annex.

One of the methods specified in paragraphs 6.5.5.3. and 6.5.5.4. of this annex
shall be used to precondition the evaporative canister. For vehicles with multiple
canisters, each canister shall be preconditioned separately.

6.5.5.2.1 Canister emissions are measured to determine breakthrough.

Breakthrough is here defined as the point at which the cumulative quantity of

hydrocarbons emitted is equal to 2 grams.

6.5.5.2.2 Breakthrough may be verified using the evaporative emission enclosure as

described in paragraphs 6.5.5.3. and 6.5.5.4. of this annex. Alternatively,
breakthrough may be determined using an auxiliary evaporative canister
connected downstream of the vehicle's canister. The auxiliary canister shall be
well purged with dry air prior to loading.

6.5.5.2.3 The measuring chamber shall be purged for several minutes immediately before
the test until a stable background is obtained. The chamber air mixing fan(s)
shall be switched on at this time.

The hydrocarbon analyser shall be zeroed and spanned immediately before the
test.

6.5.5.3 Canister loading with repeated heat builds to breakthrough

6.5.5.3.1 The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s).
This shall be done so as not to abnormally purge or abnormally load the
evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this.

6.5.5.3.2 The fuel tank(s) is (are) refilled with test fuel at a temperature of between 10 to
14 °C to 40  2 per cent of the tank's normal volumetric capacity. The fuel cap(s)
of the vehicle shall be fitted at this point.

6.5.5.3.3 Within one hour of being refuelled the vehicle shall be placed, with the engine
shut off, in the evaporative emission enclosure. The fuel tank temperature sensor
is connected to the temperature recording system. A heat source shall be
properly positioned with respect to the fuel tank(s) and connected to the
temperature controller. The heat source is specified in paragraph 4.9. of this
annex. In the case of vehicles fitted with more than one fuel tank, all the tanks
shall be heated in the same way as described below. The temperatures of the
tanks shall be identical to within 1.5 °C.

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6.5.5.3.4 The fuel may be artificially heated to the starting diurnal temperature of 20 °C
 1 °C.

6.5.5.3.5 When the fuel temperature reaches at least 19 °C, the following steps shall be
taken immediately: the purge blower shall be turned off; enclosure doors closed
and sealed; and measurement initiated of the hydrocarbon level in the enclosure.

6.5.5.3.6 When the fuel temperature of the fuel tank reaches 20 °C a linear heat build of
15 °C begins. The fuel shall be heated in such a way that the temperature of the
fuel during the heating conforms to the function below to within 1.5 °C. The
elapsed time of the heat build and temperature rise is recorded.

Tr = To + 0.2333 x t

Where:

Tr = required temperature (K),

To = initial temperature (K)

T – time from start of the tank heat build in minutes.

6.5.5.3.7 As soon as break-through occurs or when the fuel temperature reaches 35 °C,
whichever occurs first, the heat source is turned off, the enclosure doors
unsealed and opened, and the vehicle fuel tank cap(s) removed. If break-through
has not occurred by the time the fuel temperature 35 °C, the heat source is
removed from the vehicle, the vehicle removed from the evaporative emission
enclosure and the entire procedure outlined in paragraph 6.6.1.2. of this annex
repeated until break-through occurs.

6.5.5.4 Butane loading to breakthrough

6.5.5.4.1 If the enclosure is used for the determination of the break-through

(see paragraph 6.5.5.2.2. of this annex) the vehicle shall be placed, with the
engine shut off, in the evaporative emission enclosure.

6.5.5.4.2 The evaporative emission canister shall be prepared for the canister loading
operation. The canister shall not be removed from the vehicle, unless access to
it in its normal location is so restricted that loading can only reasonably be
accomplished by removing the canister from the vehicle. Special care shall be
taken during this step to avoid damage to the components and the integrity of
the fuel system

6.5.5.4.3 The canister is loaded with a mixture composed of 50 per cent butane and 50 per
cent nitrogen by volume at a rate of 40 grams butane per hour.

6.5.5.4.4 As soon as the canister reaches breakthrough, the vapour source shall be shut
off.

6.5.5.4.5 The evaporative emission canister shall then be reconnected and the vehicle
restored to its normal operating condition.

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6.5.5.3.4 The fuel may be artificially heated to the starting diurnal temperature of 20 °C
 1 °C.

6.5.5.3.5 When the fuel temperature reaches at least 19 °C, the following steps shall be
taken immediately: the purge blower shall be turned off; enclosure doors closed
and sealed; and measurement initiated of the hydrocarbon level in the enclosure.

6.5.5.3.6 When the fuel temperature of the fuel tank reaches 20 °C a linear heat build of
15 °C begins. The fuel shall be heated in such a way that the temperature of the
fuel during the heating conforms to the function below to within 1.5 °C. The
elapsed time of the heat build and temperature rise is recorded.

Tr = To + 0.2333 x t

Where:

Tr = required temperature (K),

To = initial temperature (K)

T – time from start of the tank heat build in minutes.

6.5.5.3.7 As soon as break-through occurs or when the fuel temperature reaches 35 °C,
whichever occurs first, the heat source is turned off, the enclosure doors
unsealed and opened, and the vehicle fuel tank cap(s) removed. If break-through
has not occurred by the time the fuel temperature 35 °C, the heat source is
removed from the vehicle, the vehicle removed from the evaporative emission
enclosure and the entire procedure outlined in paragraph 6.6.1.2. of this annex
repeated until break-through occurs.

6.5.5.4 Butane loading to breakthrough

6.5.5.4.1 If the enclosure is used for the determination of the break-through

(see paragraph 6.5.5.2.2. of this annex) the vehicle shall be placed, with the
engine shut off, in the evaporative emission enclosure.

6.5.5.4.2 The evaporative emission canister shall be prepared for the canister loading
operation. The canister shall not be removed from the vehicle, unless access to
it in its normal location is so restricted that loading can only reasonably be
accomplished by removing the canister from the vehicle. Special care shall be
taken during this step to avoid damage to the components and the integrity of
the fuel system

6.5.5.4.3 The canister is loaded with a mixture composed of 50 per cent butane and 50 per
cent nitrogen by volume at a rate of 40 grams butane per hour.

6.5.5.4.4 As soon as the canister reaches breakthrough, the vapour source shall be shut
off.

6.5.5.4.5 The evaporative emission canister shall then be reconnected and the vehicle
restored to its normal operating condition.

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6.5.6 Dynamometer test

The test vehicle shall be pushed onto a dynamometer and shall be driven over
the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this annex.
OVC-HEVs shall be operated in charge-depleting operating condition. The
engine shall be subsequently shut off. Exhaust emissions may be sampled during
this operation and the results may be used for the purpose of exhaust emission
and fuel consumption type approval if this operation meets the requirement
described in Annex B6 or Annex B8 of this regulation.

6.5.7 Hot soak evaporative emissions test

Within 7 minutes after the dynamometer test and within 2 minutes of the engine
being switched off, the hot soak evaporative emissions test shall be performed
in accordance with paragraphs 6.5.7.1. to 6.5.7.8. of this annex. The hot soak
losses shall be calculated according to paragraph 7.1. of this annex and recorded
as MHS.

6.5.7.1 Before the completion of the test run the measuring chamber shall be purged for
several minutes until a stable hydrocarbon background is obtained. The
enclosure mixing fan(s) shall also be turned on at this time.

6.5.7.2 The hydrocarbon analyser shall be zeroed and spanned immediately prior to the
test.

6.5.7.3 At the end of the driving cycle the engine bonnet shall be completely closed and
all connections between the vehicle and the test stand disconnected. The vehicle
is then driven to the measuring chamber with a minimum use of the accelerator
pedal. The engine shall be turned off before any part of the vehicle enters the
measuring chamber. The time at which the engine is switched off is recorded on
the evaporative emission measurement data recording system and temperature
recording begins. The vehicle's windows and luggage compartments shall be
opened at this stage, if not already opened.

6.5.7.4 The vehicle shall be pushed or otherwise moved into the measuring chamber
with the engine switched off.

6.5.7.5 The enclosure doors are closed and sealed gas-tight within two minutes of the
engine being switched off and within seven minutes of the end of the
conditioning drive.

6.5.7.6 The start of a 60  0.5 minute hot soak period begins when the chamber is
sealed. The hydrocarbon concentration, temperature and barometric pressure
are measured to give the initial readings CHCi, Pi and Ti for the hot soak test.
These figures are used in the evaporative emission calculation, paragraph 6. The
ambient temperature T of the enclosure shall not be less than 23 °C and no more
than 31 °C during the 60-minute hot soak period.

6.5.7.7 The hydrocarbon analyser shall be zeroed and spanned immediately before the
end of the 60  0.5 minute test period

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6.5.6 Dynamometer test

The test vehicle shall be pushed onto a dynamometer and shall be driven over
the cycles described in paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this annex.
OVC-HEVs shall be operated in charge-depleting operating condition. The
engine shall be subsequently shut off. Exhaust emissions may be sampled during
this operation and the results may be used for the purpose of exhaust emission
and fuel consumption type approval if this operation meets the requirement
described in Annex B6 or Annex B8 of this regulation.

6.5.7 Hot soak evaporative emissions test

Within 7 minutes after the dynamometer test and within 2 minutes of the engine
being switched off, the hot soak evaporative emissions test shall be performed
in accordance with paragraphs 6.5.7.1. to 6.5.7.8. of this annex. The hot soak
losses shall be calculated according to paragraph 7.1. of this annex and recorded
as MHS.

6.5.7.1 Before the completion of the test run the measuring chamber shall be purged for
several minutes until a stable hydrocarbon background is obtained. The
enclosure mixing fan(s) shall also be turned on at this time.

6.5.7.2 The hydrocarbon analyser shall be zeroed and spanned immediately prior to the
test.

6.5.7.3 At the end of the driving cycle the engine bonnet shall be completely closed and
all connections between the vehicle and the test stand disconnected. The vehicle
is then driven to the measuring chamber with a minimum use of the accelerator
pedal. The engine shall be turned off before any part of the vehicle enters the
measuring chamber. The time at which the engine is switched off is recorded on
the evaporative emission measurement data recording system and temperature
recording begins. The vehicle's windows and luggage compartments shall be
opened at this stage, if not already opened.

6.5.7.4 The vehicle shall be pushed or otherwise moved into the measuring chamber
with the engine switched off.

6.5.7.5 The enclosure doors are closed and sealed gas-tight within two minutes of the
engine being switched off and within seven minutes of the end of the
conditioning drive.

6.5.7.6 The start of a 60  0.5 minute hot soak period begins when the chamber is
sealed. The hydrocarbon concentration, temperature and barometric pressure
are measured to give the initial readings CHCi, Pi and Ti for the hot soak test.
These figures are used in the evaporative emission calculation, paragraph 6. The
ambient temperature T of the enclosure shall not be less than 23 °C and no more
than 31 °C during the 60-minute hot soak period.

6.5.7.7 The hydrocarbon analyser shall be zeroed and spanned immediately before the
end of the 60  0.5 minute test period

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6.5.7.8 At the end of the 60  0.5 minute test period, the hydrocarbon concentration in
the chamber shall be measured. The temperature and the barometric pressure
are also measured. These are the final readings CHCf, Pf and Tf for the hot soak
test used for the calculation in paragraph 6. of this annex.

6.5.8 Soak

After the hot soak evaporative emissions test, the test vehicle shall be soaked
for not less than 6 hours and not more than 36 hours between the end of the hot
soak test and the start of the diurnal emission test. For at least the last 6 hours
of this period the vehicle shall be soaked at 20 °C ±2 °C.

6.5.9 Diurnal testing

6.5.9.1 The test vehicle shall be exposed to two cycles of ambient temperature in
accordance with the profile specified in Table C4/1 with a maximum deviation
of 2 °C at any time. The average temperature deviation from the profile,
calculated using the absolute value of each measured deviation, shall not exceed
1 °C. Ambient temperature shall be measured and recorded at least every
minute. Temperature cycling shall begin at time Tstart = 0, as specified in
paragraph 6.5.9.6. of this annex.

Table C4/1

Diurnal Ambient Temperature Profiles

Diurnal ambient temperature profile for Alternative diurnal ambient

the calibration temperature profile for the
of the enclosure and the diurnal emission calibration of the enclosure
test

Time (hours) Temperat

ure Temperature
Calibration Test (°Ci) Time (hours) (°Ci)

13 0/24 20.0 0 35.6

14 1 20.2 1 35.3
15 2 20.5 2 34.5
16 3 21.2 3 33.2
17 4 23.1 4 31.4
18 5 25.1 5 29.7
19 6 27.2 6 28.2
20 7 29.8 7 27.2
21 8 31.8 8 26.1
22 9 33.3 9 25.1
23 10 34.4 10 24.3
24/0 11 35.0 11 23.7
1 12 34.7 12 23.3

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6.5.7.8 At the end of the 60  0.5 minute test period, the hydrocarbon concentration in
the chamber shall be measured. The temperature and the barometric pressure
are also measured. These are the final readings CHCf, Pf and Tf for the hot soak
test used for the calculation in paragraph 6. of this annex.

6.5.8 Soak

After the hot soak evaporative emissions test, the test vehicle shall be soaked
for not less than 6 hours and not more than 36 hours between the end of the hot
soak test and the start of the diurnal emission test. For at least the last 6 hours
of this period the vehicle shall be soaked at 20 °C ±2 °C.

6.5.9 Diurnal testing

6.5.9.1 The test vehicle shall be exposed to two cycles of ambient temperature in
accordance with the profile specified in Table C4/1 with a maximum deviation
of 2 °C at any time. The average temperature deviation from the profile,
calculated using the absolute value of each measured deviation, shall not exceed
1 °C. Ambient temperature shall be measured and recorded at least every
minute. Temperature cycling shall begin at time Tstart = 0, as specified in
paragraph 6.5.9.6. of this annex.

Table C4/1

Diurnal Ambient Temperature Profiles

Diurnal ambient temperature profile for Alternative diurnal ambient

the calibration temperature profile for the
of the enclosure and the diurnal emission calibration of the enclosure
test

Time (hours) Temperat

ure Temperature
Calibration Test (°Ci) Time (hours) (°Ci)

13 0/24 20.0 0 35.6

14 1 20.2 1 35.3
15 2 20.5 2 34.5
16 3 21.2 3 33.2
17 4 23.1 4 31.4
18 5 25.1 5 29.7
19 6 27.2 6 28.2
20 7 29.8 7 27.2
21 8 31.8 8 26.1
22 9 33.3 9 25.1
23 10 34.4 10 24.3
24/0 11 35.0 11 23.7
1 12 34.7 12 23.3

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2 13 33.8 13 22.9
3 14 32.0 14 22.6
4 15 30.0 15 22.2
5 16 28.4 16 22.5
6 17 26.9 17 24.2
7 18 25.2 18 26.8
8 19 24.0 19 29.6
9 20 23.0 20 31.9
10 21 22.0 21 33.9
11 22 20.8 22 35.1
12 23 20.2 23 3.4
24 35.6
6.5.9.2 The enclosure shall be purged for several minutes immediately before the test
until a stable background is obtained. The chamber mixing fan(s) shall also be
switched on at this time.

6.5.9.3 The test vehicle, with the powertrain shut off and the test vehicle windows and
luggage compartment(s) opened, shall be moved into the measuring chamber.
The mixing fan(s) shall be adjusted in such a way as to maintain a minimum air
circulation speed of 8 km/h under the fuel tank of the test vehicle.

6.5.9.4 The hydrocarbon analyser shall be zeroed and spanned immediately before the
test.

6.5.9.5 The enclosure doors shall be closed and sealed gas-tight.

6.5.9.6 Within 10 minutes of closing and sealing the doors, the hydrocarbon
concentration, temperature and barometric pressure shall be measured to give
initial readings of hydrocarbon concentration in the enclosure (CHCi), barometric
pressure (Pi) and ambient chamber temperature (Ti) for the diurnal testing.
Tstart = 0 starts at this time.

6.5.9.7 The hydrocarbon analyser shall be zeroed and spanned immediately before the
end of each emission sampling period.

6.5.9.8 The end of the first and second emission sampling period shall occur at
24 hours 6 minutes and 48 hours 6 minutes, respectively, after the beginning
of the initial sampling, as specified in paragraph 6.5.9.6. of this annex. The
elapsed time shall be recorded.

At the end of each emission sampling period, the hydrocarbon concentration,

temperature and barometric pressure shall be measured and used to calculate the
diurnal test results using the equation in paragraph 7.1. of this annex. The result
obtained from the first 24 hours shall be recorded as MD1. The result obtained
from the second 24 hours shall be recorded as MD2.

6.6 Continuous test procedure for sealed fuel tank systems

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2 13 33.8 13 22.9
3 14 32.0 14 22.6
4 15 30.0 15 22.2
5 16 28.4 16 22.5
6 17 26.9 17 24.2
7 18 25.2 18 26.8
8 19 24.0 19 29.6
9 20 23.0 20 31.9
10 21 22.0 21 33.9
11 22 20.8 22 35.1
12 23 20.2 23 3.4
24 35.6
6.5.9.2 The enclosure shall be purged for several minutes immediately before the test
until a stable background is obtained. The chamber mixing fan(s) shall also be
switched on at this time.

6.5.9.3 The test vehicle, with the powertrain shut off and the test vehicle windows and
luggage compartment(s) opened, shall be moved into the measuring chamber.
The mixing fan(s) shall be adjusted in such a way as to maintain a minimum air
circulation speed of 8 km/h under the fuel tank of the test vehicle.

6.5.9.4 The hydrocarbon analyser shall be zeroed and spanned immediately before the
test.

6.5.9.5 The enclosure doors shall be closed and sealed gas-tight.

6.5.9.6 Within 10 minutes of closing and sealing the doors, the hydrocarbon
concentration, temperature and barometric pressure shall be measured to give
initial readings of hydrocarbon concentration in the enclosure (CHCi), barometric
pressure (Pi) and ambient chamber temperature (Ti) for the diurnal testing.
Tstart = 0 starts at this time.

6.5.9.7 The hydrocarbon analyser shall be zeroed and spanned immediately before the
end of each emission sampling period.

6.5.9.8 The end of the first and second emission sampling period shall occur at
24 hours 6 minutes and 48 hours 6 minutes, respectively, after the beginning
of the initial sampling, as specified in paragraph 6.5.9.6. of this annex. The
elapsed time shall be recorded.

At the end of each emission sampling period, the hydrocarbon concentration,

temperature and barometric pressure shall be measured and used to calculate the
diurnal test results using the equation in paragraph 7.1. of this annex. The result
obtained from the first 24 hours shall be recorded as MD1. The result obtained
from the second 24 hours shall be recorded as MD2.

6.6 Continuous test procedure for sealed fuel tank systems

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6.6.1 In the case that the fuel tank relief pressure is greater than or equal to 30 kPa

6.6.1.1 The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. inclusive
of this annex.

6.6.1.2 Fuel drain and refill

Within one hour after the preconditioning drive, the fuel tank of the vehicle shall
be emptied. This shall be done so as not to abnormally purge or abnormally load
the evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this, otherwise the carbon canister shall be
disconnected. The fuel tank shall be refilled with reference fuel at a temperature
of 18 °C ±2 °C to 15 ±2 per cent of the tank's nominal capacity. The operations
described in paragraphs 6.6.1.3., 6.6.1.4. and 6.6.1.5. of this annex shall be
completed within a total of 36 hours and for the operations described in
paragraphs 6.6.1.4. and 6.6.1.5. the vehicle shall not be exposed to temperatures
above 25°C.

6.6.1.3 Soak

Within 5 minutes after completing fuel drain and refill, the vehicle shall be
soaked for stabilisation for at least 6 hours at an ambient temperature of
20 °C ±2 °C.

6.6.1.4 Fuel tank depressurisation

The tank pressure shall be subsequently released so as not to abnormally raise

the inside pressure of the fuel tank. This may be done by opening the fuel cap
of the vehicle. Regardless of the method of depressurisation, the vehicle shall
be returned to its original condition within 1 minute.

6.6.1.5 Carbon canister loading and purge

The carbon canister aged in accordance with the sequence described in

paragraph 5.1. to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram
breakthrough according to the procedure described in paragraphs 6.5.5.4. to
6.5.5.4.5. inclusive to this annex, and shall be subsequently purged with
25 ±5 litres per minute with emission laboratory air. The volume of purge air
shall not exceed the volume determined in accordance with the requirements of
paragraph 6.6.1.5.1. This loading and purging can be done either (a) using an
on-board carbon canister at a temperature of 20 °C or optionally 23 °C, or (b)
by disconnecting the carbon canister. In both cases, no further relief of the tank
pressure is allowed.

6.6.1.5.1 Determination of maximum purge volume

The maximum purge amount 𝑉𝑜𝑙𝑚𝑎𝑥 shall be determined by the following

equation. In the case of OVC-HEVs, the vehicle shall be operated in charge-
sustaining operating condition. This determination can also be done at a separate
test or during the preconditioning drive.

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6.6.1 In the case that the fuel tank relief pressure is greater than or equal to 30 kPa

6.6.1.1 The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. inclusive
of this annex.

6.6.1.2 Fuel drain and refill

Within one hour after the preconditioning drive, the fuel tank of the vehicle shall
be emptied. This shall be done so as not to abnormally purge or abnormally load
the evaporative control devices fitted to the vehicle. Removal of the fuel cap is
normally sufficient to achieve this, otherwise the carbon canister shall be
disconnected. The fuel tank shall be refilled with reference fuel at a temperature
of 18 °C ±2 °C to 15 ±2 per cent of the tank's nominal capacity. The operations
described in paragraphs 6.6.1.3., 6.6.1.4. and 6.6.1.5. of this annex shall be
completed within a total of 36 hours and for the operations described in
paragraphs 6.6.1.4. and 6.6.1.5. the vehicle shall not be exposed to temperatures
above 25°C.

6.6.1.3 Soak

Within 5 minutes after completing fuel drain and refill, the vehicle shall be
soaked for stabilisation for at least 6 hours at an ambient temperature of
20 °C ±2 °C.

6.6.1.4 Fuel tank depressurisation

The tank pressure shall be subsequently released so as not to abnormally raise

the inside pressure of the fuel tank. This may be done by opening the fuel cap
of the vehicle. Regardless of the method of depressurisation, the vehicle shall
be returned to its original condition within 1 minute.

6.6.1.5 Carbon canister loading and purge

The carbon canister aged in accordance with the sequence described in

paragraph 5.1. to 5.1.3.1.3. inclusive of this annex shall be loaded to 2 gram
breakthrough according to the procedure described in paragraphs 6.5.5.4. to
6.5.5.4.5. inclusive to this annex, and shall be subsequently purged with
25 ±5 litres per minute with emission laboratory air. The volume of purge air
shall not exceed the volume determined in accordance with the requirements of
paragraph 6.6.1.5.1. This loading and purging can be done either (a) using an
on-board carbon canister at a temperature of 20 °C or optionally 23 °C, or (b)
by disconnecting the carbon canister. In both cases, no further relief of the tank
pressure is allowed.

6.6.1.5.1 Determination of maximum purge volume

The maximum purge amount 𝑉𝑜𝑙𝑚𝑎𝑥 shall be determined by the following

equation. In the case of OVC-HEVs, the vehicle shall be operated in charge-
sustaining operating condition. This determination can also be done at a separate
test or during the preconditioning drive.

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100
𝑉𝑜𝑙𝑡𝑎𝑛𝑘 × 0.85 × 𝐹𝐶
𝑃𝑐𝑦𝑐𝑙𝑒
𝑉𝑜𝑙𝑚𝑎𝑥 = 𝑉𝑜𝑙𝑃𝑐𝑦𝑐𝑙𝑒 ×
𝐷𝑖𝑠𝑡𝑃𝑐𝑦𝑐𝑙𝑒

where:

𝑉𝑜𝑙𝑃𝑐𝑦𝑐𝑙𝑒 is the cumulative purge volume rounded to the nearest 0.1 litres
measured using a suitable device (e.g. flowmeter connected to the
vent of the carbon canister or equivalent) over the cold start
preconditioning drive described in the paragraph 6.5.3. of this
annex, l;

𝑉𝑜𝑙𝑡𝑎𝑛𝑘 is the manufacturer’s nominal fuel tank capacity, l;

𝐹𝐶𝑃𝑐𝑦𝑐𝑙𝑒 is the fuel consumption over the single purge cycle described in
paragraph 6.5.3. of this annex which may be measured in either
warm or cold start condition, l/100 km. For OVC-HEVs and
NOVC-HEVs, fuel consumption shall be calculated according to
paragraph 4.2.1. of Annex B8 of this Regulation;

𝐷𝑖𝑠𝑡𝑃𝑐𝑦𝑐𝑙𝑒 is the theoretical distance to the nearest 0.1 km of a single purge

cycle described in paragraph 6.5.3. of this annex, km.
6.6.1.6 Preparation of carbon canister depressurisation puff loss loading

After completing carbon canister loading and purging, the test vehicle shall be
moved into an enclosure, either a SHED or an appropriate climatic chamber. It
shall be demonstrated that the system is leak-free and the pressurisation is
performed in a normal way during the test or by a separate test (e.g. by means
of pressure sensor on the vehicle). The test vehicle shall be subsequently
exposed to the first 11 hours of the ambient temperature profile specified for the
diurnal emission test in Table C4/1 with a maximum deviation of 2 °C at any
time. The average temperature deviation from the profile, calculated using the
absolute value of each measured deviation, shall not exceed 1 °C. The ambient
temperature shall be measured and recorded at least every 10 minutes.

6.6.1.7 Carbon canister puff loss loading

6.6.1.7.1 Fuel tank depressurisation before refuelling

The manufacturer shall ensure that the refuelling operation cannot be initiated
before the sealed fuel tank system is fully depressurised to a pressure less than
2.5 kPa above ambient pressure in normal vehicle operation and use. At the
request of the Test Agency, the manufacturer shall provide detailed information
or demonstrate proof of operation (e.g. by means of pressure sensor on the
vehicle). Any other technical solution may be allowed provided that a safe
refuelling operation is ensured and that no excessive emissions are released to
the atmosphere before the refuelling device is connected to the vehicle.

6.6.1.7.2 Within 15 minutes after the ambient temperature has reached 35 °C, the tank
relief valve shall be opened to load the carbon canister. This loading procedure
may be performed either inside or outside an enclosure. The carbon canister
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100
𝑉𝑜𝑙𝑡𝑎𝑛𝑘 × 0.85 × 𝐹𝐶
𝑃𝑐𝑦𝑐𝑙𝑒
𝑉𝑜𝑙𝑚𝑎𝑥 = 𝑉𝑜𝑙𝑃𝑐𝑦𝑐𝑙𝑒 ×
𝐷𝑖𝑠𝑡𝑃𝑐𝑦𝑐𝑙𝑒

where:

𝑉𝑜𝑙𝑃𝑐𝑦𝑐𝑙𝑒 is the cumulative purge volume rounded to the nearest 0.1 litres
measured using a suitable device (e.g. flowmeter connected to the
vent of the carbon canister or equivalent) over the cold start
preconditioning drive described in the paragraph 6.5.3. of this
annex, l;

𝑉𝑜𝑙𝑡𝑎𝑛𝑘 is the manufacturer’s nominal fuel tank capacity, l;

𝐹𝐶𝑃𝑐𝑦𝑐𝑙𝑒 is the fuel consumption over the single purge cycle described in
paragraph 6.5.3. of this annex which may be measured in either
warm or cold start condition, l/100 km. For OVC-HEVs and
NOVC-HEVs, fuel consumption shall be calculated according to
paragraph 4.2.1. of Annex B8 of this Regulation;

𝐷𝑖𝑠𝑡𝑃𝑐𝑦𝑐𝑙𝑒 is the theoretical distance to the nearest 0.1 km of a single purge

cycle described in paragraph 6.5.3. of this annex, km.
6.6.1.6 Preparation of carbon canister depressurisation puff loss loading

After completing carbon canister loading and purging, the test vehicle shall be
moved into an enclosure, either a SHED or an appropriate climatic chamber. It
shall be demonstrated that the system is leak-free and the pressurisation is
performed in a normal way during the test or by a separate test (e.g. by means
of pressure sensor on the vehicle). The test vehicle shall be subsequently
exposed to the first 11 hours of the ambient temperature profile specified for the
diurnal emission test in Table C4/1 with a maximum deviation of 2 °C at any
time. The average temperature deviation from the profile, calculated using the
absolute value of each measured deviation, shall not exceed 1 °C. The ambient
temperature shall be measured and recorded at least every 10 minutes.

6.6.1.7 Carbon canister puff loss loading

6.6.1.7.1 Fuel tank depressurisation before refuelling

The manufacturer shall ensure that the refuelling operation cannot be initiated
before the sealed fuel tank system is fully depressurised to a pressure less than
2.5 kPa above ambient pressure in normal vehicle operation and use. At the
request of the Test Agency, the manufacturer shall provide detailed information
or demonstrate proof of operation (e.g. by means of pressure sensor on the
vehicle). Any other technical solution may be allowed provided that a safe
refuelling operation is ensured and that no excessive emissions are released to
the atmosphere before the refuelling device is connected to the vehicle.

6.6.1.7.2 Within 15 minutes after the ambient temperature has reached 35 °C, the tank
relief valve shall be opened to load the carbon canister. This loading procedure
may be performed either inside or outside an enclosure. The carbon canister
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loaded according to this paragraph shall be disconnected and shall be kept in the
soak area.

6.6.1.8 Measurement of depressurisation puff loss overflow

The depressurisation puff loss overflow shall be measured using the process in
either paragraph 6.6.1.8.1. or 6.6.1.8.2. of this annex.

6.6.1.8.1 The depressurisation puff loss overflow from the vehicle carbon canister may
be measured by using an additional carbon canister identical to the vehicle's
carbon canister but not necessarily aged. The additional carbon canister shall be
fully purged with dry air prior to loading and shall be connected directly at the
outlet of the vehicle's canister with the shortest possible tube. The additional
carbon canister shall be weighed before and after the procedure described in
paragraph 6.6.1.7. of this annex.

6.6.1.8.2 The depressurisation puff loss overflow from the vehicle carbon canister during
its depressurisation may be measured using a SHED.

Within 15 minutes after the ambient temperature has reached 35°C as described
in paragraph 6.6.1.6. of this annex, the chamber shall be sealed and the
measurement procedure shall be started.

The hydrocarbon analyser shall be zeroed and spanned, after which the
hydrocarbon concentration (CHCi), temperature (Ti) and barometric pressure (Pi)
shall be measured to give the initial readings CHCi, Pi and Ti for the sealed tank
depressurisation puff loss overflow determination

The ambient temperature T of the enclosure shall not be less than 25°C during
the measurement procedure

At the end of the procedure described in paragraph 6.6.1.7.2. of this annex, the
hydrocarbon concentration (CHCf) in the chamber shall be measured after
300 ± 5 seconds. The temperature (Tf) and the barometric pressure (Pf) shall also
be measured. These are the final readings CHCf, Pf and Tf for the sealed tank
depressurisation puff loss overflow.

The sealed tank puff loss overflow result shall be calculated according to
paragraph 7.1. of this annex and recorded.

6.6.1.8.3 There shall be no change in weight of the additional carbon canister when testing
according to paragraph 6.6.1.8.1. or the result of the SHED measurement when
testing according to paragraph 6.6.1.8.2., within the tolerance of ± 0.5 gram.

6.6.1.9 Soak

After completing puff loss loading the vehicle carbon canister shall be replaced
with a dummy carbon canister (of the same specification as the original but not
necessarily aged), the vehicle shall then be soaked at 23 ±2 °C for 6 to 36 hours
to stabilise the vehicle temperature.

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loaded according to this paragraph shall be disconnected and shall be kept in the
soak area.

6.6.1.8 Measurement of depressurisation puff loss overflow

The depressurisation puff loss overflow shall be measured using the process in
either paragraph 6.6.1.8.1. or 6.6.1.8.2. of this annex.

6.6.1.8.1 The depressurisation puff loss overflow from the vehicle carbon canister may
be measured by using an additional carbon canister identical to the vehicle's
carbon canister but not necessarily aged. The additional carbon canister shall be
fully purged with dry air prior to loading and shall be connected directly at the
outlet of the vehicle's canister with the shortest possible tube. The additional
carbon canister shall be weighed before and after the procedure described in
paragraph 6.6.1.7. of this annex.

6.6.1.8.2 The depressurisation puff loss overflow from the vehicle carbon canister during
its depressurisation may be measured using a SHED.

Within 15 minutes after the ambient temperature has reached 35°C as described
in paragraph 6.6.1.6. of this annex, the chamber shall be sealed and the
measurement procedure shall be started.

The hydrocarbon analyser shall be zeroed and spanned, after which the
hydrocarbon concentration (CHCi), temperature (Ti) and barometric pressure (Pi)
shall be measured to give the initial readings CHCi, Pi and Ti for the sealed tank
depressurisation puff loss overflow determination

The ambient temperature T of the enclosure shall not be less than 25°C during
the measurement procedure

At the end of the procedure described in paragraph 6.6.1.7.2. of this annex, the
hydrocarbon concentration (CHCf) in the chamber shall be measured after
300 ± 5 seconds. The temperature (Tf) and the barometric pressure (Pf) shall also
be measured. These are the final readings CHCf, Pf and Tf for the sealed tank
depressurisation puff loss overflow.

The sealed tank puff loss overflow result shall be calculated according to
paragraph 7.1. of this annex and recorded.

6.6.1.8.3 There shall be no change in weight of the additional carbon canister when testing
according to paragraph 6.6.1.8.1. or the result of the SHED measurement when
testing according to paragraph 6.6.1.8.2., within the tolerance of ± 0.5 gram.

6.6.1.9 Soak

After completing puff loss loading the vehicle carbon canister shall be replaced
with a dummy carbon canister (of the same specification as the original but not
necessarily aged), the vehicle shall then be soaked at 23 ±2 °C for 6 to 36 hours
to stabilise the vehicle temperature.

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6.6.1.9.1 REESS charge

For OVC-HEVs, the REESS shall be fully charged in accordance with the
charging requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8
during the soaking described in paragraph 6.6.1.9. of this annex.

6.6.1.10 Fuel drain and refill

The fuel tank of the vehicle shall be drained and filled up to 40 ±2 per cent of
the tank's nominal capacity with reference fuel at a temperature of 18 °C ±2 °C.

6.6.1.11 Soak

The vehicle shall be subsequently parked for a minimum of 6 hours to a

maximum of 36 hours in the soak area at 20 °C ±2 °C to stabilise the fuel
temperature.

6.6.1.12 Fuel tank depressurisation

The tank pressure shall be subsequently released so as not to abnormally raise

the inside pressure of the fuel tank. This may be done by opening the fuel cap
of the vehicle. Regardless of the method of depressurisation, the vehicle shall
be returned to its original condition within 1 minute. After this action, the
vehicle carbon canister shall be connected again.

6.6.1.13 The procedures in paragraphs 6.5.6. to 6.5.9.8. inclusive of this annex shall be
followed.

6.6.2 In the case that the fuel tank relief pressure is lower than 30 kPa

The test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13.

inclusive of this annex. However, in this case, the ambient temperature
described in paragraph 6.5.9.1. of this annex shall be replaced by the profile
specified in Table C4/2 of this annex for the diurnal emission test.

Table C4/2
Ambient temperature profile of the alternative sequence for sealed fuel
tank system
Time (hours) Temperature (°C)
0/24 20.0
1 20.4
2 20.8
3 21.7
4 23.9
5 26.1
6 28.5
7 31.4
8 33.8
9 35.6
10 37.1
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6.6.1.9.1 REESS charge

For OVC-HEVs, the REESS shall be fully charged in accordance with the
charging requirements described in paragraph 2.2.3. of Appendix 4 to Annex B8
during the soaking described in paragraph 6.6.1.9. of this annex.

6.6.1.10 Fuel drain and refill

The fuel tank of the vehicle shall be drained and filled up to 40 ±2 per cent of
the tank's nominal capacity with reference fuel at a temperature of 18 °C ±2 °C.

6.6.1.11 Soak

The vehicle shall be subsequently parked for a minimum of 6 hours to a

maximum of 36 hours in the soak area at 20 °C ±2 °C to stabilise the fuel
temperature.

6.6.1.12 Fuel tank depressurisation

The tank pressure shall be subsequently released so as not to abnormally raise

the inside pressure of the fuel tank. This may be done by opening the fuel cap
of the vehicle. Regardless of the method of depressurisation, the vehicle shall
be returned to its original condition within 1 minute. After this action, the
vehicle carbon canister shall be connected again.

6.6.1.13 The procedures in paragraphs 6.5.6. to 6.5.9.8. inclusive of this annex shall be
followed.

6.6.2 In the case that the fuel tank relief pressure is lower than 30 kPa

The test shall be performed as described in paragraphs 6.6.1.1. to 6.6.1.13.

inclusive of this annex. However, in this case, the ambient temperature
described in paragraph 6.5.9.1. of this annex shall be replaced by the profile
specified in Table C4/2 of this annex for the diurnal emission test.

Table C4/2
Ambient temperature profile of the alternative sequence for sealed fuel
tank system
Time (hours) Temperature (°C)
0/24 20.0
1 20.4
2 20.8
3 21.7
4 23.9
5 26.1
6 28.5
7 31.4
8 33.8
9 35.6
10 37.1
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Table C4/2
Ambient temperature profile of the alternative sequence for sealed fuel
tank system
Time (hours) Temperature (°C)
11 38.0
12 37.7
13 36.4
14 34.2
15 31.9
16 29.9
17 28.2
18 26.2
19 24.7
20 23.5
21 22.3
22 21.0
23 20.2
6.7 Stand-alone test procedure for sealed fuel tank systems

6.7.1 Measurement of depressurisation puff loss loading mass

6.7.1.1 The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. inclusive of this annex shall
be performed. The depressurisation puff loss loading mass is defined as the
difference in weight of the vehicle carbon canister before paragraph 6.6.1.6. of
this annex is applied and after paragraph 6.6.1.7.2. of this annex is applied.

6.7.1.2 The depressurisation puff loss overflow from the vehicle carbon canister shall
be measured according to paragraphs 6.6.1.8.1. and 6.6.1.8.2. inclusive of this
Annex and fulfil the requirements of paragraph 6.6.1.8.3. in this annex.

6.7.2 Hot soak and diurnal breathing evaporative emissions test

6.7.2.1 In the case that the fuel tank relief pressure is greater than or equal to 30 kPa

6.7.2.1.1 The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and
6.6.1.9. to 6.6.1.9.1. inclusive of this annex.

6.7.2.1.2 The carbon canister shall be aged according to the sequence described in
paragraph 5.1. to 5.1.3.1.3. inclusive of this annex and shall be loaded and
purged according to paragraph 6.6.1.5. of this annex.

6.7.2.1.3 The aged carbon canister shall subsequently be loaded according to the
procedure described in paragraph 6.5.5.4. However, instead of loading to
breakthrough as described in paragraph 6.5.5.4.4., the total loading mass shall
be determined in accordance with paragraph 6.7.1.1. of this annex. At the
request of the manufacturer, the reference fuel may alternatively be used instead
of butane. The carbon canister shall be disconnected

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Table C4/2
Ambient temperature profile of the alternative sequence for sealed fuel
tank system
Time (hours) Temperature (°C)
11 38.0
12 37.7
13 36.4
14 34.2
15 31.9
16 29.9
17 28.2
18 26.2
19 24.7
20 23.5
21 22.3
22 21.0
23 20.2
6.7 Stand-alone test procedure for sealed fuel tank systems

6.7.1 Measurement of depressurisation puff loss loading mass

6.7.1.1 The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. inclusive of this annex shall
be performed. The depressurisation puff loss loading mass is defined as the
difference in weight of the vehicle carbon canister before paragraph 6.6.1.6. of
this annex is applied and after paragraph 6.6.1.7.2. of this annex is applied.

6.7.1.2 The depressurisation puff loss overflow from the vehicle carbon canister shall
be measured according to paragraphs 6.6.1.8.1. and 6.6.1.8.2. inclusive of this
Annex and fulfil the requirements of paragraph 6.6.1.8.3. in this annex.

6.7.2 Hot soak and diurnal breathing evaporative emissions test

6.7.2.1 In the case that the fuel tank relief pressure is greater than or equal to 30 kPa

6.7.2.1.1 The test shall be performed as described in paragraphs 6.5.1. to 6.5.3. and
6.6.1.9. to 6.6.1.9.1. inclusive of this annex.

6.7.2.1.2 The carbon canister shall be aged according to the sequence described in
paragraph 5.1. to 5.1.3.1.3. inclusive of this annex and shall be loaded and
purged according to paragraph 6.6.1.5. of this annex.

6.7.2.1.3 The aged carbon canister shall subsequently be loaded according to the
procedure described in paragraph 6.5.5.4. However, instead of loading to
breakthrough as described in paragraph 6.5.5.4.4., the total loading mass shall
be determined in accordance with paragraph 6.7.1.1. of this annex. At the
request of the manufacturer, the reference fuel may alternatively be used instead
of butane. The carbon canister shall be disconnected

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6.7.2.1.4 The procedures in paragraphs 6.6.1.10. to 6.6.1.13. inclusive of this annex shall
be followed.

6.7.2.2 In the case that the fuel tank relief pressure is lower than 30 kPa

The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4.

inclusive of this annex. However, in this case, the ambient temperature
described in paragraph 6.5.9.1. of this annex shall be modified in accordance
with the profile specified in Table A1/1 of this annex for the diurnal emission
test.

7.0 Calculation of evaporative test results

7.1 The evaporative emission tests described in paragraphs 6. to 6.7.2.2. inclusive

of this annex allow the hydrocarbon emissions from the puff loss overflow,
diurnal and hot soak tests to be calculated. Evaporative losses from each of these
tests shall be calculated using the initial and final hydrocarbon concentrations,
temperatures and pressures in the enclosure, together with the net enclosure
volume

The following equation shall be used:

𝐶𝐻𝐶𝑓 ×𝑃𝑓 𝐶𝐻𝐶𝑖 ×𝑃𝑖

MHC= 𝑘 × 𝑉 × ( − ) + 𝑀𝐻𝐶,𝑜𝑢𝑡 − 𝑀𝐻𝐶,𝑖𝑛
𝑇𝑓 𝑇𝑖

Where;

MHC is the mass of hydrocarbons, grams;

MHC,out is the mass of hydrocarbons exiting the enclosure in the case of fixed
volume enclosures for diurnal emission testing, grams;

MHC,in is the mass of hydrocarbon entering the enclosure in the case of fixed
volume enclosures for diurnal emission testing, grams;

CHC is the measured hydrocarbon concentration in the enclosure, ppm

volume in C1 equivalent;

V is the net enclosure volume corrected for the volume of the vehicle
with the windows and the luggage compartment open, m3. If the
volume of the vehicle is not known, a volume of 1.42 m3 shall be
subtracted;

T is the ambient chamber temperature, K;

P is the barometric pressure, kPa;

H/C is the hydrogen to carbon ratio

Where;

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6.7.2.1.4 The procedures in paragraphs 6.6.1.10. to 6.6.1.13. inclusive of this annex shall
be followed.

6.7.2.2 In the case that the fuel tank relief pressure is lower than 30 kPa

The test shall be performed as described in paragraphs 6.7.2.1.1. to 6.7.2.1.4.

inclusive of this annex. However, in this case, the ambient temperature
described in paragraph 6.5.9.1. of this annex shall be modified in accordance
with the profile specified in Table A1/1 of this annex for the diurnal emission
test.

7.0 Calculation of evaporative test results

7.1 The evaporative emission tests described in paragraphs 6. to 6.7.2.2. inclusive

of this annex allow the hydrocarbon emissions from the puff loss overflow,
diurnal and hot soak tests to be calculated. Evaporative losses from each of these
tests shall be calculated using the initial and final hydrocarbon concentrations,
temperatures and pressures in the enclosure, together with the net enclosure
volume

The following equation shall be used:

𝐶𝐻𝐶𝑓 ×𝑃𝑓 𝐶𝐻𝐶𝑖 ×𝑃𝑖

MHC= 𝑘 × 𝑉 × ( − ) + 𝑀𝐻𝐶,𝑜𝑢𝑡 − 𝑀𝐻𝐶,𝑖𝑛
𝑇𝑓 𝑇𝑖

Where;

MHC is the mass of hydrocarbons, grams;

MHC,out is the mass of hydrocarbons exiting the enclosure in the case of fixed
volume enclosures for diurnal emission testing, grams;

MHC,in is the mass of hydrocarbon entering the enclosure in the case of fixed
volume enclosures for diurnal emission testing, grams;

CHC is the measured hydrocarbon concentration in the enclosure, ppm

volume in C1 equivalent;

V is the net enclosure volume corrected for the volume of the vehicle
with the windows and the luggage compartment open, m3. If the
volume of the vehicle is not known, a volume of 1.42 m3 shall be
subtracted;

T is the ambient chamber temperature, K;

P is the barometric pressure, kPa;

H/C is the hydrogen to carbon ratio

Where;

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H/C is taken to be 2.33 for puff loss overflow measurement in SHED and
diurnal test losses;

H/C is taken to be 2.20 for hot soak losses;

H/C is taken to be 2.67 for calibration;

k is 1.2 × 10-4 × (12 + H/C), in (g × K/(m³ × kPa));

i is the initial reading

f is the final reading;

7.1.1 As an alternative to the equation in paragraph 7.1. of this annex, for variable
volume enclosures the following equation may be used at the choice of the
manufacturer:
𝑃
MHC= 𝑘 × 𝑉 × 𝑇𝑖 (𝐶𝐻𝐶𝑓 − 𝐶𝐻𝑐𝑖 )
𝑖

Where;

MHC is the mass of hydrocarbons, grams;

CHC is the measured hydrocarbon concentration in the enclosure, ppm volume

in C1 equivalent

V is the net enclosure volume corrected for the volume of the vehicle with
the windows and the luggage compartment open, m3. If the volume of the
vehicle is not known, a volume of 1.42 m3 shall be subtracted

Ti is the initial ambient chamber temperature, K

Pi is the initial barometric pressure, kPa

H/C is the hydrogen to carbon ratio;

H/C is taken to be 2.33 for puff loss overflow measurement in SHED and
diurnal test losses;

H/C is taken to be 2.20 for hot soak losses

H/C is taken to be 2.67 for calibration;

k is 1.2 × 10-4 × (12 + H/C), in (g × K/(m³ × kPa))

i is the initial reading;

f is the final reading.

7.2 The result of (MHS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in
paragraph 6.6.2. of this Regulation.

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H/C is taken to be 2.33 for puff loss overflow measurement in SHED and
diurnal test losses;

H/C is taken to be 2.20 for hot soak losses;

H/C is taken to be 2.67 for calibration;

k is 1.2 × 10-4 × (12 + H/C), in (g × K/(m³ × kPa));

i is the initial reading

f is the final reading;

7.1.1 As an alternative to the equation in paragraph 7.1. of this annex, for variable
volume enclosures the following equation may be used at the choice of the
manufacturer:
𝑃
MHC= 𝑘 × 𝑉 × 𝑇𝑖 (𝐶𝐻𝐶𝑓 − 𝐶𝐻𝑐𝑖 )
𝑖

Where;

MHC is the mass of hydrocarbons, grams;

CHC is the measured hydrocarbon concentration in the enclosure, ppm volume

in C1 equivalent

V is the net enclosure volume corrected for the volume of the vehicle with
the windows and the luggage compartment open, m3. If the volume of the
vehicle is not known, a volume of 1.42 m3 shall be subtracted

Ti is the initial ambient chamber temperature, K

Pi is the initial barometric pressure, kPa

H/C is the hydrogen to carbon ratio;

H/C is taken to be 2.33 for puff loss overflow measurement in SHED and
diurnal test losses;

H/C is taken to be 2.20 for hot soak losses

H/C is taken to be 2.67 for calibration;

k is 1.2 × 10-4 × (12 + H/C), in (g × K/(m³ × kPa))

i is the initial reading;

f is the final reading.

7.2 The result of (MHS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in
paragraph 6.6.2. of this Regulation.

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8.0 Test report

The test report shall contain at least the following:

(a) Description of the soak periods, including time and mean

temperatures;

(b) Description of aged carbon canister used and reference to exact

ageing report;

(c) Mean temperature during the hot soak test;

(d) Measurement during hot soak test, HSL;

(e) Measurement of first diurnal, DL1st day;

(f) Measurement of second diurnal, DL2nd day;

(g) Final evaporative test result, calculated according to paragraph 7. of

this annex;

(h) Declared fuel tank relief pressure of the system (for sealed tank
systems);

(i) Puff loss loading value (in the case of using 'stand-alone test
procedure' described in paragraph 6.7. of this annex).

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8.0 Test report

The test report shall contain at least the following:

(a) Description of the soak periods, including time and mean

temperatures;

(b) Description of aged carbon canister used and reference to exact

ageing report;

(c) Mean temperature during the hot soak test;

(d) Measurement during hot soak test, HSL;

(e) Measurement of first diurnal, DL1st day;

(f) Measurement of second diurnal, DL2nd day;

(g) Final evaporative test result, calculated according to paragraph 7. of

this annex;

(h) Declared fuel tank relief pressure of the system (for sealed tank
systems);

(i) Puff loss loading value (in the case of using 'stand-alone test
procedure' described in paragraph 6.7. of this annex).

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Annex C4

Type V Test – Durability

(Description of the endurance test for verifying the durability of pollution control device)

1.0 Introduction

1.1 This annex describes the test for verifying the durability of anti-pollution
devices equipping vehicles with positive ignition or compression-ignition
engines. The deterioration factors are used to establish compliance with the
requirements of the appropriate emissions limits as per Gazette Notification
during the target useful life of the vehicle.

The durability requirements shall be demonstrated using one of the options set
out in paragraphs 1.2. and 1.3. below or at the choice of the manufacturer the
assigned deterioration factors as per Gazette Notification. The target useful life
is 1,60,000 km

1.2 The whole vehicle durability test shall preferably be performed on a vehicle
with the cycle energy demand of the VH (as defined in paragraph 4.2.1.1.2. of
Annex B4) with the highest cycle energy demand of all of the Interpolation
Families to be included in the durability family and shall be driven on a test
track, on the road, or on a chassis dynamometer. The cycle energy of the test
vehicle may be further increased to cover future extensions.

1.3 The manufacturer may choose to use a bench ageing durability test. The
technical requirements for this test are set out in paragraph 2.2. of this annex.

1.4 At the request of the manufacturer, the Type I test may be carried out applying
the assigned deterioration factors before the whole vehicle or bench ageing
durability test has been completed. On completion of the whole vehicle or bench
ageing durability test, the type approval results may be amended by replacing
the assigned deterioration factors with those measured in the whole vehicle or
bench ageing durability test.

1.5 Reserved

2.0 Technical requirements

2.1 As the operating cycle for the whole vehicle durability test, the vehicle
manufacturer shall use the Standard Road Cycle (SRC) described in Appendix 3
to this annex. This test cycle shall be conducted until the vehicle has covered its
target useful life.

As the operating cycle for the whole vehicle durability test, the vehicle
manufacturer shall choose one of the driving cycles described in Appendix 3b
to this annex.

2.2 Bench ageing durability test

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Annex C4

Type V Test – Durability

(Description of the endurance test for verifying the durability of pollution control device)

1.0 Introduction

1.1 This annex describes the test for verifying the durability of anti-pollution
devices equipping vehicles with positive ignition or compression-ignition
engines. The deterioration factors are used to establish compliance with the
requirements of the appropriate emissions limits as per Gazette Notification
during the target useful life of the vehicle.

The durability requirements shall be demonstrated using one of the options set
out in paragraphs 1.2. and 1.3. below or at the choice of the manufacturer the
assigned deterioration factors as per Gazette Notification. The target useful life
is 1,60,000 km

1.2 The whole vehicle durability test shall preferably be performed on a vehicle
with the cycle energy demand of the VH (as defined in paragraph 4.2.1.1.2. of
Annex B4) with the highest cycle energy demand of all of the Interpolation
Families to be included in the durability family and shall be driven on a test
track, on the road, or on a chassis dynamometer. The cycle energy of the test
vehicle may be further increased to cover future extensions.

1.3 The manufacturer may choose to use a bench ageing durability test. The
technical requirements for this test are set out in paragraph 2.2. of this annex.

1.4 At the request of the manufacturer, the Type I test may be carried out applying
the assigned deterioration factors before the whole vehicle or bench ageing
durability test has been completed. On completion of the whole vehicle or bench
ageing durability test, the type approval results may be amended by replacing
the assigned deterioration factors with those measured in the whole vehicle or
bench ageing durability test.

1.5 Reserved

2.0 Technical requirements

2.1 As the operating cycle for the whole vehicle durability test, the vehicle
manufacturer shall use the Standard Road Cycle (SRC) described in Appendix 3
to this annex. This test cycle shall be conducted until the vehicle has covered its
target useful life.

As the operating cycle for the whole vehicle durability test, the vehicle
manufacturer shall choose one of the driving cycles described in Appendix 3b
to this annex.

2.2 Bench ageing durability test

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2.2.1 For the execution of the bench ageing durability tests the vehicle used for the
catalyst and/or particle filter temperature measurements shall be VH.

The fuel to be used during the test shall be the one specified in paragraph 4. of
this annex.

The fuel to be used during the test shall be the one specified in paragraph 4. of
this annex.

2.3 The bench ageing durability test to be used shall be the one appropriate to the
type of engine, as detailed in paragraphs 2.3.1. and 2.3.2. of this annex.

2.3.1 Vehicles with positive ignition engines

2.3.1.1 The bench ageing procedure requires the installation of the whole exhaust after-
treatment system on an ageing bench.

Ageing on the bench shall be conducted by following the SBC for the period of
time calculated from the Bench Ageing Time (BAT) equation. The BAT
equation requires, as input, catalyst time-at-temperature data measured on the
SRC, as described in paragraph 2.3.1.3.

2.3.1.2 SBC. Standard catalyst bench ageing shall be conducted following the SBC.
The SBC shall be run for the period of time calculated from the BAT equation.
The SBC is described in Appendix 1 to this annex.

2.3.1.3 Catalyst time-at-temperature data. Catalyst temperature shall be measured

during at least two full cycles of the SRC cycle as described in Appendix 3 to
this annex.

Catalyst temperature shall be measured at the highest temperature location in

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

Catalyst temperature shall be measured at a minimum rate of one hertz (one

measurement per second).

The measured catalyst temperature results shall be tabulated into a histogram

with temperature groups of no larger than 25 °C.

2.3.1.4 The Bench Ageing Time (BAT) shall be calculated using the BAT equation as
follows:

te for a temperature bin = th e((R/Tr)-(R/Tv))

Total te = Sum of te over all the temperature groups

Bench Ageing Time = A (Total te)

Where:

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2.2.1 For the execution of the bench ageing durability tests the vehicle used for the
catalyst and/or particle filter temperature measurements shall be VH.

The fuel to be used during the test shall be the one specified in paragraph 4. of
this annex.

The fuel to be used during the test shall be the one specified in paragraph 4. of
this annex.

2.3 The bench ageing durability test to be used shall be the one appropriate to the
type of engine, as detailed in paragraphs 2.3.1. and 2.3.2. of this annex.

2.3.1 Vehicles with positive ignition engines

2.3.1.1 The bench ageing procedure requires the installation of the whole exhaust after-
treatment system on an ageing bench.

Ageing on the bench shall be conducted by following the SBC for the period of
time calculated from the Bench Ageing Time (BAT) equation. The BAT
equation requires, as input, catalyst time-at-temperature data measured on the
SRC, as described in paragraph 2.3.1.3.

2.3.1.2 SBC. Standard catalyst bench ageing shall be conducted following the SBC.
The SBC shall be run for the period of time calculated from the BAT equation.
The SBC is described in Appendix 1 to this annex.

2.3.1.3 Catalyst time-at-temperature data. Catalyst temperature shall be measured

during at least two full cycles of the SRC cycle as described in Appendix 3 to
this annex.

Catalyst temperature shall be measured at the highest temperature location in

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

Catalyst temperature shall be measured at a minimum rate of one hertz (one

measurement per second).

The measured catalyst temperature results shall be tabulated into a histogram

with temperature groups of no larger than 25 °C.

2.3.1.4 The Bench Ageing Time (BAT) shall be calculated using the BAT equation as
follows:

te for a temperature bin = th e((R/Tr)-(R/Tv))

Total te = Sum of te over all the temperature groups

Bench Ageing Time = A (Total te)

Where:

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Bench Ageing Time = A (Total te)

Where:

A is equal to 1.1 This value adjusts the catalyst ageing time to account
for deterioration from sources other than thermal ageing of the
catalyst.

R is Catalyst thermal reactivity which is equal to 17,500

th is the time (in hours) measured within the prescribed temperature

bin of the vehicle's catalyst temperature histogram adjusted to a full
useful life basis e.g., if the histogram represented 400 km, and useful
life is 1,60,000 km; all histogram time entries would be multiplied
by 400 (1,60,000/400).

Total te is the equivalent time (in hours) to age the catalyst at the temperature
of Tr on the catalyst ageing bench using the catalyst ageing cycle to
produce the same amount of deterioration experienced by the
catalyst due to thermal deactivation over the 1,60,000 km.

te for a bin is the equivalent time (in hours) to age the catalyst at the temperature
of Tr on the catalyst ageing bench using the catalyst ageing cycle to
produce the same amount of deterioration experienced by the
catalyst due to thermal deactivation at the temperature bin of Tv over
160,000 km.

Tr is the effective reference temperature (in K) of the catalyst on the

catalyst bench run on the bench ageing cycle. The effective
temperature is the constant temperature that would result in the same
amount of ageing as the various temperatures experienced during the
bench ageing cycle.

Tv is the mid-point temperature (in K) of the temperature bin of the

vehicle on-road catalyst temperature histogram.

2.3.1.5 Effective reference temperature on the SBC. The effective reference

temperature of the SBC shall be determined for the actual catalyst system design
and actual ageing bench which will be used using the following procedures:

(a) Measure time-at-temperature data in the catalyst system on the

catalyst ageing bench following the SBC. Catalyst temperature shall
be measured at the highest temperature location of the hottest
catalyst in the system. Alternatively, the temperature may be
measured at another location providing that it is adjusted to represent
the temperature measured at the hottest location.

Catalyst temperature shall be measured at a minimum rate of one

hertz (one measurement per second) during at least 20 minutes of
bench ageing. The measured catalyst temperature results shall be

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Bench Ageing Time = A (Total te)

Where:

A is equal to 1.1 This value adjusts the catalyst ageing time to account
for deterioration from sources other than thermal ageing of the
catalyst.

R is Catalyst thermal reactivity which is equal to 17,500

th is the time (in hours) measured within the prescribed temperature

bin of the vehicle's catalyst temperature histogram adjusted to a full
useful life basis e.g., if the histogram represented 400 km, and useful
life is 1,60,000 km; all histogram time entries would be multiplied
by 400 (1,60,000/400).

Total te is the equivalent time (in hours) to age the catalyst at the temperature
of Tr on the catalyst ageing bench using the catalyst ageing cycle to
produce the same amount of deterioration experienced by the
catalyst due to thermal deactivation over the 1,60,000 km.

te for a bin is the equivalent time (in hours) to age the catalyst at the temperature
of Tr on the catalyst ageing bench using the catalyst ageing cycle to
produce the same amount of deterioration experienced by the
catalyst due to thermal deactivation at the temperature bin of Tv over
160,000 km.

Tr is the effective reference temperature (in K) of the catalyst on the

catalyst bench run on the bench ageing cycle. The effective
temperature is the constant temperature that would result in the same
amount of ageing as the various temperatures experienced during the
bench ageing cycle.

Tv is the mid-point temperature (in K) of the temperature bin of the

vehicle on-road catalyst temperature histogram.

2.3.1.5 Effective reference temperature on the SBC. The effective reference

temperature of the SBC shall be determined for the actual catalyst system design
and actual ageing bench which will be used using the following procedures:

(a) Measure time-at-temperature data in the catalyst system on the

catalyst ageing bench following the SBC. Catalyst temperature shall
be measured at the highest temperature location of the hottest
catalyst in the system. Alternatively, the temperature may be
measured at another location providing that it is adjusted to represent
the temperature measured at the hottest location.

Catalyst temperature shall be measured at a minimum rate of one

hertz (one measurement per second) during at least 20 minutes of
bench ageing. The measured catalyst temperature results shall be

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tabulated into a histogram with temperature groups of no larger than

10 °C.

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

2.3.1.6 Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and
deliver the appropriate exhaust flow, exhaust constituents, and exhaust
temperature at the face of the catalyst.

All bench ageing equipment and procedures shall record appropriate

information (such as measured A/F ratios and time-at-temperature in the
catalyst) to assure that sufficient ageing has actually occurred.

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

Additional testing may be conducted by the manufacturer. Calculation of the

deterioration factors has to be done according to the calculation method as
specified in paragraph 7. of this annex.

2.3.2 Vehicles with compression ignition engines

2.3.2.1 The following bench ageing procedure is applicable for compression-ignition

vehicles including hybrid vehicles.

The bench ageing procedure requires the installation of the after-treatment

system on an after-treatment system ageing bench.

In case of exhaust after-treatment system using reagent, the whole injection

system shall be fitted and working for ageing.

Ageing on the bench is conducted by following the Standard Diesel Bench

Cycle (SDBC) for the number of regenerations/desulphurisations calculated
from the Bench Ageing Duration (BAD) equation.

2.3.2.2 SDBC. Standard bench ageing is conducted following the SDBC. The SDBC
shall be run for the period of time calculated from the BAD equation. The SDBC
is described in Appendix 2 to this annex.

2.3.2.3 Regeneration data. Regeneration intervals shall be measured during at least 10

full cycles of the SRC cycle as described in Appendix 3 to this annex. As an
alternative the intervals from the Ki determination may be used.

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tabulated into a histogram with temperature groups of no larger than

10 °C.

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

2.3.1.6 Catalyst ageing bench. The catalyst ageing bench shall follow the SBC and
deliver the appropriate exhaust flow, exhaust constituents, and exhaust
temperature at the face of the catalyst.

All bench ageing equipment and procedures shall record appropriate

information (such as measured A/F ratios and time-at-temperature in the
catalyst) to assure that sufficient ageing has actually occurred.

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

Additional testing may be conducted by the manufacturer. Calculation of the

deterioration factors has to be done according to the calculation method as
specified in paragraph 7. of this annex.

2.3.2 Vehicles with compression ignition engines

2.3.2.1 The following bench ageing procedure is applicable for compression-ignition

vehicles including hybrid vehicles.

The bench ageing procedure requires the installation of the after-treatment

system on an after-treatment system ageing bench.

In case of exhaust after-treatment system using reagent, the whole injection

system shall be fitted and working for ageing.

Ageing on the bench is conducted by following the Standard Diesel Bench

Cycle (SDBC) for the number of regenerations/desulphurisations calculated
from the Bench Ageing Duration (BAD) equation.

2.3.2.2 SDBC. Standard bench ageing is conducted following the SDBC. The SDBC
shall be run for the period of time calculated from the BAD equation. The SDBC
is described in Appendix 2 to this annex.

2.3.2.3 Regeneration data. Regeneration intervals shall be measured during at least 10

full cycles of the SRC cycle as described in Appendix 3 to this annex. As an
alternative the intervals from the Ki determination may be used.

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2.3.2.4 Diesel bench ageing duration. Bench ageing duration is calculated using the
BAD equation as follows:

2.3.2.5 Ageing bench. The ageing bench shall follow the SDBC and deliver appropriate
exhaust flow, exhaust constituents, and exhaust temperature to the after-
treatment system inlet.

2.3.2.6 Required testing. For calculating deterioration factors at least two Type I tests
before bench ageing of the emission control hardware and at least two Type I
tests after the bench-aged emission hardware is reinstalled have to be performed
on VH. Additional testing may be conducted by the manufacturer. Calculation
of the deterioration factors shall be done according to the calculation method set
out in paragraph 7. of this annex and with the additional requirements contained
in this regulation.

3.0 Test vehicle

3.1 The vehicle shall be VH. It shall be in good mechanical order; the engine and
the anti-pollution devices shall be new. The vehicle may be the same as that
presented for the Type I test; in this case the Type I test has to be done after the
vehicle has run at least 3,000 km of the ageing cycle of Appendix 3. to this
annex.

3.1.1 Special requirements for hybrid vehicles are provided in Appendix 4 to this
annex.

4.0 Fuel

The durability test is conducted with a suitable commercially available fuel.

5.0 Vehicle maintenance and adjustments

Maintenance, adjustments as well as the use of the test vehicle's controls shall
be those recommended by the manufacturer. If during the execution of the
whole vehicle durability test the vehicle experiences a failure not related to
emissions and/or fuel consumption and/or energy consumption, the
manufacturer can fix the vehicle and continue with the durability test. Otherwise
the manufacturer shall consult the Test Agency to find a commonly agreed
solution.

6.0 Vehicle operation on track, road or on chassis dynamometer

6.1 Operating cycle

During operation on track, road or on roller test bench, the distance shall be
covered according to the driving schedule described in Appendix 3 of this
annex.

6.2 The durability test, or if the manufacturer has chosen, the modified durability
test shall be conducted until the vehicle has covered its target useful life.

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2.3.2.4 Diesel bench ageing duration. Bench ageing duration is calculated using the
BAD equation as follows:

2.3.2.5 Ageing bench. The ageing bench shall follow the SDBC and deliver appropriate
exhaust flow, exhaust constituents, and exhaust temperature to the after-
treatment system inlet.

2.3.2.6 Required testing. For calculating deterioration factors at least two Type I tests
before bench ageing of the emission control hardware and at least two Type I
tests after the bench-aged emission hardware is reinstalled have to be performed
on VH. Additional testing may be conducted by the manufacturer. Calculation
of the deterioration factors shall be done according to the calculation method set
out in paragraph 7. of this annex and with the additional requirements contained
in this regulation.

3.0 Test vehicle

3.1 The vehicle shall be VH. It shall be in good mechanical order; the engine and
the anti-pollution devices shall be new. The vehicle may be the same as that
presented for the Type I test; in this case the Type I test has to be done after the
vehicle has run at least 3,000 km of the ageing cycle of Appendix 3. to this
annex.

3.1.1 Special requirements for hybrid vehicles are provided in Appendix 4 to this
annex.

4.0 Fuel

The durability test is conducted with a suitable commercially available fuel.

5.0 Vehicle maintenance and adjustments

Maintenance, adjustments as well as the use of the test vehicle's controls shall
be those recommended by the manufacturer. If during the execution of the
whole vehicle durability test the vehicle experiences a failure not related to
emissions and/or fuel consumption and/or energy consumption, the
manufacturer can fix the vehicle and continue with the durability test. Otherwise
the manufacturer shall consult the Test Agency to find a commonly agreed
solution.

6.0 Vehicle operation on track, road or on chassis dynamometer

6.1 Operating cycle

During operation on track, road or on roller test bench, the distance shall be
covered according to the driving schedule described in Appendix 3 of this
annex.

6.2 The durability test, or if the manufacturer has chosen, the modified durability
test shall be conducted until the vehicle has covered its target useful life.

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6.3 Test equipment

6.3.1 Chassis dynamometer

6.3.1.1 When the durability test is performed on a chassis dynamometer, the

dynamometer shall enable the cycle described in Appendix 3 of this annex to be
carried out. In particular, it shall be equipped with systems simulating inertia
and resistance to progress.

6.3.1.2 The road load coefficients to be used shall be those for vehicle high (VH).

6.3.1.3 The vehicle cooling system should enable the vehicle to operate at temperatures
similar to those obtained on road (oil, water, exhaust system, etc.).

6.3.1.4 Certain other test bench adjustments and features are deemed to be identical,
where necessary, to those described in Annex B5 to this Regulation (inertia, for
example, which may be mechanical or electronic).

6.3.1.5 The vehicle may be moved, where necessary, to a different bench in order to
conduct emission measurement tests.

6.3.2 Operation on track or road

When the durability test is completed on track or road, the test mass of the
vehicle shall be the same as that retained for tests conducted on a chassis
dynamometer.

7.0 Measuring emissions of pollutants

A first test is carried out when the vehicle has reached a mileage between
3,000 km and 5,000 km. Further tests are carried out at 20,000 km (±400 km)
and then every 20,000 km (±400 km) or more frequently, at regular intervals
until having covered the target useful life. Exhaust emissions are measured in
accordance with the Type I Test as defined in Annex B6 of this Regulation. At
the choice of the manufacturer any of the above tests can be repeated. In such a
case the average value of all the repeated tests shall be considered as a single
value for the relevant mileage.

The limit values to be complied with are those as per Gazette Notification.

In the case of vehicles equipped with periodically regenerating systems as defined

in paragraph 3.8.1. of this Regulation, it shall be checked that the vehicle is not
approaching a regeneration period. If this is the case, the vehicle shall be driven
until the end of the regeneration. If a regeneration occurs during the emissions
measurement, a new test (including preconditioning) shall be performed, and the
first result not taken into account.

All exhaust emissions results shall be plotted as a function of the running

distance on the system rounded to the nearest kilometre and the best fit straight
line fitted by the method of least squares shall be drawn through all these data
points.

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6.3 Test equipment

6.3.1 Chassis dynamometer

6.3.1.1 When the durability test is performed on a chassis dynamometer, the

dynamometer shall enable the cycle described in Appendix 3 of this annex to be
carried out. In particular, it shall be equipped with systems simulating inertia
and resistance to progress.

6.3.1.2 The road load coefficients to be used shall be those for vehicle high (VH).

6.3.1.3 The vehicle cooling system should enable the vehicle to operate at temperatures
similar to those obtained on road (oil, water, exhaust system, etc.).

6.3.1.4 Certain other test bench adjustments and features are deemed to be identical,
where necessary, to those described in Annex B5 to this Regulation (inertia, for
example, which may be mechanical or electronic).

6.3.1.5 The vehicle may be moved, where necessary, to a different bench in order to
conduct emission measurement tests.

6.3.2 Operation on track or road

When the durability test is completed on track or road, the test mass of the
vehicle shall be the same as that retained for tests conducted on a chassis
dynamometer.

7.0 Measuring emissions of pollutants

A first test is carried out when the vehicle has reached a mileage between
3,000 km and 5,000 km. Further tests are carried out at 20,000 km (±400 km)
and then every 20,000 km (±400 km) or more frequently, at regular intervals
until having covered the target useful life. Exhaust emissions are measured in
accordance with the Type I Test as defined in Annex B6 of this Regulation. At
the choice of the manufacturer any of the above tests can be repeated. In such a
case the average value of all the repeated tests shall be considered as a single
value for the relevant mileage.

The limit values to be complied with are those as per Gazette Notification.

In the case of vehicles equipped with periodically regenerating systems as defined

in paragraph 3.8.1. of this Regulation, it shall be checked that the vehicle is not
approaching a regeneration period. If this is the case, the vehicle shall be driven
until the end of the regeneration. If a regeneration occurs during the emissions
measurement, a new test (including preconditioning) shall be performed, and the
first result not taken into account.

All exhaust emissions results shall be plotted as a function of the running

distance on the system rounded to the nearest kilometre and the best fit straight
line fitted by the method of least squares shall be drawn through all these data
points.

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The data will be acceptable for use in the calculation of the deterioration factor
only if the interpolated 5,000 km and target useful life points on this line are
within the above mentioned limits.

The data are still acceptable when a best fit straight line crosses an applicable
limit with a negative slope (the 5,000 km interpolated point is higher than the
target useful life point) but the target useful life actual data point is below the
limit.

7.1 A multiplicative exhaust emission deterioration factor shall be calculated for

each pollutant as follows:

𝑀𝑖2
𝐷. 𝐸. 𝐹. =
𝑀𝑖1

Where:

Mi1 is a (As specified in paragraph 7.0.) mass emission of the pollutant i in

g/km interpolated to 5,000 km,

Mi2 is a mass emission of the pollutant i in g/km interpolated to the respective

target useful life

These interpolated values shall be carried out to a minimum of four places to

the right of the decimal point before dividing one by the other to determine the
deterioration factor. The result shall be rounded to three places to the right of
the decimal point.

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

At the request of a manufacturer, an additive exhaust emission deterioration

factor shall be calculated for each pollutant as follows:

D . E . F . = Mi2 – Mi1

If the additive deterioration factor calculated with the above formula is negative,
then it shall be put equal to zero.

These additive deterioration factors shall follow the same rules described for the
multiplicative deterioration factors

Annex C4- Appendix 1

Standard Bench Cycle (SBC)

1.0 Introduction

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The data will be acceptable for use in the calculation of the deterioration factor
only if the interpolated 5,000 km and target useful life points on this line are
within the above mentioned limits.

The data are still acceptable when a best fit straight line crosses an applicable
limit with a negative slope (the 5,000 km interpolated point is higher than the
target useful life point) but the target useful life actual data point is below the
limit.

7.1 A multiplicative exhaust emission deterioration factor shall be calculated for

each pollutant as follows:

𝑀𝑖2
𝐷. 𝐸. 𝐹. =
𝑀𝑖1

Where:

Mi1 is a (As specified in paragraph 7.0.) mass emission of the pollutant i in

g/km interpolated to 5,000 km,

Mi2 is a mass emission of the pollutant i in g/km interpolated to the respective

target useful life

These interpolated values shall be carried out to a minimum of four places to

the right of the decimal point before dividing one by the other to determine the
deterioration factor. The result shall be rounded to three places to the right of
the decimal point.

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

At the request of a manufacturer, an additive exhaust emission deterioration

factor shall be calculated for each pollutant as follows:

D . E . F . = Mi2 – Mi1

If the additive deterioration factor calculated with the above formula is negative,
then it shall be put equal to zero.

These additive deterioration factors shall follow the same rules described for the
multiplicative deterioration factors

Annex C4- Appendix 1

Standard Bench Cycle (SBC)

1.0 Introduction

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The standard ageing durability procedure consists of ageing a catalyst/oxygen

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

2.0 Catalyst temperature control

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

2.2 Control the catalyst temperature at stoichiometric operation (01 to 40 seconds on

the cycle) to a minimum of 800 °C (±10 °C) by selecting the appropriate engine
speed, load, and spark timing for the engine. Control the maximum catalyst
temperature that occurs during the cycle to 890 °C (±10 °C) by selecting the
appropriate A/F ratio of the engine during the "rich" phase described in Table A12
App1/2.

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

Table A12 App1/2

Standard Bench Cycle (SBC)

Time Engine air/fuel ratio Secondary air

(seconds) injection

1-40 Stoichiometric with load, spark timing None

and engine speed controlled to achieve
a minimum catalyst temperature of
800 °C

41-45 "Rich" (A/F ratio selected to achieve a None

maximum catalyst temperature over
the entire cycle of 890 °C or 90 °C
higher than lower control
temperature)

46-55 "Rich" (A/F ratio selected to achieve a 3 % (±1 %)

maximum catalyst temperature over
the entire cycle of 890 °C or 90 °C
higher than lower control
temperature)

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The standard ageing durability procedure consists of ageing a catalyst/oxygen

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

2.0 Catalyst temperature control

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

2.2 Control the catalyst temperature at stoichiometric operation (01 to 40 seconds on

the cycle) to a minimum of 800 °C (±10 °C) by selecting the appropriate engine
speed, load, and spark timing for the engine. Control the maximum catalyst
temperature that occurs during the cycle to 890 °C (±10 °C) by selecting the
appropriate A/F ratio of the engine during the "rich" phase described in Table A12
App1/2.

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

Table A12 App1/2

Standard Bench Cycle (SBC)

Time Engine air/fuel ratio Secondary air

(seconds) injection

1-40 Stoichiometric with load, spark timing None

and engine speed controlled to achieve
a minimum catalyst temperature of
800 °C

41-45 "Rich" (A/F ratio selected to achieve a None

maximum catalyst temperature over
the entire cycle of 890 °C or 90 °C
higher than lower control
temperature)

46-55 "Rich" (A/F ratio selected to achieve a 3 % (±1 %)

maximum catalyst temperature over
the entire cycle of 890 °C or 90 °C
higher than lower control
temperature)

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56-60 Stoichiometric with load, spark timing 3 % (±1 %)

and engine speed controlled to achieve
a minimum catalyst temperature of
800 °C

Figure A12 App1/2

Standard Bench Cycle

3.0 Ageing bench equipment and procedures

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

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

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

3.2 Exhaust system installation. The entire catalyst(s)-plus-oxygen and/or air fuel ratio
sensor(s) system, together with all exhaust piping which connects these
components, will be installed on the bench. For engines with multiple exhaust
streams (such as some V6 and V8 engines), each bank of the exhaust system will
be installed separately on the bench in parallel.

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

3.3 Temperature measurement. Catalyst temperature shall be measured using a

thermocouple placed in the catalyst bed at the location where the highest
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56-60 Stoichiometric with load, spark timing 3 % (±1 %)

and engine speed controlled to achieve
a minimum catalyst temperature of
800 °C

Figure A12 App1/2

Standard Bench Cycle

3.0 Ageing bench equipment and procedures

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

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

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

3.2 Exhaust system installation. The entire catalyst(s)-plus-oxygen and/or air fuel ratio
sensor(s) system, together with all exhaust piping which connects these
components, will be installed on the bench. For engines with multiple exhaust
streams (such as some V6 and V8 engines), each bank of the exhaust system will
be installed separately on the bench in parallel.

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

3.3 Temperature measurement. Catalyst temperature shall be measured using a

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

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

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

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

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

The air injection system is set to provide the necessary air flow to produce 3.0 per
cent oxygen (±0.1 %) in the steady-state stoichiometric exhaust stream just in front
of the first catalyst. A typical reading at the upstream A/F measurement point
(required in paragraph 3.4. of this appendix) is lambda 1.16 (which is approximately
3 per cent oxygen).

With the air injection on, set the "Rich" A/F ratio to produce a catalyst bed
temperature of 890 °C (±10 °C). A typical A/F value for this step is lambda 0.94
(approximately 2 per cent CO).

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

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

After the ageing has been completed, the catalyst time-at-temperature collected
during the ageing process shall be tabulated into a histogram with temperature
groups of no larger than 10 °C. The BAT equation and the calculated effective
reference temperature for the ageing cycle according to paragraph 2.3.1.4. of this
annex will be used to determine if the appropriate amount of thermal ageing of the
catalyst has in fact occurred. Bench ageing will be extended if the thermal effect of
the calculated ageing time is not at least 95 per cent of the target thermal ageing.

3.9 Start up and Shutdown. Care should be taken to assure that the maximum catalyst
temperature for rapid deterioration (e.g. 1,050 °C) does not occur during start up or

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temperature occurs in the hottest catalyst. Alternatively, the feed gas temperature
just before the catalyst inlet face may be measured and converted to catalyst bed
temperature using a linear transform calculated from correlation data collected on
the catalyst design and ageing bench to be used in the ageing process. The catalyst
temperature shall be stored digitally at the speed of 1 Hz

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

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

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

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

The air injection system is set to provide the necessary air flow to produce 3.0 per
cent oxygen (±0.1 %) in the steady-state stoichiometric exhaust stream just in front
of the first catalyst. A typical reading at the upstream A/F measurement point
(required in paragraph 3.4. of this appendix) is lambda 1.16 (which is approximately
3 per cent oxygen).

With the air injection on, set the "Rich" A/F ratio to produce a catalyst bed
temperature of 890 °C (±10 °C). A typical A/F value for this step is lambda 0.94
(approximately 2 per cent CO).

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

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

After the ageing has been completed, the catalyst time-at-temperature collected
during the ageing process shall be tabulated into a histogram with temperature
groups of no larger than 10 °C. The BAT equation and the calculated effective
reference temperature for the ageing cycle according to paragraph 2.3.1.4. of this
annex will be used to determine if the appropriate amount of thermal ageing of the
catalyst has in fact occurred. Bench ageing will be extended if the thermal effect of
the calculated ageing time is not at least 95 per cent of the target thermal ageing.

3.9 Start up and Shutdown. Care should be taken to assure that the maximum catalyst
temperature for rapid deterioration (e.g. 1,050 °C) does not occur during start up or

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shut down. Special low temperature start up and shutdown procedures may be used
to alleviate this concern.

4.0 Experimentally determining the R-factor for bench ageing durability procedures

4.1 The R-Factor is the catalyst thermal reactivity coefficient used in the BAT equation.
Manufacturers may determine the value of R experimentally using the following
procedures.

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

4.1.2 Estimate the value of R and calculate the effective reference temperature (Tr) for
the bench ageing cycle for each control temperature according to paragraph 2.3.1.4.
of this annex.

4.1.3 Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst.
Calculate the least-squared best-fit line through the data. For the data set to be useful
for this purpose the data should have an approximately common intercept between
0 and 6,400 km. See Figure A12 App1/3 for an example.

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

Figure A12 App1/3

Example of catalyst ageing

Catalyst Ageing

2 x std

1 x std
Emissions

Temp A
Temp B
Temp C

4K Ageing Time (hours)

4.1.5 Plot the natural log (ln) of the slope of each best-fit line (determined in paragraph
4.1.4. of this appendix) along the vertical axis, versus the inverse of ageing
temperature (1/(ageing temperature, deg K)) along the horizontal axis. Calculate the
least squared best-fit lines through the data. The slope of the line is the R-factor.
See Figure A12 App1/4 for an example.

4.1.6 Compare the R-factor to the initial value that was used in paragraph 4.1.2. of this
appendix. If the calculated R-factor differs from the initial value by more than 5 per
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shut down. Special low temperature start up and shutdown procedures may be used
to alleviate this concern.

4.0 Experimentally determining the R-factor for bench ageing durability procedures

4.1 The R-Factor is the catalyst thermal reactivity coefficient used in the BAT equation.
Manufacturers may determine the value of R experimentally using the following
procedures.

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

4.1.2 Estimate the value of R and calculate the effective reference temperature (Tr) for
the bench ageing cycle for each control temperature according to paragraph 2.3.1.4.
of this annex.

4.1.3 Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst.
Calculate the least-squared best-fit line through the data. For the data set to be useful
for this purpose the data should have an approximately common intercept between
0 and 6,400 km. See Figure A12 App1/3 for an example.

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

Figure A12 App1/3

Example of catalyst ageing

Catalyst Ageing

2 x std

1 x std
Emissions

Temp A
Temp B
Temp C

4K Ageing Time (hours)

4.1.5 Plot the natural log (ln) of the slope of each best-fit line (determined in paragraph
4.1.4. of this appendix) along the vertical axis, versus the inverse of ageing
temperature (1/(ageing temperature, deg K)) along the horizontal axis. Calculate the
least squared best-fit lines through the data. The slope of the line is the R-factor.
See Figure A12 App1/4 for an example.

4.1.6 Compare the R-factor to the initial value that was used in paragraph 4.1.2. of this
appendix. If the calculated R-factor differs from the initial value by more than 5 per
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cent, choose a new R-factor that is between the initial and calculated values, and
then repeat the steps in paragraphs 4.1.2. to 4.1.6. of this appendix to derive a new
R-factor. Repeat this process until the calculated R-factor is within 5 per cent of the
initially assumed R-factor.

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

Figure A12 App1/4

Determining the R-Factor

Annex C4- Appendix 2

Standard Diesel Bench Cycle (SDBC)

1.0 Introduction

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cent, choose a new R-factor that is between the initial and calculated values, and
then repeat the steps in paragraphs 4.1.2. to 4.1.6. of this appendix to derive a new
R-factor. Repeat this process until the calculated R-factor is within 5 per cent of the
initially assumed R-factor.

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

Figure A12 App1/4

Determining the R-Factor

Annex C4- Appendix 2

Standard Diesel Bench Cycle (SDBC)

1.0 Introduction

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For particulate filters, the number of regenerations is critical to the ageing process.
For systems that require desulphurisation cycles (e.g. NOx storage catalysts), this
process is also significant.

The standard diesel bench ageing durability procedure consists of ageing an after-
treatment system on an ageing bench which follows the SDBC described in this
appendix. The SDBC requires use of an ageing bench with an engine as the source
of feed gas for the system.

During the SDBC, the regeneration/desulphurisation strategies of the system shall

remain in normal operating condition.

2.0 The SDBC reproduces the engine speed and load conditions that are encountered
in the SRC cycle as appropriate to the period for which durability is to be
determined. In order to accelerate the process of ageing, the engine settings on the
test bench may be modified to reduce the system loading times. For example the
fuel injection timing or EGR strategy may be modified.

3.0 Ageing bench equipment and procedures

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

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

3.2 Exhaust system installation. The entire after-treatment system, together with all
exhaust piping which connects these components, will be installed on the bench.
For engines with multiple exhaust streams (such as some V6 and V8 engines), each
bank of the exhaust system will be installed separately on the bench.

The entire after-treatment system will be installed as a unit for ageing.

Alternatively, each individual component may be separately aged for the
appropriate period of time.

In case of exhaust after-treatment system using reagent, the whole injection system
shall be fitted and working for ageing.

Annex C4 – Appendix 3a

Standard Road Cycle (SRC)

1.0 Introduction

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For particulate filters, the number of regenerations is critical to the ageing process.
For systems that require desulphurisation cycles (e.g. NOx storage catalysts), this
process is also significant.

The standard diesel bench ageing durability procedure consists of ageing an after-
treatment system on an ageing bench which follows the SDBC described in this
appendix. The SDBC requires use of an ageing bench with an engine as the source
of feed gas for the system.

During the SDBC, the regeneration/desulphurisation strategies of the system shall

remain in normal operating condition.

2.0 The SDBC reproduces the engine speed and load conditions that are encountered
in the SRC cycle as appropriate to the period for which durability is to be
determined. In order to accelerate the process of ageing, the engine settings on the
test bench may be modified to reduce the system loading times. For example the
fuel injection timing or EGR strategy may be modified.

3.0 Ageing bench equipment and procedures

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

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

3.2 Exhaust system installation. The entire after-treatment system, together with all
exhaust piping which connects these components, will be installed on the bench.
For engines with multiple exhaust streams (such as some V6 and V8 engines), each
bank of the exhaust system will be installed separately on the bench.

The entire after-treatment system will be installed as a unit for ageing.

Alternatively, each individual component may be separately aged for the
appropriate period of time.

In case of exhaust after-treatment system using reagent, the whole injection system
shall be fitted and working for ageing.

Annex C4 – Appendix 3a

Standard Road Cycle (SRC)

1.0 Introduction

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The Standard Road Cycle (SRC) is a kilometre accumulation cycle on VH.

The vehicle may be run on a test track or on a kilometre accumulation
dynamometer.

The cycle consists of 7 laps of a 6 km course. The length of the lap may be
changed to accommodate the length of the mileage accumulation test track.

Standard road cycle

Lap Description Typical acceleration rate m/s²

1 (start engine) idle 10 seconds 0

1 Moderate acceleration to 48 km/h 1.79

1 Cruise at 48 km/h for ¼ lap 0

1 Moderate deceleration to 32 km/h -2.23

1 Moderate acceleration to 48 km/h 1.79

1 Cruise at 48 km/h for ¼ lap 0

1 Moderate deceleration to stop -2.23

1 Idle 5 seconds 0

1 Moderate acceleration to 56 km/h 1.79

1 Cruise at 56 km/h for ¼ lap 0

1 Moderate deceleration to 40 km/h -2.23

1 Moderate acceleration to 56 km/h 1.79

1 Cruise at 56 km/h for ¼ lap 0

1 Moderate deceleration to stop -2.23

2 Idle 10 seconds 0

2 Moderate acceleration to 64 km/h 1.34

2 Cruise at 64 km/h for ¼ lap 0

2 Moderate deceleration to 48 km/h -2.23

2 Moderate acceleration to 64 km/h 1.34

2 Cruise at 64 km/h for ¼ lap 0

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The Standard Road Cycle (SRC) is a kilometre accumulation cycle on VH.

The vehicle may be run on a test track or on a kilometre accumulation
dynamometer.

The cycle consists of 7 laps of a 6 km course. The length of the lap may be
changed to accommodate the length of the mileage accumulation test track.

Standard road cycle

Lap Description Typical acceleration rate m/s²

1 (start engine) idle 10 seconds 0

1 Moderate acceleration to 48 km/h 1.79

1 Cruise at 48 km/h for ¼ lap 0

1 Moderate deceleration to 32 km/h -2.23

1 Moderate acceleration to 48 km/h 1.79

1 Cruise at 48 km/h for ¼ lap 0

1 Moderate deceleration to stop -2.23

1 Idle 5 seconds 0

1 Moderate acceleration to 56 km/h 1.79

1 Cruise at 56 km/h for ¼ lap 0

1 Moderate deceleration to 40 km/h -2.23

1 Moderate acceleration to 56 km/h 1.79

1 Cruise at 56 km/h for ¼ lap 0

1 Moderate deceleration to stop -2.23

2 Idle 10 seconds 0

2 Moderate acceleration to 64 km/h 1.34

2 Cruise at 64 km/h for ¼ lap 0

2 Moderate deceleration to 48 km/h -2.23

2 Moderate acceleration to 64 km/h 1.34

2 Cruise at 64 km/h for ¼ lap 0

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2 Moderate deceleration to stop -2.23

2 Idle 5 seconds 0

2 Moderate acceleration to 72 km/h 1.34

2 Cruise at 72 km/h for ¼ lap 0

2 Moderate deceleration to 56 km/h -2.23

2 Moderate acceleration to 72 km/h 1.34

2 Cruise at 72 km/h for ¼ lap 0

2 Moderate deceleration to stop -2.23

3 Idle 10 seconds 0

3 Hard acceleration to 88 km/h 1.79

3 Cruise at 88 km/h for ¼ lap 0

3 Moderate deceleration to 72 -2.23

km/h

3 Moderate acceleration to 88 km/h 0.89

3 Cruise at 88 km/h for ¼ lap 0

3 Moderate deceleration to 72 -2.23

km/h

3 Moderate acceleration to 97 km/h 0.89

3 Cruise at 97 km/h for ¼ lap 0

3 Moderate deceleration to 80 -2.23

km/h

3 Moderate acceleration to 97 km/h 0.89

3 Cruise at 97 km/h for ¼ lap 0

3 Moderate deceleration to stop -1.79

4 Idle 10 seconds 0

4 Hard acceleration to 129 km/h 1.34

4 Coast down to 113 km/h -0.45

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2 Moderate deceleration to stop -2.23

2 Idle 5 seconds 0

2 Moderate acceleration to 72 km/h 1.34

2 Cruise at 72 km/h for ¼ lap 0

2 Moderate deceleration to 56 km/h -2.23

2 Moderate acceleration to 72 km/h 1.34

2 Cruise at 72 km/h for ¼ lap 0

2 Moderate deceleration to stop -2.23

3 Idle 10 seconds 0

3 Hard acceleration to 88 km/h 1.79

3 Cruise at 88 km/h for ¼ lap 0

3 Moderate deceleration to 72 -2.23

km/h

3 Moderate acceleration to 88 km/h 0.89

3 Cruise at 88 km/h for ¼ lap 0

3 Moderate deceleration to 72 -2.23

km/h

3 Moderate acceleration to 97 km/h 0.89

3 Cruise at 97 km/h for ¼ lap 0

3 Moderate deceleration to 80 -2.23

km/h

3 Moderate acceleration to 97 km/h 0.89

3 Cruise at 97 km/h for ¼ lap 0

3 Moderate deceleration to stop -1.79

4 Idle 10 seconds 0

4 Hard acceleration to 129 km/h 1.34

4 Coast down to 113 km/h -0.45

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4 Cruise at 113 km/h for ½ lap 0

4 Moderate deceleration to 80 -1.34

km/h

4 Moderate acceleration to 105 0.89

km/h

4 Cruise at 105 km/h for ½ lap 0

4 Moderate deceleration to 80 -1.34

km/h

5 Moderate acceleration to 121 0.45

km/h

5 Cruise at 121 km/h for ½ lap 0

5 Moderate deceleration to 80 -1.34

km/h

5 Light acceleration to 113 km/h 0.45

5 Cruise at 113 km/h for ½ lap 0

5 Moderate deceleration to 80 -1.34

km/h

6 Moderate acceleration to 113 0.89

km/h

6 Coast down to 97 km/h -0.45

6 Cruise at 97 km/h for ½ lap 0

6 Moderate deceleration to 80 -1.79

km/h

6 Moderate acceleration to 104 0.45

km/h

6 Cruise at 104 km/h for ½ lap 0

6 Moderate deceleration to stop -1.79

7 Idle 45 seconds 0

7 Hard acceleration to 88 km/h 1.79

7 Cruise at 88 km/h for ¼ lap 0

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4 Cruise at 113 km/h for ½ lap 0

4 Moderate deceleration to 80 -1.34

km/h

4 Moderate acceleration to 105 0.89

km/h

4 Cruise at 105 km/h for ½ lap 0

4 Moderate deceleration to 80 -1.34

km/h

5 Moderate acceleration to 121 0.45

km/h

5 Cruise at 121 km/h for ½ lap 0

5 Moderate deceleration to 80 -1.34

km/h

5 Light acceleration to 113 km/h 0.45

5 Cruise at 113 km/h for ½ lap 0

5 Moderate deceleration to 80 -1.34

km/h

6 Moderate acceleration to 113 0.89

km/h

6 Coast down to 97 km/h -0.45

6 Cruise at 97 km/h for ½ lap 0

6 Moderate deceleration to 80 -1.79

km/h

6 Moderate acceleration to 104 0.45

km/h

6 Cruise at 104 km/h for ½ lap 0

6 Moderate deceleration to stop -1.79

7 Idle 45 seconds 0

7 Hard acceleration to 88 km/h 1.79

7 Cruise at 88 km/h for ¼ lap 0

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7 Moderate deceleration to 64 -2.23

km/h

7 Moderate acceleration to 88 km/h 0.89

7 Cruise at 88 km/h for ¼ lap 0

7 Moderate deceleration to 64 -2.23

km/h

7 Moderate acceleration to 80 km/h 0.89

7 Cruise at 80 km/h for ¼ lap 0

7 Moderate deceleration to 64 -2.23

km/h

7 Moderate acceleration to 80 km/h 0.89

7 Cruise at 80 km/h for ¼ lap 0

7 Moderate deceleration to stop -2.23

The standard road cycle is represented graphically in the following figure:

Standard Road Cycle

140

120

100
Speed (km/h)

80

60

40

20

0
0 1 2 3 4 5 6 7
Laps (5.95 km)

1.0 Pattern A

Driving pattern Distance ratio

Normal driving All elements (idling, more than 60 %

acceleration, deceleration, steady
speed) shall be operated within
less than 60km/h

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7 Moderate deceleration to 64 -2.23

km/h

7 Moderate acceleration to 88 km/h 0.89

7 Cruise at 88 km/h for ¼ lap 0

7 Moderate deceleration to 64 -2.23

km/h

7 Moderate acceleration to 80 km/h 0.89

7 Cruise at 80 km/h for ¼ lap 0

7 Moderate deceleration to 64 -2.23

km/h

7 Moderate acceleration to 80 km/h 0.89

7 Cruise at 80 km/h for ¼ lap 0

7 Moderate deceleration to stop -2.23

The standard road cycle is represented graphically in the following figure:

Standard Road Cycle

140

120

100
Speed (km/h)

80

60

40

20

0
0 1 2 3 4 5 6 7
Laps (5.95 km)

1.0 Pattern A

Driving pattern Distance ratio

Normal driving All elements (idling, more than 60 %

acceleration, deceleration, steady
speed) shall be operated within
less than 60km/h

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High speed driving Steady speed whichever lower more than 20 %

100km/h or V_max

others according to manufacture no specific

engineering practice requirement as
long as
maintaining the
above criteria

2.0 Pattern B

Driving pattern Distance ratio

Number of standing more than 20 times per hour

start

High speed driving Steady speed whichever lower more than 8 %

100km/h or V_max

Average speed more than 45km/h

others All elements (idling,

acceleration, deceleration,
steady speed) shall be operated.

Expected more severe driving

pattern than Table A12/App3b.1
in term of deterioration

Table A12/App3b.1

mod Driving conditions Operation time Cumulative time

e (s) (s)

1 Idling 10 10

2 Acceleration : 0 → 60km/h 30 40

3 Steady speed : 60km/h 15 55

4 Deceleration : 60 → 30 km/h 15 70

5 Acceleration : 30 → 60km/h 15 85

6 Steady speed : 60km/h 15 100

7 Deceleration : 60 → 0 km/h 30 130

8 repeat 1 to 7 nine times 1,170 1,300

9 Idling 10 1,310

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High speed driving Steady speed whichever lower more than 20 %

100km/h or V_max

others according to manufacture no specific

engineering practice requirement as
long as
maintaining the
above criteria

2.0 Pattern B

Driving pattern Distance ratio

Number of standing more than 20 times per hour

start

High speed driving Steady speed whichever lower more than 8 %

100km/h or V_max

Average speed more than 45km/h

others All elements (idling,

acceleration, deceleration,
steady speed) shall be operated.

Expected more severe driving

pattern than Table A12/App3b.1
in term of deterioration

Table A12/App3b.1

mod Driving conditions Operation time Cumulative time

e (s) (s)

1 Idling 10 10

2 Acceleration : 0 → 60km/h 30 40

3 Steady speed : 60km/h 15 55

4 Deceleration : 60 → 30 km/h 15 70

5 Acceleration : 30 → 60km/h 15 85

6 Steady speed : 60km/h 15 100

7 Deceleration : 60 → 0 km/h 30 130

8 repeat 1 to 7 nine times 1,170 1,300

9 Idling 10 1,310

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10 Acceleration : 0 → 100* 40 (50**) 1,350 (1,360**)

km/h

11 Steady speed : 100km/h 200 (190**) 1,550

12 Deceleration : 100 → 0 km/h 50 1,600

13 repeat 1 to 12 until useful life

* whichever lower 100 km/h or V_max

** for vehicles having engine displacement less than or equal to 0.660 litre,
vehicle length less than or equal to 3.40 m, vehicle width less than or
equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less
than or equal to 3 in addition to a driver, and payload less than or equal
to 350 kg

Annex C4- Appendix 4

Special Requirements for Hybrid Vehicles

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10 Acceleration : 0 → 100* 40 (50**) 1,350 (1,360**)

km/h

11 Steady speed : 100km/h 200 (190**) 1,550

12 Deceleration : 100 → 0 km/h 50 1,600

13 repeat 1 to 12 until useful life

* whichever lower 100 km/h or V_max

** for vehicles having engine displacement less than or equal to 0.660 litre,
vehicle length less than or equal to 3.40 m, vehicle width less than or
equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less
than or equal to 3 in addition to a driver, and payload less than or equal
to 350 kg

Annex C4- Appendix 4

Special Requirements for Hybrid Vehicles

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1.0 Introduction

1.1 This appendix provides special requirements for the Type V test of OVC-
HEVs and NOVC-HEVs, as set out in paragraphs 2. and 3. of this appendix.

2.0 For OVC-HEVs:

It is allowed to charge the electrical energy/power storage device twice a day

during mileage accumulation.

The mileage accumulation using the REESS shall be less than the target useful
life multiplied by the sum of all calculated Utility Factors UFj (UF) for that
vehicle from the beginning of the charge-depleting Type I test up to phase j.

Phase j corresponds with the last phase of the transition cycle which is the end
of the Charge-Depleting-Type I test.

Mileage accumulation shall be driven in the driver selectable mode that is

always selected when the vehicle is switched on (predominant mode) or in the
mode which is recommended by the manufacturer (if no predominant mode is
available) after agreement of the Test Agencies.

During the mileage accumulation a change into another hybrid mode is

allowed if necessary in order to continue the mileage accumulation after
agreement of the Test Agency.

The measurements of emissions of pollutants shall be carried out under the

same conditions as specified in paragraph 3.2.5. of Annex B8.

3.0 For NOVC-HEVs:

Mileage accumulation shall be driven in the driver selectable mode which is

always selected when the vehicle is switched on (predominant mode) or in the
mode which is recommended by the manufacturer (if no predominant mode is
available) after agreement of the Test Agency.

The measurements of emissions of pollutants shall be carried out in the same

conditions as in the Type I test.

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1.0 Introduction

1.1 This appendix provides special requirements for the Type V test of OVC-
HEVs and NOVC-HEVs, as set out in paragraphs 2. and 3. of this appendix.

2.0 For OVC-HEVs:

It is allowed to charge the electrical energy/power storage device twice a day

during mileage accumulation.

The mileage accumulation using the REESS shall be less than the target useful
life multiplied by the sum of all calculated Utility Factors UFj (UF) for that
vehicle from the beginning of the charge-depleting Type I test up to phase j.

Phase j corresponds with the last phase of the transition cycle which is the end
of the Charge-Depleting-Type I test.

Mileage accumulation shall be driven in the driver selectable mode that is

always selected when the vehicle is switched on (predominant mode) or in the
mode which is recommended by the manufacturer (if no predominant mode is
available) after agreement of the Test Agencies.

During the mileage accumulation a change into another hybrid mode is

allowed if necessary in order to continue the mileage accumulation after
agreement of the Test Agency.

The measurements of emissions of pollutants shall be carried out under the

same conditions as specified in paragraph 3.2.5. of Annex B8.

3.0 For NOVC-HEVs:

Mileage accumulation shall be driven in the driver selectable mode which is

always selected when the vehicle is switched on (predominant mode) or in the
mode which is recommended by the manufacturer (if no predominant mode is
available) after agreement of the Test Agency.

The measurements of emissions of pollutants shall be carried out in the same

conditions as in the Type I test.

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Annex C5

On-Board Diagnostics (OBD) for motor vehicles

1.0 Introduction

This annex applies to the functional aspects of On-Board Diagnostic (OBD)

system for the emission control of motor vehicles.

This annex does not apply to PEVs and FCHVs

2.0 RESERVED

3.0 Requirements and tests

3.1 All vehicles shall be equipped with an OBD system so designed, constructed
and installed in a vehicle as to enable it to identify types of deterioration or
malfunction over the entire life of the vehicle. In achieving this objective, the
Test Agency shall accept that vehicles which have travelled distances in
excess of the target useful life (according to paragraph 6.7. of this Regulation)
referred to in paragraph 3.3.1. of this annex, may show some deterioration in
OBD system performance such that the OBD thresholds defined as per
Gazette Notification may be exceeded before the OBD system signals a failure
to the driver of the vehicle.

3.1.1 Access to the OBD system required for the inspection, diagnosis, servicing or
repair of the vehicle shall be unrestricted and standardised. All emission-
related fault codes shall be consistent with paragraph 6.5.3.5. of Appendix 1
to this annex.

3.2 General provisions for the OBD system

3.2.1 The OBD system shall be so designed, constructed and installed in a vehicle
as to enable it to comply with the requirements of this annex during conditions
of normal use.

Temporary disablement of the OBD system

3.2.1.1 A manufacturer may disable the OBD system if its ability to monitor is
affected by low fuel levels. Disablement shall not occur when the fuel tank
level is above 20 per cent of the nominal capacity of the fuel tank.

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Annex C5

On-Board Diagnostics (OBD) for motor vehicles

1.0 Introduction

This annex applies to the functional aspects of On-Board Diagnostic (OBD)

system for the emission control of motor vehicles.

This annex does not apply to PEVs and FCHVs

2.0 RESERVED

3.0 Requirements and tests

3.1 All vehicles shall be equipped with an OBD system so designed, constructed
and installed in a vehicle as to enable it to identify types of deterioration or
malfunction over the entire life of the vehicle. In achieving this objective, the
Test Agency shall accept that vehicles which have travelled distances in
excess of the target useful life (according to paragraph 6.7. of this Regulation)
referred to in paragraph 3.3.1. of this annex, may show some deterioration in
OBD system performance such that the OBD thresholds defined as per
Gazette Notification may be exceeded before the OBD system signals a failure
to the driver of the vehicle.

3.1.1 Access to the OBD system required for the inspection, diagnosis, servicing or
repair of the vehicle shall be unrestricted and standardised. All emission-
related fault codes shall be consistent with paragraph 6.5.3.5. of Appendix 1
to this annex.

3.2 General provisions for the OBD system

3.2.1 The OBD system shall be so designed, constructed and installed in a vehicle
as to enable it to comply with the requirements of this annex during conditions
of normal use.

Temporary disablement of the OBD system

3.2.1.1 A manufacturer may disable the OBD system if its ability to monitor is
affected by low fuel levels. Disablement shall not occur when the fuel tank
level is above 20 per cent of the nominal capacity of the fuel tank.

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3.2.1.2 A manufacturer may disable the OBD system at ambient engine starting
temperatures below 266 K (-7 °C) or at elevations over 2,440 metres above
sea level provided the manufacturer submits data and/or an engineering
evaluation which adequately demonstrate that monitoring would be unreliable
when such conditions exist. A manufacturer may also request disablement of
the OBD system at other ambient engine starting temperatures if he
demonstrates to the Test Agency with data and/or an engineering evaluation
that misdiagnosis would occur under such conditions. It is not necessary to
illuminate the Malfunction Indicator (MI) if the OBD thresholds are exceeded
during a regeneration provided no defect is present.

3.2.1.3 For vehicles designed to accommodate the installation of power take-off units,
disablement of affected monitoring systems is permitted provided disablement
occurs only when the power take-off unit is active.

In addition to the provisions of this paragraph the manufacturer may

temporarily disable the OBD system in the following conditions:

(a) For flex fuel or mono/bi fuel gas vehicles during 1 minute after re-
fuelling to allow for the recognition of fuel quality and composition by
the ECU;

(b) For bi fuel vehicles during 5 seconds after fuel switching to allow for
readjusting engine parameters;

(c) The manufacturer may deviate from these time limits if it can
demonstrate that stabilisation of the fuelling system after re-fuelling or
fuel switching takes longer for justified technical reasons. In any case,
the OBD system shall be re-enabled as soon as either the fuel quality and
composition is recognised, or the engine parameters are readjusted.

3.2.2 Engine misfire in vehicles equipped with positive ignition engines

3.2.2.1 Manufacturers may adopt higher misfire percentage malfunction criteria than
those declared to the Test Agency, under specific engine speed and load
conditions where it can be demonstrated to the Test Agency that the detection
of lower levels of misfire would be unreliable.

3.2.2.2 When a manufacturer can demonstrate to the Test Agency that the detection
of higher levels of misfire percentages is still not feasible, or that misfire
cannot be distinguished from other effects (e.g. rough roads, transmission
shifts, after engine starting; etc.) the misfire monitoring system may be
disabled when such conditions exist.

3.2.3 Identification of deterioration or malfunctions may be also be done outside a

driving cycle (e.g. after engine shutdown).

3.3 Description of tests

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3.2.1.2 A manufacturer may disable any specific OBD monitor for a given driving
cycle for ambient or engine coolant temperatures below 266 K (-7 °C) or at
elevations over 2,440 metres above sea level provided the manufacturer
submits data and/or an engineering evaluation which adequately demonstrate
that monitoring would be unreliable when such conditions exist. A
manufacturer may also request disablement of any specific OBD monitor at
other ambient or engine coolant temperatures or other elevations if he
demonstrates to the Test Agency with data and/or an engineering evaluation
that misdiagnosis would occur under such conditions. It is not necessary to
illuminate the Malfunction Indicator (MI) if the OBD thresholds are exceeded
during a regeneration provided no defect is present.

Engine temperature is only deemed subject to approval, if it is used as a

substitute to ambient temperature.

3.2.1.3 For vehicles designed to accommodate the installation of power take-off units,
disablement of affected monitoring systems is permitted provided disablement
occurs only when the power take-off unit is active.

In addition to the provisions of this paragraph the manufacturer may

temporarily disable the OBD system in the following conditions:

(a) For flex fuel or mono/bi fuel gas vehicles during 1 minute after re-
fuelling to allow for the recognition of fuel quality and composition by
the ECU;

(b) For bi fuel vehicles during 5 seconds after fuel switching to allow for
readjusting engine parameters;

(c) The manufacturer may deviate from these time limits if it can
demonstrate that stabilisation of the fuelling system after re-fuelling or
fuel switching takes longer for justified technical reasons. In any case,
the OBD system shall be re-enabled as soon as either the fuel quality and
composition is recognised, or the engine parameters are readjusted.

3.2.2 Engine misfire in vehicles equipped with positive ignition engines

3.2.2.1 Manufacturers may adopt higher misfire percentage malfunction criteria than
those declared to the Test Agency, under specific engine speed and load
conditions where it can be demonstrated to the Test Agency that the detection
of lower levels of misfire would be unreliable.

3.2.2.2 When a manufacturer can demonstrate to the Test Agency that the detection
of higher levels of misfire percentages is still not feasible, or that misfire
cannot be distinguished from other effects (e.g. rough roads, transmission
shifts, after engine starting; etc.) the misfire monitoring system may be
disabled when such conditions exist.

3.2.3 Identification of deterioration or malfunctions may be also be done outside a

driving cycle (e.g. after engine shutdown).

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3.3.1 The tests are carried out on the vehicle used for the Type V durability test,
given in Annex C4 to this Regulation, and using the test procedure in
Appendix 1 to this annex. Tests are carried out at the conclusion of the Type
V durability testing.

When no Type V durability testing is carried out, or at the request of the

manufacturer, a suitably aged and representative vehicle may be used for these
OBD demonstration tests.

3.3.2 The OBD system shall indicate the failure of an emission-related component
or system when that failure results in emissions exceeding any of the OBD
thresholds as per Gazette Notification

3.3.2.1 The OBD thresholds limits for vehicles that are type approved according to
the emission limits per Gazette Notification.

3.3.3 Monitoring requirements for vehicles equipped with positive ignition

engines.

In satisfying the requirements of paragraph 3.3.2. of this annex the OBD

system shall, at a minimum, monitor for:

3.3.3.1 Catalyst

The reduction in the efficiency of the catalytic converter with respect to

emissions of NMHC and NOx. Manufacturers may monitor the front catalyst
alone or in combination with the next catalyst(s) downstream. Each monitored
catalyst or catalyst combination shall be considered malfunctioning when the
emissions exceed the NMHC or NOx OBD thresholds as per Gazette
Notification.

3.3.3.2 Engine Misfire

The presence of engine misfire in the engine operating region bounded by the
following lines:

(a) A maximum speed of 4,500 min-1 or 1,000 min-1 greater than the
highest speed occurring during a Type I Test cycle, whichever is the
lower;

(b) The positive torque line (i.e. engine load with the transmission in
neutral);

(c) A line joining the following engine operating points: the positive torque
line at 3,000 min-1 and a point on the maximum speed line defined in
(a) above with the engine's manifold vacuum at 13.33 kPa lower than
that at the positive torque line.

3.3.3.2.1 Specific monitoring rate for misfire:

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3.3 Description of tests

3.3.1 The tests are carried out on the vehicle used for the Type V durability test,
given in Annex C4 to this Regulation, and using the test procedure in
Appendix 1 to this annex. Tests are carried out at the conclusion of the Type
V durability testing.

When no Type V durability testing is carried out, or at the request of the

manufacturer, a suitably aged and representative vehicle may be used for these
OBD demonstration tests.

3.3.2 The OBD system shall indicate the failure of an emission-related component
or system when that failure results in emissions exceeding any of the OBD
thresholds as per Gazette Notification

3.3.2.1 The OBD thresholds limits for vehicles that are type approved according to
the emission limits per Gazette Notification.

3.3.3 Monitoring requirements for vehicles equipped with positive ignition

engines.

In satisfying the requirements of paragraph 3.3.2. of this annex the OBD

system shall, at a minimum, monitor for:

3.3.3.1 Catalyst

The reduction in the efficiency of the catalytic converter with respect to

emissions of NMHC and NOx. Manufacturers may monitor the front catalyst
alone or in combination with the next catalyst(s) downstream. Each monitored
catalyst or catalyst combination shall be considered malfunctioning when the
emissions exceed the NMHC or NOx OBD thresholds as per Gazette
Notification.

3.3.3.2 Engine Misfire

The presence of engine misfire in the engine operating region bounded by the
following lines:

(a) A maximum speed of 4,500 min-1 or 1,000 min-1 greater than the
highest speed occurring during a Type I Test cycle, whichever is the
lower;

(b) The positive torque line (i.e. engine load with the transmission in
neutral);

(c) A line joining the following engine operating points: the positive torque
line at 3,000 min-1 and a point on the maximum speed line defined in
(a) above with the engine's manifold vacuum at 13.33 kPa lower than
that at the positive torque line.

3.3.3.2.1 Specific monitoring rate for misfire:

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(a) Catalytic converter protection. The engine misfire which causes the
catalytic converter damage because of excessive heat, shall be
monitored every 200 revolutions within the region specified in
paragraph 3.3.3.2.

When the evaluated engine misfire rate is less than 5%, the limit can be
fixed at 5%.

(b) Exceeding emission threshold. The engine misfire which causes to

exceed an emission threshold shall be monitored every 1,000
revolutions within the region specified in paragraph 3.3.3.2.

When the evaluated engine misfire rate is less than 1%, the limit can be
fixed at 1%.

3.3.3.3 Oxygen sensor deterioration

This paragraph shall mean that the deterioration of all oxygen sensors fitted
and used for monitoring malfunctions of the catalytic converter according to
the requirements of this annex shall be monitored.

3.3.3.4 Exhaust gas recirculation system

Malfunction of exhaust gas recirculation system when the emissions exceed

any OBD threshold as per Gazette Notification.

3.3.3.5 Fuel system

Malfunction of fuel supply system when the emissions exceed any OBD
threshold as per Gazette Notification.

3.3.3.6 Secondary air system

Malfunction of exhaust secondary air system when the emissions exceed any
OBD threshold as per Gazette Notification

3.3.3.7 Valve timing system

Malfunction of variable valve timing mechanism when the emissions exceed

any OBD threshold as per Gazette Notification

3.3.3.8 The electronic evaporative emission purge control shall, at a minimum, be

monitored for circuit continuity.

3.3.3.9 For direct injection positive ignition engines any malfunction, which may lead
to emissions exceeding the particulate OBD threshold limits as per Gazette
Notification and which has to be monitored according to the requirements of
this annex for compression ignition engines, shall be monitored.

3.3.3.10 Comprehensive Components

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(a) Catalytic converter protection. The engine misfire which causes the
catalytic converter damage because of excessive heat, shall be
monitored every 200 revolutions within the region specified in
paragraph 3.3.3.2.

When the evaluated engine misfire rate is less than 5%, the limit can be
fixed at 5%.

(b) Exceeding emission threshold. The engine misfire which causes to

exceed an emission threshold shall be monitored every 1,000
revolutions within the region specified in paragraph 3.3.3.2.

When the evaluated engine misfire rate is less than 1%, the limit can be
fixed at 1%.

3.3.3.3 Oxygen sensor deterioration

This paragraph shall mean that the deterioration of all oxygen sensors fitted
and used for monitoring malfunctions of the catalytic converter according to
the requirements of this annex shall be monitored.

3.3.3.4 Exhaust gas recirculation system

Malfunction of exhaust gas recirculation system when the emissions exceed

any OBD threshold as per Gazette Notification.

3.3.3.5 Fuel system

Malfunction of fuel supply system when the emissions exceed any OBD
threshold as per Gazette Notification.

3.3.3.6 Secondary air system

Malfunction of exhaust secondary air system when the emissions exceed any
OBD threshold as per Gazette Notification

3.3.3.7 Valve timing system

Malfunction of variable valve timing mechanism when the emissions exceed

any OBD threshold as per Gazette Notification

3.3.3.8 The electronic evaporative emission purge control shall, at a minimum, be

monitored for circuit continuity.

3.3.3.9 For direct injection positive ignition engines any malfunction, which may lead
to emissions exceeding the particulate OBD threshold limits as per Gazette
Notification and which has to be monitored according to the requirements of
this annex for compression ignition engines, shall be monitored.

3.3.3.10 Comprehensive Components

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Unless otherwise monitored the following shall be monitored for circuit

continuity:

(a) Any other emission-related power-train component connected to a

computer, the failure of which may result in tailpipe emissions
exceeding the OBD thresholds as per Gazette Notification ; or

(b) Any relevant sensors used to enable monitoring functions to be carried

out.

3.3.3.11 Other emission Control System

If active on the selected fuel, any other emission control systems ( e.g.
Atmosphere pressure sensor, Intake air pressure sensor, Intake air temperature
sensor, Air flow sensor, Engine coolant temperature sensor, Throttle sensor,
Cylinder identification sensor, Crank angle sensor, etc…) , the failure of
which may result in tailpipe emissions exceeding the OBD thresholds as per
Gazette Notification shall be monitored.

3.3.4 Monitoring requirements for vehicles equipped with compression-

ignition engines

In satisfying the requirements of paragraph 3.3.2. of this annex the OBD

system shall monitor:

3.3.4.1 Where fitted, reduction in the efficiency of the catalytic converter.

3.3.4.2 Where fitted, the functionality and integrity of the particulate trap.

3.3.4.3 The fuel-injection system electronic fuel quantity and timing actuator(s) is/are
monitored for circuit continuity and total functional failure.

3.3.4.4 Malfunctions and the reduction in efficiency of the EGR system shall be
monitored.

3.3.4.5 Malfunctions and the reduction in efficiency of a NOx after-treatment system

using a reagent and the reagent dosing sub-system shall be monitored.

3.3.4.6 Malfunctions and the reduction in efficiency of NOx after-treatment not using
a reagent shall be monitored.

3.3.4.7 Comprehensive Components

Unless otherwise monitored the following shall be monitored for circuit

continuity:

(a) any other emission-related power-train component connected to a

computer, the failure of which may result in tailpipe emissions
exceeding the OBD thresholds as per Gazette Notification ; or

(b) any relevant sensors used to enable monitoring functions to be carried

out.

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Unless otherwise monitored the following shall be monitored for circuit

continuity:

(a) Any other emission-related power-train component connected to a

computer, the failure of which may result in tailpipe emissions
exceeding the OBD thresholds as per Gazette Notification ; or

(b) Any relevant sensors used to enable monitoring functions to be carried

out.

3.3.3.11 Other emission Control System

If active on the selected fuel, any other emission control systems ( e.g.
Atmosphere pressure sensor, Intake air pressure sensor, Intake air temperature
sensor, Air flow sensor, Engine coolant temperature sensor, Throttle sensor,
Cylinder identification sensor, Crank angle sensor, etc…) , the failure of
which may result in tailpipe emissions exceeding the OBD thresholds as per
Gazette Notification shall be monitored.

3.3.4 Monitoring requirements for vehicles equipped with compression-

ignition engines

In satisfying the requirements of paragraph 3.3.2. of this annex the OBD

system shall monitor:

3.3.4.1 Where fitted, reduction in the efficiency of the catalytic converter.

3.3.4.2 Where fitted, the functionality and integrity of the particulate trap.

3.3.4.3 The fuel-injection system electronic fuel quantity and timing actuator(s) is/are
monitored for circuit continuity and total functional failure.

3.3.4.4 Malfunctions and the reduction in efficiency of the EGR system shall be
monitored.

3.3.4.5 Malfunctions and the reduction in efficiency of a NOx after-treatment system

using a reagent and the reagent dosing sub-system shall be monitored.

3.3.4.6 Malfunctions and the reduction in efficiency of NOx after-treatment not using
a reagent shall be monitored.

3.3.4.7 Comprehensive Components

Unless otherwise monitored the following shall be monitored for circuit

continuity:

(a) any other emission-related power-train component connected to a

computer, the failure of which may result in tailpipe emissions
exceeding the OBD thresholds as per Gazette Notification ; or

(b) any relevant sensors used to enable monitoring functions to be carried

out.

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3.3.4.8 Other emission Control System

If active on the selected fuel, any other emission control systems (e.g air mass-
flow, air volumetric flow (and temperature), boost pressure and inlet manifold
pressure, etc...), the failure of which may result in tailpipe emissions
exceeding the OBD thresholds as per Gazette Notification shall be monitored.

3.3.5 Manufacturers may demonstrate to the Test Agency that certain components
or systems need not be monitored if, in the event of their total failure or
removal, emissions do not exceed the OBD thresholds as per Gazette
Notification

3.3.5.1 The following devices should however be monitored for total failure or
removal (if removal would cause the applicable emission limits as per Gazette
Notification to be exceeded):

(a) A particulate trap fitted to compression ignition engines as a separate

unit or integrated into a combined emission control device;

(b) A NOx after treatment system fitted to compression ignition engines as

a separate unit or integrated into a combined emission control device;

(c) A Diesel Oxidation Catalyst (DOC) fitted to compression ignition

engines as a separate unit or integrated into a combined emission
control device.

3.3.5.2 The devices referred to in paragraph 3.3.5.1. of this annex shall also be
monitored for any failure that would result in exceeding the applicable OBD
thresholds as per Gazette Notification.

3.4 A sequence of diagnostic checks shall be initiated at each driving cycle and
completed at least once provided that the correct test conditions are met. The
test conditions shall be selected in such a way that they all occur under normal
driving as represented by the Type I test.

3.5 Activation of malfunction indicator (MI)

3.5.1 The OBD system shall incorporate a malfunction indicator readily perceivable
to the vehicle operator. The MI shall not be used for any other purpose except
to indicate emergency start-up, emission default modes or limp-home routines
to the driver. The MI shall be visible in all reasonable lighting conditions.
When activated, it shall display a symbol in conformity with ISO 2575. A
vehicle shall not be equipped with more than one general purpose MI for
emission-related problems. Separate specific purpose tell tales (e. g. brake
system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour
for an MI is prohibited.

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3.3.4.8 Other emission Control System

If active on the selected fuel, any other emission control systems (e.g air mass-
flow, air volumetric flow (and temperature), boost pressure and inlet manifold
pressure, etc...), the failure of which may result in tailpipe emissions
exceeding the OBD thresholds as per Gazette Notification shall be monitored.

3.3.5 Manufacturers may demonstrate to the Test Agency that certain components
or systems need not be monitored if, in the event of their total failure or
removal, emissions do not exceed the OBD thresholds as per Gazette
Notification

3.3.5.1 The following devices should however be monitored for total failure or
removal (if removal would cause the applicable emission limits as per Gazette
Notification to be exceeded):

(a) A particulate trap fitted to compression ignition engines as a separate

unit or integrated into a combined emission control device;

(b) A NOx after treatment system fitted to compression ignition engines as

a separate unit or integrated into a combined emission control device;

(c) A Diesel Oxidation Catalyst (DOC) fitted to compression ignition

engines as a separate unit or integrated into a combined emission
control device.

3.3.5.2 The devices referred to in paragraph 3.3.5.1. of this annex shall also be
monitored for any failure that would result in exceeding the applicable OBD
thresholds as per Gazette Notification.

3.4 A sequence of diagnostic checks shall be initiated at each driving cycle and
completed at least once provided that the correct test conditions are met. The
test conditions shall be selected in such a way that they all occur under normal
driving as represented by the Type I test.

3.5 Activation of malfunction indicator (MI)

3.5.1 The OBD system shall incorporate a malfunction indicator readily perceivable
to the vehicle operator. The MI shall not be used for any other purpose except
to indicate emergency start-up, emission default modes or limp-home routines
to the driver. The MI shall be visible in all reasonable lighting conditions.
When activated, it shall display a symbol in conformity with ISO 2575. A
vehicle shall not be equipped with more than one general purpose MI for
emission-related problems. Separate specific purpose tell tales (e. g. brake
system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour
for an MI is prohibited.

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3.5.2 For strategies requiring more than two preconditioning cycles for MI
activation, the manufacturer shall provide data and/or an engineering
evaluation which adequately demonstrates that the monitoring system is
equally effective and timely in detecting component deterioration. Strategies
requiring on average more than ten driving cycles for MI activation are not
accepted. The MI shall also activate whenever the engine control enters a
permanent emission default mode of operation if any of the OBD thresholds.
as per Gazette Notification are exceeded or if the OBD system is unable to
fulfil the basic monitoring requirements specified in paragraph 3.3.3. or 3.3.4.
of this annex. The MI shall operate in a distinct warning mode, e.g. a flashing
light, under any period during which engine misfire occurs at a level likely to
cause catalyst damage, as specified by the manufacturer. The MI shall also
activate when the vehicle's ignition is in the "key-on" position before engine
starting or cranking and de-activate after engine starting if no malfunction has
previously been detected.

3.6 Fault code storage

3.6.1 The OBD system shall record pending and confirmed fault code(s) indicating
the status of the emission control system. Separate status codes (readiness
codes) shall be used to identify correctly functioning emission control systems
and those emission control systems which need further vehicle operation to be
fully evaluated.

3.6.1.1 Upon detection of a malfunction or if a permanent emission default mode of

operation is activated, the OBD system shall store a pending fault code.

3.6.1.2 After storage of a pending fault code, if the identified malfunction is again
detected before the end of the next two OBD driving cycles, in which the
monitoring occurs, the MI shall be activated and a confirmed fault code shall
be stored that identifies the type of malfunction. A confirmed fault code shall
also be stored, if a permanent emission default mode of operation is active in
accordance with paragraph 3.5.2.

3.6.2 In the case of vehicles equipped with positive ignition engines, misfiring
cylinders need not be uniquely identified if a distinct single or multiple
cylinder misfire fault code is stored.

3.7 Extinguishing the MI

3.7.1 If misfire at levels likely to cause catalyst damage (as specified by the
manufacturer) is not present any more, or if the engine is operated after
changes to speed and load conditions where the level of misfire will not cause
catalyst damage, the MI may be switched back to the previous state of
activation during the first driving cycle on which the misfire level was
detected and may be switched to the normal activated mode on subsequent
driving cycles. If the MI is switched back to the previous state of activation,
the corresponding fault codes and stored freeze-frame conditions may be
erased.

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3.5.2 For strategies requiring more than two preconditioning cycles for MI
activation, the manufacturer shall provide data and/or an engineering
evaluation which adequately demonstrates that the monitoring system is
equally effective and timely in detecting component deterioration. Strategies
requiring on average more than ten driving cycles for MI activation are not
accepted. The MI shall also activate whenever the engine control enters a
permanent emission default mode of operation if any of the OBD thresholds.
as per Gazette Notification are exceeded or if the OBD system is unable to
fulfil the basic monitoring requirements specified in paragraph 3.3.3. or 3.3.4.
of this annex. The MI shall operate in a distinct warning mode, e.g. a flashing
light, under any period during which engine misfire occurs at a level likely to
cause catalyst damage, as specified by the manufacturer. The MI shall also
activate when the vehicle's ignition is in the "key-on" position before engine
starting or cranking and de-activate after engine starting if no malfunction has
previously been detected.

3.6 Fault code storage

3.6.1 The OBD system shall record pending and confirmed fault code(s) indicating
the status of the emission control system. Separate status codes (readiness
codes) shall be used to identify correctly functioning emission control systems
and those emission control systems which need further vehicle operation to be
fully evaluated.

3.6.1.1 Upon detection of a malfunction or if a permanent emission default mode of

operation is activated, the OBD system shall store a pending fault code.

3.6.1.2 After storage of a pending fault code, if the identified malfunction is again
detected before the end of the next two OBD driving cycles, in which the
monitoring occurs, the MI shall be activated and a confirmed fault code shall
be stored that identifies the type of malfunction. A confirmed fault code shall
also be stored, if a permanent emission default mode of operation is active in
accordance with paragraph 3.5.2.

3.6.2 In the case of vehicles equipped with positive ignition engines, misfiring
cylinders need not be uniquely identified if a distinct single or multiple
cylinder misfire fault code is stored.

3.7 Extinguishing the MI

3.7.1 If misfire at levels likely to cause catalyst damage (as specified by the
manufacturer) is not present any more, or if the engine is operated after
changes to speed and load conditions where the level of misfire will not cause
catalyst damage, the MI may be switched back to the previous state of
activation during the first driving cycle on which the misfire level was
detected and may be switched to the normal activated mode on subsequent
driving cycles. If the MI is switched back to the previous state of activation,
the corresponding fault codes and stored freeze-frame conditions may be
erased.

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3.7.2 For all other malfunctions, the MI may be de-activated after three subsequent
sequential driving cycles during which the monitoring system responsible for
activating the MI ceases to detect the malfunction and if no other malfunction
has been identified that would independently activate the MI.

3.8 Erasing a fault code

3.8.1 The OBD system may erase a fault code and the distance travelled and freeze-
frame information if the same fault is not re-registered in at least 40 engine
warm-up cycles or 40 driving cycles with vehicle operation in which the
following criteria (a)-(c) are satisfied:

(a) Cumulative time since engine start is greater than or equal to 600
seconds;

(b) Cumulative vehicle operation at or above 40 km/h occurs for greater

than or equal to 300 seconds;

(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by

driver and vehicle speed less than or equal to 1.6 km/h) for greater than
or equal to 30 seconds.

3.9 Bi-fuelled gas vehicles

In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and
(NG/biomethane)/LPG)) all the OBD requirements as for a mono-fuelled vehicle
are applicable. To this end one of the following two options in paragraphs 3.9.1.
or 3.9.2. of this annex or any combination thereof, shall be used.

3.9.1 One OBD system for both fuel types.

3.9.1.1 The following procedures shall be executed for each diagnostic in a single
OBD system for operation on petrol and on (NG/biomethane)/LPG, either
independent of the fuel currently in use or fuel type specific:

(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this

annex);

(b) Fault code storage (see paragraph 3.6. of this annex);

(c) Extinguishing the MI (see paragraph 3.7. of this annex);

(d) Erasing a fault code (see paragraph 3.8. of this annex).

For components or systems to be monitored, either separate diagnostics for

each fuel type can be used or a common diagnostic.

3.9.1.2 The OBD system can reside in either one or more computers.

3.9.2 Two separate OBD systems, one for each fuel type.

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3.7.2 For all other malfunctions, the MI may be de-activated after three subsequent
sequential driving cycles during which the monitoring system responsible for
activating the MI ceases to detect the malfunction and if no other malfunction
has been identified that would independently activate the MI.

3.8 Erasing a fault code

3.8.1 The OBD system may erase a fault code and the distance travelled and freeze-
frame information if the same fault is not re-registered in at least 40 engine
warm-up cycles or 40 driving cycles with vehicle operation in which the
following criteria (a)-(c) are satisfied:

(a) Cumulative time since engine start is greater than or equal to 600
seconds;

(b) Cumulative vehicle operation at or above 40 km/h occurs for greater

than or equal to 300 seconds;

(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by

driver and vehicle speed less than or equal to 1.6 km/h) for greater than
or equal to 30 seconds.

3.9 Bi-fuelled gas vehicles

In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and
(NG/biomethane)/LPG)) all the OBD requirements as for a mono-fuelled vehicle
are applicable. To this end one of the following two options in paragraphs 3.9.1.
or 3.9.2. of this annex or any combination thereof, shall be used.

3.9.1 One OBD system for both fuel types.

3.9.1.1 The following procedures shall be executed for each diagnostic in a single
OBD system for operation on petrol and on (NG/biomethane)/LPG, either
independent of the fuel currently in use or fuel type specific:

(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this

annex);

(b) Fault code storage (see paragraph 3.6. of this annex);

(c) Extinguishing the MI (see paragraph 3.7. of this annex);

(d) Erasing a fault code (see paragraph 3.8. of this annex).

For components or systems to be monitored, either separate diagnostics for

each fuel type can be used or a common diagnostic.

3.9.1.2 The OBD system can reside in either one or more computers.

3.9.2 Two separate OBD systems, one for each fuel type.

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3.9.2.1 The following procedures shall be executed independently of each other when
the vehicle is operated on petrol or on (NG/biomethane)/LPG:

(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this

annex);

(b) Fault code storage (see paragraph 3.6. of this annex);

(c) Extinguishing the MI (see paragraph 3.7. of this annex);

(d) Erasing a fault code (see paragraph 3.8. of this annex).

3.9.2.2 The separate OBD systems can reside in either one or more computers.

3.9.3 Specific requirements regarding the transmission of diagnostic signals from

bi-fuelled gas vehicles.

3.9.3.1 On a request from a diagnostic scan tool, the diagnostic signals shall be
transmitted on one or more source addresses. The use of source addresses is
described in the standard listed in paragraph 6.5.3.2.(a) of Appendix 1 to this
annex.

3.9.3.2 Identification of fuel specific information can be realized:

(a) By use of source addresses; and/or

(b) By use of a fuel select switch; and/or

(c) By use of fuel specific fault codes.

3.9.4 Regarding the status code (as described in paragraph 3.6. of this annex), one
of the following two options has to be used, if one or more of the diagnostics
reporting readiness is fuel type specific:

(a) The status code is fuel specific, i.e. use of two status codes, one for each
fuel type;

(b) The status code shall indicate fully evaluated control systems for both
fuel types (petrol and (NG/biomethane)/LPG)) when the control
systems are fully evaluated for one of the fuel types.

If none of the diagnostics reporting readiness is fuel type specific, then only
one status code has to be supported.

3.10 Additional provisions for vehicles employing engine shut - off strategies.

3.10.1 Driving cycle

3.10.1.1 Autonomous engine restarts commanded by the engine control system

following an engine stall may be considered a new driving cycle or a
continuation of the existing driving cycle.

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3.9.2.1 The following procedures shall be executed independently of each other when
the vehicle is operated on petrol or on (NG/biomethane)/LPG:

(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this

annex);

(b) Fault code storage (see paragraph 3.6. of this annex);

(c) Extinguishing the MI (see paragraph 3.7. of this annex);

(d) Erasing a fault code (see paragraph 3.8. of this annex).

3.9.2.2 The separate OBD systems can reside in either one or more computers.

3.9.3 Specific requirements regarding the transmission of diagnostic signals from

bi-fuelled gas vehicles.

3.9.3.1 On a request from a diagnostic scan tool, the diagnostic signals shall be
transmitted on one or more source addresses. The use of source addresses is
described in the standard listed in paragraph 6.5.3.2.(a) of Appendix 1 to this
annex.

3.9.3.2 Identification of fuel specific information can be realized:

(a) By use of source addresses; and/or

(b) By use of a fuel select switch; and/or

(c) By use of fuel specific fault codes.

3.9.4 Regarding the status code (as described in paragraph 3.6. of this annex), one
of the following two options has to be used, if one or more of the diagnostics
reporting readiness is fuel type specific:

(a) The status code is fuel specific, i.e. use of two status codes, one for each
fuel type;

(b) The status code shall indicate fully evaluated control systems for both
fuel types (petrol and (NG/biomethane)/LPG)) when the control
systems are fully evaluated for one of the fuel types.

If none of the diagnostics reporting readiness is fuel type specific, then only
one status code has to be supported.

3.10 Additional provisions for vehicles employing engine shut - off strategies.

3.10.1 Driving cycle

3.10.1.1 Autonomous engine restarts commanded by the engine control system

following an engine stall may be considered a new driving cycle or a
continuation of the existing driving cycle.

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4.0 Requirements relating to the type approval of on-board diagnostic systems

4.1 A manufacturer may request to the Test Agency that an OBD system be
accepted for type approval even though the system contains one or more
deficiencies such that the specific requirements of this annex are not fully met.
The Test Agency may approve up to two separate components or systems with
one or more deficiencies.

When a manufacturer adopts specific conditions for misfire defined in

paragraph 3.3.3.2.1. of this annex, these conditions shall not be considered as
a deficiency.

4.2 In considering the request, the Test Agency shall determine whether
compliance with the requirements of this annex is infeasible or unreasonable.

The Test Agency shall take into consideration data from the manufacturer that
details such factors as, but not limited to, technical feasibility, lead time and
production cycles including phase-in or phase-out of engines or vehicle designs
and programmed upgrades of computers, the extent to which the resultant OBD
system will be effective in complying with the requirements of this Regulation
and that the manufacturer has demonstrated an acceptable level of effort
towards compliance with the requirements of this Regulation.

4.2.1 The Test Agency shall not accept any deficiency request that includes the
complete lack of a required diagnostic monitor or the lack of mandated
recording and reporting of data related to a monitor.

4.2.2 The Test Agency will not accept any deficiency request that does not respect
the OBD thresholds as per Gazette Notification .

4.3 In determining the identified order of deficiencies, deficiencies relating to

paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this annex for positive ignition
engines and paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this annex for
compression-ignition engines shall be identified first.

4.4 Prior to or at the time of type approval, no deficiency shall be granted in

respect of the requirements of paragraph 6.5., except paragraph 6.5.3.5., of
Appendix 1 to this annex.

4.5 Deficiency period

4.5.1 A deficiency may be carried-over for a period of two years after the date of
type-approval unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency may be
carried-over for a period not exceeding three years.

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4.0 Requirements relating to the type approval of on-board diagnostic systems

4.1 A manufacturer may request to the Test Agency that an OBD system be
accepted for type approval even though the system contains one or more
deficiencies such that the specific requirements of this annex are not fully met.
The Test Agency may approve up to two separate components or systems with
one or more deficiencies.

When a manufacturer adopts specific conditions for misfire defined in

paragraph 3.3.3.2.1. of this annex, these conditions shall not be considered as
a deficiency.

4.2 In considering the request, the Test Agency shall determine whether
compliance with the requirements of this annex is infeasible or unreasonable.

The Test Agency shall take into consideration data from the manufacturer that
details such factors as, but not limited to, technical feasibility, lead time and
production cycles including phase-in or phase-out of engines or vehicle designs
and programmed upgrades of computers, the extent to which the resultant OBD
system will be effective in complying with the requirements of this Regulation
and that the manufacturer has demonstrated an acceptable level of effort
towards compliance with the requirements of this Regulation.

4.2.1 The Test Agency shall not accept any deficiency request that includes the
complete lack of a required diagnostic monitor or the lack of mandated
recording and reporting of data related to a monitor.

4.2.2 The Test Agency will not accept any deficiency request that does not respect
the OBD thresholds as per Gazette Notification .

4.3 In determining the identified order of deficiencies, deficiencies relating to

paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this annex for positive ignition
engines and paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this annex for
compression-ignition engines shall be identified first.

4.4 Prior to or at the time of type approval, no deficiency shall be granted in

respect of the requirements of paragraph 6.5., except paragraph 6.5.3.5., of
Appendix 1 to this annex.

4.5 Deficiency period

4.5.1 A deficiency may be carried-over for a period of two years after the date of
type-approval unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency may be
carried-over for a period not exceeding three years.

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4.5.2 A manufacturer may request that the Test Agency grant a deficiency
retrospectively when such a deficiency is discovered after the original type-
approval. In this case, the deficiency may be carried-over for a period of two
years after the date of notification to the Test Agency unless it can be
adequately demonstrated that substantial vehicle hardware modifications and
additional lead-time beyond two years would be necessary to correct the
deficiency. In such a case, the deficiency may be carried-over for a period not
exceeding three years.

4.6 At the request of the manufacturer, a vehicle with an OBD system may be
accepted for type-approval with regard to emissions, even though the system
contains one or more deficiencies such that the specific requirements of this
annex are not fully met, provided that the specific administrative provisions
set out in section paragraph 3 of this annex are complied with.

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4.5.2 A manufacturer may request that the Test Agency grant a deficiency
retrospectively when such a deficiency is discovered after the original type-
approval. In this case, the deficiency may be carried-over for a period of two
years after the date of notification to the Test Agency unless it can be
adequately demonstrated that substantial vehicle hardware modifications and
additional lead-time beyond two years would be necessary to correct the
deficiency. In such a case, the deficiency may be carried-over for a period not
exceeding three years.

4.6 At the request of the manufacturer, a vehicle with an OBD system may be
accepted for type-approval with regard to emissions, even though the system
contains one or more deficiencies such that the specific requirements of this
annex are not fully met, provided that the specific administrative provisions
set out in paragraphs 4.1. to 4.5.2.of this annex are complied with.

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Annex C5 - Appendix 1

Functional aspects of On-Board Diagnostic (OBD) systems

1.0 This appendix describes the procedure of the test according to paragraph 3. of
this annex. The procedure describes a method for checking the function of the
On-Board Diagnostic (OBD) system installed on the vehicle by failure
simulation of relevant systems in the engine management or emission control
system. It also sets procedures for determining the durability of OBD systems.

The manufacturer shall make available the defective components and/or

electrical devices which would be used to simulate failures. When measured over
the Type I test cycle, such defective components or devices shall not cause the
vehicle emissions to exceed any of the OBD thresholds as per Gazette
Notification by more than 20 per cent. For electrical failures (short/open circuit),
the emissions may exceed these OBD thresholds by more than twenty per cent.

When the vehicle is tested with the defective component or device fitted, the
OBD system is approved if the MI is activated. The OBD system is also
approved if the MI is activated below the OBD thresholds.

If any of the vehicle emissions go below the OBD thresholds as per Gazette
Notification and MI is not activated, the OBD test is regarded as invalid.

If such defective components or devices cause the vehicle emissions to exceed

any of the OBD thresholds as per Gazette Notification by more than 20 per cent,
and the MI is activated, the OBD test is regarded as invalid.

If any of the vehicle emissions exceed any of the OBD thresholds as per Gazette
Notification and MI is not activated, the OBD test is regarded as fail.

2.0 Description of test

2.1 The testing of OBD systems consists of the following phases:

2.1.1 Simulation of malfunction of a component of the engine management or

emission control system;

2.1.2 Preconditioning of the vehicle with a simulated malfunction over

preconditioning specified in paragraph 6.2.1. or paragraph 6.2.2. of this
appendix;

2.1.3 Driving the vehicle with a simulated malfunction over the Type I test cycle and
measuring the emissions of the vehicle. When driving the vehicle with a
simulated malfunction, the drive trace indices and tolerances set out in paragraph
2.6.8.3.2. of Annex B6 shall not apply;

2.1.4 Determining whether the OBD system reacts to the simulated malfunction and
indicates malfunction in an appropriate manner to the vehicle driver.

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Annex C5 - Appendix 1

Functional aspects of On-Board Diagnostic (OBD) systems

1.0 This appendix describes the procedure of the test according to paragraph 3. of
this annex. The procedure describes a method for checking the function of the
On-Board Diagnostic (OBD) system installed on the vehicle by failure
simulation of relevant systems in the engine management or emission control
system. It also sets procedures for determining the durability of OBD systems.

The manufacturer shall make available the defective components and/or

electrical devices which would be used to simulate failures. When measured over
the Type I test cycle, such defective components or devices shall not cause the
vehicle emissions to exceed any of the OBD thresholds as per Gazette
Notification by more than 20 per cent. For electrical failures (short/open circuit),
the emissions may exceed these OBD thresholds by more than twenty per cent.

When the vehicle is tested with the defective component or device fitted, the
OBD system is approved if the MI is activated. The OBD system is also
approved if the MI is activated below the OBD thresholds.

If any of the vehicle emissions go below the OBD thresholds as per Gazette
Notification and MI is not activated, the OBD test is regarded as invalid.

If such defective components or devices cause the vehicle emissions to exceed

any of the OBD thresholds as per Gazette Notification by more than 20 per cent,
and the MI is activated, the OBD test is regarded as invalid.

If any of the vehicle emissions exceed any of the OBD thresholds as per Gazette
Notification and MI is not activated, the OBD test is regarded as fail.

2.0 Description of test

2.1 The testing of OBD systems consists of the following phases:

2.1.1 Simulation of malfunction of a component of the engine management or

emission control system;

2.1.2 Preconditioning of the vehicle with a simulated malfunction over

preconditioning specified in paragraph 6.2.1. or paragraph 6.2.2. of this
appendix;

2.1.3 Driving the vehicle with a simulated malfunction over the Type I test cycle and
measuring the emissions of the vehicle. When driving the vehicle with a
simulated malfunction, the drive trace indices and tolerances set out in paragraph
2.6.8.3.2. of Annex B6 shall not apply;

2.1.4 Determining whether the OBD system reacts to the simulated malfunction and
indicates malfunction in an appropriate manner to the vehicle driver.

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2.2 Alternatively, at the request of the manufacturer, malfunction of one or more

components may be electronically simulated according to the requirements of
paragraph 6. of this appendix.

2.3 Manufacturers may request that monitoring take place outside the Type I
test cycle if it can be demonstrated to the Test Agency that monitoring during
conditions encountered during the Type I test cycle would impose restrictive
monitoring conditions when the vehicle is used in service.

3.0 Test vehicle and fuel

3.1 Vehicle

The test vehicle shall meet the requirements of paragraph 2.3. of Annex B6 to
this Regulation.

3.2 Fuel

The appropriate reference fuel as described in Annex B3 to this Regulation shall

be used for testing. The fuel type for each failure mode to be tested (described in
paragraph 6.3. of this appendix) may be selected by the Test Agency from the
reference fuels described in Annex B3 to this Regulation in the case of the testing
of a mono-fuelled gas vehicle or of a bi-fuelled gas vehicle. The selected fuel
type shall not be changed during any of the test phases (described in paragraphs
2.1. to 2.3. of this appendix). In the case of the use of LPG or NG/biomethane as
a fuel it is permissible that the engine is started on petrol and switched to LPG
or NG/biomethane after a pre-determined period of time which is controlled
automatically and not under the control of the driver.

4.0 Test temperature and pressure

4.1 The test temperature and pressure shall meet the requirements of the Type I test
as described in Annex B6 to this Regulation.

5.0 Test equipment

5.1 Chassis dynamometer

The chassis dynamometer shall meet the requirements of Annex B5 to this

Regulation.

6.0 OBD test procedure

An overview of the OBD test procedure is provided in Figure C5.App1/1. This

is for information purposes only.

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2.2 Alternatively, at the request of the manufacturer, malfunction of one or more

components may be electronically simulated according to the requirements of
paragraph 6. of this appendix.

2.3 Manufacturers may request that monitoring take place outside the Type I
test cycle if it can be demonstrated to the Test Agency that monitoring during
conditions encountered during the Type I test cycle would impose restrictive
monitoring conditions when the vehicle is used in service.

3.0 Test vehicle and fuel

3.1 Vehicle

The test vehicle shall meet the requirements of paragraph 2.3. of Annex B6 to
this Regulation.

3.2 Fuel

The appropriate reference fuel as described in Annex B3 to this Regulation shall

be used for testing. The fuel type for each failure mode to be tested (described in
paragraph 6.3. of this appendix) may be selected by the Test Agency from the
reference fuels described in Annex B3 to this Regulation in the case of the testing
of a mono-fuelled gas vehicle or of a bi-fuelled gas vehicle. The selected fuel
type shall not be changed during any of the test phases (described in paragraphs
2.1. to 2.3. of this appendix). In the case of the use of LPG or NG/biomethane as
a fuel it is permissible that the engine is started on petrol and switched to LPG
or NG/biomethane after a pre-determined period of time which is controlled
automatically and not under the control of the driver.

4.0 Test temperature and pressure

4.1 The test temperature and pressure shall meet the requirements of the Type I test
as described in Annex B6 to this Regulation.

5.0 Test equipment

5.1 Chassis dynamometer

The chassis dynamometer shall meet the requirements of Annex B5 to this

Regulation.

6.0 OBD test procedure

An overview of the OBD test procedure is provided in Figure C5.App1/1. This

is for information purposes only.

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Figure C5.App1/1
Overview of demonstration test
Preconditioning for Adaption
(with out fault, if needed)

Installation of fault

Preconditioning for Adaption

(with fault, if needed)

Erase fault code if fault code is

present

Preconditioning for Monitoring

(store fault code)

Preconditioning for Monitoring

(store fault code)

Soak

Emission measurement
(MI activation)

6.1 The operating cycle on the chassis dynamometer shall be the applicable WLTC
driven in the Type I test, as specified in this regulation.

6.1.1 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. These conditions shall be reported in the type
approval documentation.

6.1.2 At the beginning of each failure mode to be demonstrated, the fault code memory
shall be cleared.

6.2 Vehicle preconditioning

6.2.1 Preconditioning for adaption

Preconditioning for adaption consists of two parts

(a) Preconditioning for adaption without fault

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Figure C5.App1/1
Overview of demonstration test
Preconditioning for Adaption
(with out fault, if needed)

Installation of fault

Preconditioning for Adaption

(with fault, if needed)

Erase fault code if fault code is

present

Preconditioning for Monitoring

(store fault code)

Preconditioning for Monitoring

(store fault code)

Soak

Emission measurement
(MI activation)

6.1 The operating cycle on the chassis dynamometer shall be the applicable WLTC
driven in the Type I test, as specified in this regulation.

6.1.1 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. These conditions shall be reported in the type
approval documentation.

6.1.2 At the beginning of each failure mode to be demonstrated, the fault code memory
shall be cleared.

6.2 Vehicle preconditioning

6.2.1 Preconditioning for adaption

Preconditioning for adaption consists of two parts

(a) Preconditioning for adaption without fault

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(b) Preconditioning for adaption with fault

upon the choice of the manufacturer.

The preconditioning for adaption consists of one or more consecutive WLTC 3-

phase tests. At the request of the manufacturer and with the approval of the Test
Agency, alternative method for adaption may be used instead of 3-phase-tests.

If the fault code is stored after preconditioning for adaption, manufacturer shall
delete the fault code.

6.2.2 Preconditioning for Monitoring

6.2.2.1 According to the engine type and after introduction of one of the failure modes
given in paragraph 6.3. of this appendix, the vehicle shall be preconditioned by
driving at least two consecutive 3-phase-WLTC tests.

6.2.3 At the request of the manufacturer with approval by Test Agency, alternative
preconditioning methods may be used.

The reason for the use of additional preconditioning cycles or alternative

preconditioning methods as well as details of these cycles/methods shall be
reported in the type approval documentation.

6.3 Selection of failure modes

For the purpose of the type approval the total number of failures simulated shall
not exceed four (4) and shall be selected from the failure modes described in the
paragraph 6.3.1. and 6.3.2. In the case of testing a bi-fuel gas vehicle, both fuel
types shall be used within the maximum of four (4) simulated failures at the
discretion of the Test Agency

6.3.1 Vehicles equipped with positive ignition engines:

Test the vehicle by simulation of a failure of a component under paragraph 3.3.3.

by replacement with a defective or deteriorated component or the electronic
simulation of such a failure.

Tests shall only be performed if the respective component is equipped and a

failure results in emissions above any OBD threshold.

6.3.2 Vehicle equipped with compression-ignition engines:

Test the vehicle by simulation of a failure of a component under paragraph 3.3.4.

by replacement with a defective or deteriorated component or the electronic
simulation of such a failure.

Tests shall only be performed if the respective component is equipped and a

failure results in emissions above any OBD threshold.

6.3.2.1 Where fitted, replacement of the catalyst with a deteriorated or defective catalyst
or electronic simulation of such a failure.

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(b) Preconditioning for adaption with fault

upon the choice of the manufacturer.

The preconditioning for adaption consists of one or more consecutive WLTC 3-

phase tests. At the request of the manufacturer and with the approval of the Test
Agency, alternative method for adaption may be used instead of 3-phase-tests.

If the fault code is stored after preconditioning for adaption, manufacturer shall
delete the fault code.

6.2.2 Preconditioning for Monitoring

6.2.2.1 According to the engine type and after introduction of one of the failure modes
given in paragraph 6.3. of this appendix, the vehicle shall be preconditioned by
driving at least two consecutive 3-phase-WLTC tests.

6.2.3 At the request of the manufacturer with approval by Test Agency, alternative
preconditioning methods may be used.

The reason for the use of additional preconditioning cycles or alternative

preconditioning methods as well as details of these cycles/methods shall be
reported in the type approval documentation.

6.3 Selection of failure modes

For the purpose of the type approval the total number of failures simulated shall
not exceed four (4) and shall be selected from the failure modes described in the
paragraph 6.3.1. and 6.3.2. In the case of testing a bi-fuel gas vehicle, both fuel
types shall be used within the maximum of four (4) simulated failures at the
discretion of the Test Agency

6.3.1 Vehicles equipped with positive ignition engines:

Test the vehicle by simulation of a failure of a component under paragraph 3.3.3.

by replacement with a defective or deteriorated component or the electronic
simulation of such a failure.

Tests shall only be performed if the respective component is equipped and a

failure results in emissions above any OBD threshold.

6.3.2 Vehicle equipped with compression-ignition engines:

Test the vehicle by simulation of a failure of a component under paragraph 3.3.4.

by replacement with a defective or deteriorated component or the electronic
simulation of such a failure.

Tests shall only be performed if the respective component is equipped and a

failure results in emissions above any OBD threshold.

6.3.2.1 Where fitted, replacement of the catalyst with a deteriorated or defective catalyst
or electronic simulation of such a failure.

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6.3.2.2 Where fitted, total removal of the particulate trap or, where sensors are an
integral part of the trap, a defective trap assembly.

6.3.2.3 Electrical disconnection of any fuelling system electronic fuel quantity and
timing actuator.

6.3.2.4 Electrical disconnection of any other emission-related component connected to

a power-train management computer.

6.3.2.5 In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4. of this appendix,
and with the agreement of the Test Agency, the manufacturer shall take
appropriate steps to demonstrate that the OBD system will indicate a fault when
disconnection occurs.

6.3.2.6 The manufacturer shall demonstrate that malfunctions of the EGR flow and
cooler are detected by the OBD system during its approval test.

6.4 OBD system test

6.4.1 Vehicles fitted with positive ignition engines:

6.4.1.1 After vehicle preconditioning according to paragraph 6.2. of this appendix, the
test vehicle is driven over a Type I test.

The MI shall be activated at the latest before the end of this test under any of the
conditions given in paragraphs 6.4.1.2 of this appendix. The MI may also be
activated during preconditioning. The Test Agency may substitute those failure
modes with others in accordance with paragraph 3.3.3.11. of this annex.

6.4.1.2 Test the vehicle by simulation of a failure of a component under paragraph 3.3.3.
by replacement with a defective or deteriorated component or the electronic
simulation of such a failure that results in emissions exceeding any applicable
OBD threshold asper Gazette Notification .

6.4.2 Vehicles fitted with compression-ignition engines:

6.4.2.1 After vehicle preconditioning according to paragraph 6.2. of this appendix, the
test vehicle is driven over a Type I test.

The MI shall be activated at the latest before the end of this test under any of the
conditions given in paragraphs 6.4.2.2. of this appendix. The MI may also be
activated during preconditioning. The Test Agency may substitute those failure
modes by others in accordance with paragraph 3.3.4.8 of this annex.

6.4.2.2 Test the vehicle by simulation of a failure of a component under paragraph 3.3.4.
by replacement with a defective or deteriorated component or the electronic
simulation of such a failure that results in emissions exceeding any applicable
OBD threshold as per Gazette Notification.

6.5 Diagnostic signals

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6.3.2.2 Where fitted, total removal of the particulate trap or, where sensors are an
integral part of the trap, a defective trap assembly.

6.3.2.3 Electrical disconnection of any fuelling system electronic fuel quantity and
timing actuator.

6.3.2.4 Electrical disconnection of any other emission-related component connected to

a power-train management computer.

6.3.2.5 In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4. of this appendix,
and with the agreement of the Test Agency, the manufacturer shall take
appropriate steps to demonstrate that the OBD system will indicate a fault when
disconnection occurs.

6.3.2.6 The manufacturer shall demonstrate that malfunctions of the EGR flow and
cooler are detected by the OBD system during its approval test.

6.4 OBD system test

6.4.1 Vehicles fitted with positive ignition engines:

6.4.1.1 After vehicle preconditioning according to paragraph 6.2. of this appendix, the
test vehicle is driven over a Type I test.

The MI shall be activated at the latest before the end of this test under any of the
conditions given in paragraphs 6.4.1.2 of this appendix. The MI may also be
activated during preconditioning. The Test Agency may substitute those failure
modes with others in accordance with paragraph 3.3.3.11. of this annex.

6.4.1.2 Test the vehicle by simulation of a failure of a component under paragraph 3.3.3.
by replacement with a defective or deteriorated component or the electronic
simulation of such a failure that results in emissions exceeding any applicable
OBD threshold asper Gazette Notification .

6.4.2 Vehicles fitted with compression-ignition engines:

6.4.2.1 After vehicle preconditioning according to paragraph 6.2. of this appendix, the
test vehicle is driven over a Type I test.

The MI shall be activated at the latest before the end of this test under any of the
conditions given in paragraphs 6.4.2.2. of this appendix. The MI may also be
activated during preconditioning. The Test Agency may substitute those failure
modes by others in accordance with paragraph 3.3.4.8 of this annex.

6.4.2.2 Test the vehicle by simulation of a failure of a component under paragraph 3.3.4.
by replacement with a defective or deteriorated component or the electronic
simulation of such a failure that results in emissions exceeding any applicable
OBD threshold as per Gazette Notification.

6.5 Diagnostic signals

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6.5.1 The OBD system shall support the following data through the serial data port on
the standardised data link connector according to the specifications given in
paragraph 6.5.3. of this appendix.

6.5.1.1 Freeze Frame information

Upon determination of the first malfunction of any component or system,

"freeze-frame" engine conditions present at the time shall be stored in computer
memory. Should a subsequent fuel system or misfire malfunction occur, any
previously stored freeze-frame conditions shall be replaced by the fuel system
or misfire conditions (whichever occurs first). Stored engine conditions shall
include, but are not limited to calculated load value, engine speed (RPM), fuel
trim value(s) (if available), fuel pressure (if available), vehicle speed (if
available), engine coolant temperature, intake manifold pressure (if available),
fuel system status (e.g. closed-loop, open-loop) (if available) and the fault code
which caused the data to be stored. The manufacturer shall choose the most
appropriate set of conditions facilitating effective repairs for freeze-frame
storage. Only one frame of data is required. Manufacturers may choose to store
additional frames provided that at least the required frame can be read by a
generic scan tool meeting the specifications of paragraphs 6.5.3.2. and 6.5.3.3.
of this appendix. If the fault code causing the conditions to be stored is erased in
accordance with paragraph 3.8. of this annex, the stored engine conditions may
also be erased.

6.5.1.2 Current Powertrain diagnostic data

If available, the following signals in addition to the required freeze-frame

information shall be made available on demand through the serial port on the
standardised data link connector, if the information is available to the on-board
computer or can be determined using information available to the on-board
computer: number of diagnostic trouble codes, engine coolant temperature, fuel
system status (e.g. closed-loop, open-loop), fuel trim, ignition timing advance,
intake air temperature, intake manifold air pressure, air flow rate, engine speed
(RPM), throttle position sensor output value, secondary air status (upstream,
downstream or atmosphere), calculated load value, vehicle speed, fuel pressure,
oxygen sensor, lambda sensor, and number of fault code.

The signals shall be provided in standard units based on the specifications given
in paragraph 6.5.3. of this appendix. Actual signals shall be clearly identified
separately from default value or limp-home signals.

6.5.1.2.1 The distance travelled by the vehicle while the MI is activated shall be made
available at any instant through the serial port on the standard link connector.

6.5.1.2.2 Readiness data shall be made available. This includes support and status of
monitors as well as MI status and number of emission related fault codes.

6.5.1.2.3 The OBD requirements to which the vehicle is certified shall be made available

6.5.1.3 On-Board Monitoring Test Results

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6.5.1 The OBD system shall support the following data through the serial data port on
the standardised data link connector according to the specifications given in
paragraph 6.5.3. of this appendix.

6.5.1.1 Freeze Frame information

Upon determination of the first malfunction of any component or system,

"freeze-frame" engine conditions present at the time shall be stored in computer
memory. Should a subsequent fuel system or misfire malfunction occur, any
previously stored freeze-frame conditions shall be replaced by the fuel system
or misfire conditions (whichever occurs first). Stored engine conditions shall
include, but are not limited to calculated load value, engine speed (RPM), fuel
trim value(s) (if available), fuel pressure (if available), vehicle speed (if
available), engine coolant temperature, intake manifold pressure (if available),
fuel system status (e.g. closed-loop, open-loop) (if available) and the fault code
which caused the data to be stored. The manufacturer shall choose the most
appropriate set of conditions facilitating effective repairs for freeze-frame
storage. Only one frame of data is required. Manufacturers may choose to store
additional frames provided that at least the required frame can be read by a
generic scan tool meeting the specifications of paragraphs 6.5.3.2. and 6.5.3.3.
of this appendix. If the fault code causing the conditions to be stored is erased in
accordance with paragraph 3.8. of this annex, the stored engine conditions may
also be erased.

6.5.1.2 Current Powertrain diagnostic data

If available, the following signals in addition to the required freeze-frame

information shall be made available on demand through the serial port on the
standardised data link connector, if the information is available to the on-board
computer or can be determined using information available to the on-board
computer: number of diagnostic trouble codes, engine coolant temperature, fuel
system status (e.g. closed-loop, open-loop), fuel trim, ignition timing advance,
intake air temperature, intake manifold air pressure, air flow rate, engine speed
(RPM), throttle position sensor output value, secondary air status (upstream,
downstream or atmosphere), calculated load value, vehicle speed, fuel pressure,
oxygen sensor, lambda sensor, and number of fault code.

The signals shall be provided in standard units based on the specifications given
in paragraph 6.5.3. of this appendix. Actual signals shall be clearly identified
separately from default value or limp-home signals.

6.5.1.2.1 The distance travelled by the vehicle while the MI is activated shall be made
available at any instant through the serial port on the standard link connector.

6.5.1.2.2 Readiness data shall be made available. This includes support and status of
monitors as well as MI status and number of emission related fault codes.

6.5.1.2.3 The OBD requirements to which the vehicle is certified shall be made available

6.5.1.3 On-Board Monitoring Test Results

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For all emission control systems for which specific on-board evaluation tests are
conducted (catalyst, oxygen sensor, etc.), except misfire detection, fuel system
monitoring and comprehensive component monitoring, the results of the most
recent test performed by the vehicle and the limits to which the system is
compared shall be made available

For all emission control systems for which specific on-board evaluation tests are
conducted according to this annex (catalyst, oxygen sensor, etc.), except misfire
detection, fuel system monitoring and comprehensive component monitoring,
the results of the most recent test performed by the vehicle and the limits to
which the system is compared shall be made available.

6.5.1.5 Software Calibration Identification

The software calibration identification number (CAL ID) shall be made

available.

6.5.1.6 For all monitored components and systems, stored pending and confirmed fault
codes shall be made available.

6.5.1.7 All data required to be stored in relation to OBD in-use performance according
to the provisions of paragraph 7.6. of this appendix (if applicable) shall be made
available.

6.5.1.8 Calibration Verification Number

The software calibration verification number (CVN) shall be made available.

Manufacture shall report changes/revision to CVN along with details of nature
of changes(s) to Test Agency on half yearly basis.

6.5.2 The emission control diagnostic system is not required to evaluate components
during malfunction if such evaluation would result in a risk to safety or
component failure.

6.5.3 The emission control diagnostic system shall provide for standardised and
unrestricted access and conform to the following ISO standards and/or SAE
specification. Later versions may be used at the manufacturers' discretion.

6.5.3.1 The following standard shall be used as the on-board to off-board

communications link:

(a) ISO 15765-4:2016 "Road vehicles – Diagnostics on Controller Area

Network (CAN) – Part 4: Requirements for emissions-related systems",
dated 1 February 2016.

6.5.3.2 Standards used for the transmission of OBD relevant information:

(a) ISO 15031-5 "Road vehicles - communication between vehicles and

external test equipment for emissions-related diagnostics – Part 5:
Emissions-related diagnostic services", dated 2015 or SAE J1979 dated
February 2017;

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For all emission control systems for which specific on-board evaluation tests are
conducted (catalyst, oxygen sensor, etc.), except misfire detection, fuel system
monitoring and comprehensive component monitoring, the results of the most
recent test performed by the vehicle and the limits to which the system is
compared shall be made available

6.5.1.5 Software Calibration Identification

The software calibration identification number (CAL ID) shall be made

available.

6.5.1.6 For all monitored components and systems, stored pending and confirmed fault
codes shall be made available.

6.5.1.7 All data required to be stored in relation to OBD in-use performance according
to the provisions of paragraph 7.6. of this appendix (if applicable) shall be made
available.

6.5.1.8 Calibration Verification Number

The software calibration verification number (CVN) shall be made available.

Manufacture shall report changes/revision to CVN along with details of nature
of changes(s) to Test Agency on half yearly basis.

6.5.2 The emission control diagnostic system is not required to evaluate components
during malfunction if such evaluation would result in a risk to safety or
component failure.

6.5.3 The emission control diagnostic system shall provide for standardised and
unrestricted access and conform to the following ISO standards and/or SAE
specification. Later versions may be used at the manufacturers' discretion.

6.5.3.1 The following standard shall be used as the on-board to off-board

communications link:

(a) ISO 15765-4:2016 "Road vehicles – Diagnostics on Controller Area

Network (CAN) – Part 4: Requirements for emissions-related systems",
dated 1 February 2016.

6.5.3.2 Standards used for the transmission of OBD relevant information:

(a) ISO 15031-5 "Road vehicles - communication between vehicles and

external test equipment for emissions-related diagnostics – Part 5:
Emissions-related diagnostic services", dated 2015 or SAE J1979 dated
February 2017;

(b) ISO 15031-4 "Road vehicles – Communication between vehicle and

external test equipment for emissions related diagnostics – Part 4: External
test equipment", dated 2014 or SAE J1978 dated 30 April 2002;

(c) ISO 15031-3 "Road vehicles – Communication between vehicle and

external test equipment for emissions related diagnostics Part 3:
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(b) ISO 15031-4 "Road vehicles – Communication between vehicle and

external test equipment for emissions related diagnostics – Part 4: External
test equipment", dated 2014 or SAE J1978 dated 30 April 2002;

(c) ISO 15031-3 "Road vehicles – Communication between vehicle and

external test equipment for emissions related diagnostics Part 3:
Diagnostic connector and related electrical circuits: specification and use",
dated 2016 or SAE J 1962 dated July 2016;

(d) ISO 15031-6 "Road vehicles – Communication between vehicle and

external test equipment for emissions related diagnostics – Part 6:
Diagnostic trouble code definitions", dated 2015 or SAE J2012 dated
December 2016;

(e) ISO 27145 "Road vehicles – Implementation of World-Wide Harmonized

On-Board Diagnostics (WWH-OBD)" dated 2012-08-15 with the
restriction, that only 6.5.3.1.(a) may be used as a data link;

(f) ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS) with
the restriction, that only 6.5.3.1.(a) may be used as a data link".

The standards (e) and (f) may be used as an option instead of (a).

6.5.3.3 Test equipment and diagnostic tools needed to communicate with OBD systems
shall meet or exceed the functional specification given in the standard listed in
paragraph 6.5.3.2.(b) of this appendix.

6.5.3.4 Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional
control information shall be provided using the format and units described in the
standard listed in paragraph 6.5.3.2.(a) of this appendix and must be available
using a diagnostic tool meeting the requirements of the standard listed in
paragraph 6.5.3.2.(b) of this appendix.

The vehicle manufacturer shall provide to a national standardisation body the

details of any emission-related diagnostic data, e.g. PID’s, OBD monitor Id’s,
Test ID’s not specified in the standard listed in paragraph 6.5.3.2.(a) of this
appendix but related to this Regulation.

6.5.3.5 When a fault is registered, the manufacturer shall identify the fault using an
appropriate ISO/SAE controlled fault code specified in one of the standards
listed in paragraph 6.5.3.2.(d) of this appendix relating to "emission related
system diagnostic trouble codes". If such identification is not possible, the
manufacturer may use manufacturer controlled diagnostic trouble codes
according to the same standard. The fault codes shall be fully accessible by
standardised diagnostic equipment complying with the provisions of
paragraph 6.5.3.3. of this appendix.

6.5.3.6 The connection interface between the vehicle and the diagnostic tester shall be
standardised and shall meet all the requirements of the standard listed in
paragraph 6.5.3.2.(c) of this appendix. The installation position shall be subject

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Diagnostic connector and related electrical circuits: specification and use",

dated 2016 or SAE J 1962 dated July 2016;

(d) ISO 15031-6 "Road vehicles – Communication between vehicle and

external test equipment for emissions related diagnostics – Part 6:
Diagnostic trouble code definitions", dated 2015 or SAE J2012 dated
December 2016;

(e) ISO 27145 "Road vehicles – Implementation of World-Wide Harmonized

On-Board Diagnostics (WWH-OBD)" dated 2012-08-15 with the
restriction, that only 6.5.3.1.(a) may be used as a data link;

(f) ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS) with
the restriction, that only 6.5.3.1.(a) may be used as a data link".

(g) SAE J 1979-2 "E/E Diagnostic Test Modes: OBDonUDS", April2021

The standards (e), (f) and (g) may be used as an option instead of (a).

6.5.3.3 Test equipment and diagnostic tools needed to communicate with OBD systems
shall meet or exceed the functional specification given in the standard listed in
paragraph 6.5.3.2.(b) of this appendix.

6.5.3.4 Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional
control information shall be provided using the format and units described in the
standard listed in paragraph 6.5.3.2.(a) of this appendix and must be available
using a diagnostic tool meeting the requirements of the standard listed in
paragraph 6.5.3.2.(b) of this appendix.

The vehicle manufacturer shall provide to the responsible standardisation body

the details of any emission-related diagnostic data, e.g. PID’s, OBD monitor
Id’s, Test ID’s not specified in the standard listed in paragraph 6.5.3.2.(a) of this
appendix but related to this Regulation.

6.5.3.5 When a fault is registered, the manufacturer shall identify the fault using an
appropriate ISO/SAE controlled fault code specified in one of the standards
listed in paragraph 6.5.3.2.(d) of this appendix relating to "emission related
system diagnostic trouble codes". If such identification is not possible, the
manufacturer may use manufacturer controlled diagnostic trouble codes
according to the same standard. The fault codes shall be fully accessible by
standardised diagnostic equipment complying with the provisions of
paragraph 6.5.3.3. of this appendix.

6.5.3.6 The connection interface between the vehicle and the diagnostic tester shall be
standardised and shall meet all the requirements of the standard listed in
paragraph 6.5.3.2.(c) of this appendix. The installation position shall be subject
to agreement of the administrative department such that it is readily accessible
by service personnel but protected from tampering by non-qualified personnel.

7.0 In-use performance

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to agreement of the administrative department such that it is readily accessible

by service personnel but protected from tampering by non-qualified personnel.

7.0 In-use performance

7.1 General requirements

7.1.1 Each monitor of the OBD system shall be executed at least once per driving cycle
in which the monitoring conditions as specified in paragraph 7.2. of this
appendix are met. Manufacturers may not use the calculated ratio (or any
element thereof) or any other indication of monitor frequency as a monitoring
condition for any monitor.

7.1.2 The In-Use Performance Ratio (IUPR) of a specific monitor M of the OBD
systems and in-use performance of pollution control devices shall be:

IUPRM = NumeratorM / DenominatorM

7.1.3 Comparison of numerator and denominator gives an indication of how often a

specific monitor is operating relative to vehicle operation. To ensure all
manufacturers are tracking IUPRM in the same manner, detailed requirements
are given for defining and incrementing these counters.

7.1.4 If, according to the requirements of this annex, the vehicle is equipped with a
specific monitor M, IUPRM shall be greater or equal to the following minimum
values

(a) 0.260 for secondary air system monitors and other cold start related
monitors;

(b) 0.520 for evaporative emission purge control monitors;

(c) 0.336 for all other monitors.

7.1.5 Vehicles shall comply with the requirements of paragraph 7.1.4. of this appendix
for a mileage of at least the target useful life, as defined in paragraph 6.7. of this
Regulation.

7.1.6 The requirements of this paragraph are deemed to be met for a particular monitor
M, if for all vehicles of a particular OBD family manufactured in a particular
calendar year the following statistical conditions hold:

(a) The average IUPRM is equal or above the minimum value applicable to the
monitor;

(b) More than 50 per cent of all vehicles have an IUPRM equal or above the
minimum value applicable to the monitor.

7.1.7 The manufacturer shall demonstrate to the Test Agencies that these statistical
conditions are satisfied all monitors required to be reported by the OBD system
according to clause 7.6. of this Appendix not later than 18 months thereafter. For
this purpose, for OBD families consisting of more than 1,000 registrations that

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7.1 General requirements

7.1.1 Each monitor of the OBD system shall be executed at least once per driving cycle
in which the monitoring conditions as specified in paragraph 7.2. of this
appendix are met. Manufacturers may not use the calculated ratio (or any
element thereof) or any other indication of monitor frequency as a monitoring
condition for any monitor.

7.1.2 The In-Use Performance Ratio (IUPR) of a specific monitor M of the OBD
systems and in-use performance of pollution control devices shall be:

IUPRM = NumeratorM / DenominatorM

7.1.3 Comparison of numerator and denominator gives an indication of how often a

specific monitor is operating relative to vehicle operation. To ensure all
manufacturers are tracking IUPRM in the same manner, detailed requirements
are given for defining and incrementing these counters.

7.1.4 If, according to the requirements of this annex, the vehicle is equipped with a
specific monitor M, IUPRM shall be greater or equal to the following minimum
values

(a) 0.260 for secondary air system monitors and other cold start related
monitors;

(b) 0.520 for evaporative emission purge control monitors;

(c) 0.336 for all other monitors.

7.1.5 Vehicles shall comply with the requirements of paragraph 7.1.4. of this appendix
for a mileage of at least the target useful life, as defined in paragraph 6.7. of this
Regulation.

7.1.6 The requirements of this paragraph are deemed to be met for a particular monitor
M, if for all vehicles of a particular OBD family manufactured in a particular
calendar year the following statistical conditions hold:

(a) The average IUPRM is equal or above the minimum value applicable to the
monitor;

(b) More than 50 per cent of all vehicles have an IUPRM equal or above the
minimum value applicable to the monitor.

7.1.7 The manufacturer shall demonstrate to the Test Agencies that these statistical
conditions are satisfied all monitors required to be reported by the OBD system
according to clause 7.6. of this Appendix not later than 18 months thereafter. For
this purpose, for OBD families consisting of more than 1,000 registrations that
are subject to sampling within the sampling period, the process described in
clause 9. of this regulation shall be used without prejudice to the provisions of
clause 7.1.9. of this Appendix.

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are subject to sampling within the sampling period, the process described in
clause 9. of this regulation shall be used without prejudice to the provisions of
clause 7.1.9. of this Appendix.

In addition to the requirements set out in clause 9 of this regulation and

regardless of the result of the audit described in clause 9.2. of this regulation,
the Test Agency granting the approval shall apply the in-service conformity
check for IUPR described in Appendix 6 of Annex C7 of this regulation 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 clause 7. of this Appendix or the
provision of manipulated, false or non-representative data for the audit. If no
special circumstances apply and can be demonstrated by the Test Agency,
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, Test Agency 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 Test Agency's
own in-service conformity check on non-compliance with the requirements of
this clause 7. of this Appendix.

7.1.8 For the entire test sample of vehicles the manufacturer shall report to the relevant
Test Agency all of the in-use performance data to be reported by the OBD system
according to clause 7.6. of this appendix in conjunction with an identification of
the vehicle being tested and the methodology used for the selection of the tested
vehicles from the fleet. Upon request, the Test Agency granting the approval
shall make these data and the results of the statistical evaluation available to the
Nodal Agency.

7.1.9 Public authorities and their delegates may pursue further tests on vehicles or
collect appropriate data recorded by vehicles to verify compliance with the
requirements of this Annex.

7.2 NumeratorM

7.2.1 The numerator of a specific monitor is a counter measuring the number of times
a vehicle has been operated such that all monitoring conditions necessary for the
specific monitor to detect a malfunction in order to warn the driver, as they have
been implemented by the manufacturer, have been encountered. The numerator
shall not be incremented more than once per driving cycle, unless there is
reasoned technical justification.

7.3 DenominatorM

7.3.1 The purpose of the denominator is to provide a counter indicating the number of
vehicle driving events, taking into account special conditions for a specific
monitor. The denominator shall be incremented at least once per driving cycle,
if during this driving cycle such conditions are met and the general denominator
is incremented as specified in paragraph 7.5. of this appendix unless the
denominator is disabled according to paragraph 7.7. of this appendix.

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In addition to the requirements set out in clause 9 of this regulation and

regardless of the result of the audit described in clause 9.2. of this regulation,
the Test Agency granting the approval shall apply the in-service conformity
check for IUPR described in Appendix 6 of Annex C7 of this regulation 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 clause 7. of this Appendix or the
provision of manipulated, false or non-representative data for the audit. If no
special circumstances apply and can be demonstrated by the Test Agency,
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, Test Agency 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 Test Agency's
own in-service conformity check on non-compliance with the requirements of
this clause 7. of this Appendix.

7.1.8 For the entire test sample of vehicles the manufacturer shall report to the relevant
Test Agency all of the in-use performance data to be reported by the OBD system
according to clause 7.6. of this appendix in conjunction with an identification of
the vehicle being tested and the methodology used for the selection of the tested
vehicles from the fleet. Upon request, the Test Agency granting the approval
shall make these data and the results of the statistical evaluation available to the
Nodal Agency.

7.1.9 Public authorities and their delegates may pursue further tests on vehicles or
collect appropriate data recorded by vehicles to verify compliance with the
requirements of this Annex.

7.2 NumeratorM

7.2.1 The numerator of a specific monitor is a counter measuring the number of times
a vehicle has been operated such that all monitoring conditions necessary for the
specific monitor to detect a malfunction in order to warn the driver, as they have
been implemented by the manufacturer, have been encountered. The numerator
shall not be incremented more than once per driving cycle, unless there is
reasoned technical justification.

7.3 DenominatorM

7.3.1 The purpose of the denominator is to provide a counter indicating the number of
vehicle driving events, taking into account special conditions for a specific
monitor. The denominator shall be incremented at least once per driving cycle,
if during this driving cycle such conditions are met and the general denominator
is incremented as specified in paragraph 7.5. of this appendix unless the
denominator is disabled according to paragraph 7.7. of this appendix.

7.3.2 In addition to the requirements of paragraph 7.3.1. of this appendix:

(a) Secondary air system monitor denominator(s) shall be incremented if the

commanded "on" operation of the secondary air system occurs for a time
greater than or equal to 10 seconds. For purposes of determining this
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7.3.2 In addition to the requirements of paragraph 7.3.1. of this appendix:

(a) Secondary air system monitor denominator(s) shall be incremented if the

commanded "on" operation of the secondary air system occurs for a time
greater than or equal to 10 seconds. For purposes of determining this
commanded "on" time, the OBD system may not include time during
intrusive operation of the secondary air system solely for the purposes of
monitoring.

(b) Denominators of monitors of systems only active during cold start shall
be incremented if the component or strategy is commanded "on" for a
time greater than or equal to 10 seconds.

(c) The denominator(s) for monitors of Variable Valve Timing (VVT) and/or
control systems shall be incremented if the component is commanded to
function (e.g., commanded "on", "open", "closed", "locked", etc.) on two
or more occasions during the driving cycle or for a time greater than or
equal to 10 seconds, whichever occurs first.

(d) For the following monitors, the denominator(s) shall be incremented by

one if, in addition to meeting the requirements of this paragraph on at
least one driving cycle, at least 800 cumulative kilometres of vehicle
operation have been experienced since the last time the denominator was
incremented:

(i) Diesel oxidation catalyst;

(ii) Diesel particulate filter.

(e) Without prejudice to requirements for the increment of denominators of

other monitors the denominators of monitors of the following
components shall be incremented if and only if the driving cycle started
with a cold start:

(i) Liquid (oil, engine coolant, fuel, SCR reagent) temperature sensors;

(ii) Clean air (ambient air, intake air, charge air, inlet manifold)
temperature sensors;

(iii) Exhaust (EGR recirculation/cooling, exhaust gas turbo-charging,

catalyst) temperature sensors;

(f) The denominators of monitors of the boost pressure control system shall
be incremented if all of the following conditions are met

(i) The general denominator conditions arc fulfilled;

(ii) The boost pressure control system is active for a time greater than
or equal to 15 seconds.

(g) Manufacturers may request to use special denominator conditions for

certain components or systems and this request can be approved only if it
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commanded "on" time, the OBD system may not include time during
intrusive operation of the secondary air system solely for the purposes of
monitoring.

(b) Denominators of monitors of systems only active during cold start shall
be incremented if the component or strategy is commanded "on" for a
time greater than or equal to 10 seconds.

(c) The denominator(s) for monitors of Variable Valve Timing (VVT) and/or
control systems shall be incremented if the component is commanded to
function (e.g., commanded "on", "open", "closed", "locked", etc.) on two
or more occasions during the driving cycle or for a time greater than or
equal to 10 seconds, whichever occurs first.

(d) For the following monitors, the denominator(s) shall be incremented by

one if, in addition to meeting the requirements of this paragraph on at
least one driving cycle, at least 800 cumulative kilometres of vehicle
operation have been experienced since the last time the denominator was
incremented:

(i) Diesel oxidation catalyst;

(ii) Diesel particulate filter.

(e) Without prejudice to requirements for the increment of denominators of

other monitors the denominators of monitors of the following
components shall be incremented if and only if the driving cycle started
with a cold start:

(i) Liquid (oil, engine coolant, fuel, SCR reagent) temperature sensors;

(ii) Clean air (ambient air, intake air, charge air, inlet manifold)
temperature sensors;

(iii) Exhaust (EGR recirculation/cooling, exhaust gas turbo-charging,

catalyst) temperature sensors;

(f) The denominators of monitors of the boost pressure control system shall
be incremented if all of the following conditions are met

(i) The general denominator conditions arc fulfilled;

(ii) The boost pressure control system is active for a time greater than
or equal to 15 seconds.

(g) Manufacturers may request to use special denominator conditions for

certain components or systems and this request can be approved only if it
can be demonstrated to the Test Agency by submitting data and/or an
engineering evaluation that other conditions are necessary to allow for
reliable detection of malfunctions.

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can be demonstrated to the Test Agency by submitting data and/or an

engineering evaluation that other conditions are necessary to allow for
reliable detection of malfunctions.

7.3.3 For hybrid vehicles, vehicles that employ alternative engine start hardware or
strategies (e.g. integrated starter and generators), or alternative fuel vehicles (e.g.
dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request the
approval of the Test Agency to use alternative criteria to those set out in this
paragraph for incrementing the denominator. In general, the Test Agency shall
not approve alternative criteria for vehicles that only employ engine shut off at
or near idle/vehicle stop conditions. Approval by the Test Agency of the
alternative criteria shall be based on the equivalence of the alternative criteria to
determine the amount of vehicle operation relative to the measure of
conventional vehicle operation in accordance with the criteria in this paragraph.

7.4 Ignition cycle counter

7.4.1 The ignition cycle counter indicates the number of ignition cycles a vehicle has
experienced. The ignition cycle counter may not be incremented more than once
per driving cycle.

7.5 General denominator

7.5.1 The general denominator is a counter measuring the number of times a vehicle
has been operated. It shall be incremented within 10 seconds, if and only if, the
following criteria are satisfied on a single driving cycle:

(a) Cumulative time since engine start is greater than or equal to 600 seconds
while at an elevation of less than 2,440 m above sea level and at an ambient
temperature of greater than or equal to -7 °C;

(b) Cumulative vehicle operation at or above 40 km/h occurs for greater than
or equal to 300 seconds while at an elevation of less than 2,440 m above
sea level and at an ambient temperature of greater than or equal to -7 °C;

(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by

driver and vehicle speed less than or equal to 1.6 km/h) for greater than or
equal to 30 seconds while at an elevation of less than 2,440 m above sea
level and at an ambient temperature of greater than or equal to -7 °C.

7.6 Reporting and increasing counters

7.6.1 The OBD system shall report, in accordance with the ISO 15031-5 specifications
of the standard listed in paragraph 6.5.3.2.(a) of this appendix, 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);

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7.3.3 For hybrid vehicles, vehicles that employ alternative engine start hardware or
strategies (e.g. integrated starter and generators), or alternative fuel vehicles (e.g.
dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request the
approval of the Test Agency to use alternative criteria to those set out in this
paragraph for incrementing the denominator. In general, the Test Agency shall
not approve alternative criteria for vehicles that only employ engine shut off at
or near idle/vehicle stop conditions. Approval by the Test Agency of the
alternative criteria shall be based on the equivalence of the alternative criteria to
determine the amount of vehicle operation relative to the measure of
conventional vehicle operation in accordance with the criteria in this paragraph.

7.4 Ignition cycle counter

7.4.1 The ignition cycle counter indicates the number of ignition cycles a vehicle has
experienced. The ignition cycle counter may not be incremented more than once
per driving cycle.

7.5 General denominator

7.5.1 The general denominator is a counter measuring the number of times a vehicle
has been operated. It shall be incremented within 10 seconds, if and only if, the
following criteria are satisfied on a single driving cycle:

(a) Cumulative time since engine start is greater than or equal to 600 seconds
while at an elevation of less than 2,440 m above sea level and at an ambient
temperature of greater than or equal to -7 °C;

(b) Cumulative vehicle operation at or above 40 km/h occurs for greater than
or equal to 300 seconds while at an elevation of less than 2,440 m above
sea level and at an ambient temperature of greater than or equal to -7 °C;

(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by

driver and vehicle speed less than or equal to 1.6 km/h) for greater than or
equal to 30 seconds while at an elevation of less than 2,440 m above sea
level and at an ambient temperature of greater than or equal to -7 °C.

7.6 Reporting and increasing counters

7.6.1 The OBD system shall report, in accordance with the ISO 15031-5 specifications
of the standard listed in paragraph 6.5.3.2.(a) of this appendix, 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;

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(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 filter;

(h) NOx after-treatment system (e.g. NOx adsorber, NOx reagent/catalyst

system);

(i) Boost pressure control system.

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.

7.6.2.1 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.

7.6.3 All counters, when incremented, shall be incremented by an integer of one.

7.6.4 The minimum value of each counter is 0, the maximum value shall not be less
than 65,535, notwithstanding any other requirements on standardised storage and
reporting of the OBD system.

7.6.5 If either the numerator or denominator for a specific monitor reaches its
maximum value, both counters for that specific monitor shall be divided by two
before being incremented again according to the provisions set in paragraphs 7.2.

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(d) EGR system;

(e) VVT system;

(f) Secondary air system;

(g) Particulate filter;

(h) NOx after-treatment system (e.g. NOx adsorber, NOx reagent/catalyst

system);

(i) Boost pressure control system.

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.

7.6.2.1 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.

7.6.3 All counters, when incremented, shall be incremented by an integer of one.

7.6.4 The minimum value of each counter is 0, the maximum value shall not be less
than 65,535, notwithstanding any other requirements on standardised storage and
reporting of the OBD system.

7.6.5 If either the numerator or denominator for a specific monitor reaches its
maximum value, both counters for that specific monitor shall be divided by two
before being incremented again according to the provisions set in paragraphs 7.2.
and 7.3. of this appendix. If the ignition cycle counter or the general denominator
reaches its maximum value, the respective counter shall change to zero at its next
increment according to the provisions set in paragraphs 7.4. and 7.5. of this
appendix, respectively.

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and 7.3. of this appendix. If the ignition cycle counter or the general denominator
reaches its maximum value, the respective counter shall change to zero at its next
increment according to the provisions set in paragraphs 7.4. and 7.5. of this
appendix, respectively.

7.6.6 Each counter shall be reset to zero only when a non-volatile memory reset occurs
(e.g. reprogramming event, etc.) or, if the numbers are stored in keep-alive
memory (KAM), when KAM is lost due to an interruption in electrical power to
the control module (e.g. battery disconnect, etc.).

7.6.7 The manufacturer shall take measures to ensure that the values of numerator and
denominator cannot be reset or modified, except in cases provided for explicitly
in this paragraph.

7.7 Disablement of numerators and denominators and of the general denominator

7.7.1 Within 10 seconds of a malfunction being detected, which disables a monitor

required to meet the monitoring conditions of this annex (i.e. a pending or
confirmed code is stored), the OBD system shall disable further incrementing of
the corresponding numerator and denominator for each monitor that is disabled.
When the malfunction is no longer detected (i.e., the pending code is erased
through self-clearing or through a scan tool command), incrementing of all
corresponding numerators and denominators shall resume within 10 seconds

7.7.2 Within 10 seconds of the start of a Power Take-off Operation (PTO) that disables
a monitor required to meet the monitoring conditions of this annex, the OBD
system shall disable further incrementing of the corresponding numerator and
denominator for each monitor that is disabled. When the PTO operation ends,
incrementing of all corresponding numerators and denominators shall resume
within 10 seconds.

7.7.3 The OBD system shall disable further incrementing of the numerator and
denominator of a specific monitor within 10 seconds, if a malfunction of any
component used to determine the criteria within the definition of the specific
monitor's denominator (i.e. vehicle speed, ambient temperature, elevation, idle
operation, engine cold start, or time of operation) has been detected and the
corresponding pending fault code has been stored. Incrementing of the
numerator and denominator shall resume within 10 seconds when the
malfunction is no longer present (e.g. pending code erased through self-clearing
or by a scan tool command).

7.7.4 The OBD system shall disable further incrementing of the general denominator
within 10 seconds, if a malfunction has been detected of any component used to
determine whether the criteria in paragraph 7.5. of this appendix are satisfied
(i.e. vehicle speed, ambient temperature, elevation, idle operation, or time of
operation) and the corresponding pending fault code has been stored. The
general denominator may not be disabled from incrementing for any other
condition. Incrementing of the general denominator shall resume within
10 seconds when the malfunction is no longer present (e.g. pending code erased
through self-clearing or by a scan tool command).

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7.6.6 Each counter shall be reset to zero only when a non-volatile memory reset occurs
(e.g. reprogramming event, etc.) or, if the numbers are stored in keep-alive
memory (KAM), when KAM is lost due to an interruption in electrical power to
the control module (e.g. battery disconnect, etc.).

7.6.7 The manufacturer shall take measures to ensure that the values of numerator and
denominator cannot be reset or modified, except in cases provided for explicitly
in this paragraph.

7.7 Disablement of numerators and denominators and of the general denominator

7.7.1 Within 10 seconds of a malfunction being detected, which disables a monitor

required to meet the monitoring conditions of this annex (i.e. a pending or
confirmed code is stored), the OBD system shall disable further incrementing of
the corresponding numerator and denominator for each monitor that is disabled.
When the malfunction is no longer detected (i.e., the pending code is erased
through self-clearing or through a scan tool command), incrementing of all
corresponding numerators and denominators shall resume within 10 seconds

7.7.2 Within 10 seconds of the start of a Power Take-off Operation (PTO) that disables
a monitor required to meet the monitoring conditions of this annex, the OBD
system shall disable further incrementing of the corresponding numerator and
denominator for each monitor that is disabled. When the PTO operation ends,
incrementing of all corresponding numerators and denominators shall resume
within 10 seconds.

7.7.3 The OBD system shall disable further incrementing of the numerator and
denominator of a specific monitor within 10 seconds, if a malfunction of any
component used to determine the criteria within the definition of the specific
monitor's denominator (i.e. vehicle speed, ambient temperature, elevation, idle
operation, engine cold start, or time of operation) has been detected and the
corresponding pending fault code has been stored. Incrementing of the
numerator and denominator shall resume within 10 seconds when the
malfunction is no longer present (e.g. pending code erased through self-clearing
or by a scan tool command).

7.7.4 The OBD system shall disable further incrementing of the general denominator
within 10 seconds, if a malfunction has been detected of any component used to
determine whether the criteria in paragraph 7.5. of this appendix are satisfied
(i.e. vehicle speed, ambient temperature, elevation, idle operation, or time of
operation) and the corresponding pending fault code has been stored. The
general denominator may not be disabled from incrementing for any other
condition. Incrementing of the general denominator shall resume within
10 seconds when the malfunction is no longer present (e.g. pending code erased
through self-clearing or by a scan tool command).

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Annex C6

Verifying Real Driving Emissions (RDE)

1.0 INTRODUCTION, DEFINITIONS AND ABBREVIATIONS

1.1 Introduction

This Annex describes the procedure to verify the Real Driving Emissions (RDE)
performance of light passenger and commercial vehicles for (with reference to
WLTP method for Type I testing) all M and N Categories of vehicles with GVW
up to 3.5 Tons.

Note: - This regulation shall apply to vehicles of categories M1, M2, N1 and N2
with reference mass not exceeding 2610 kg. However, at the manufacturer’s
request, type approval granted under this regulation may be extended from
vehicles mentioned above to M1, M2, N1 & N2 vehicles with a reference mass
not exceeding 2840 kg and which meet the condition as per Gazette Notification.

1.2 Definitions : For the purposes of this Annex, in addition to definitions in this
regulation, following definitions shall apply:

1.2.1 "Vehicle type with regard to Real Driving Emissions" means a group of
vehicles which do not differ with respect to the criteria constituting a "PEMS test
family" as defined in Appendix 7 of this Annex.

1.2.2 "Accuracy" means the difference between a measured value and a reference
value, traceable to a national standard and describes the correctness of a result.

1.2.3 "Analyser" means any measurement device that is not part of the vehicle but
installed to determine the concentration or the amount of gaseous or particle
criteria emissions.

1.2.4 "Axis intercept" of a linear regression (a0) means:

𝑎𝑜 = 𝑦̅ − (𝑎1 × 𝑥̅ )

where:

a1 = slope of the regression line

x ̅= mean value of the reference parameter

y ̅= mean value of the parameter to be verified

1.2.5 "Calibration" means the process of setting a measurement system's response so

that its output agrees with a range of reference signals.

1.2.6 "Coefficient of determination" (r2) means:

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Annex C6

Verifying Real Driving Emissions (RDE)

1.0 INTRODUCTION, DEFINITIONS AND ABBREVIATIONS

1.1 Introduction

This Annex describes the procedure to verify the Real Driving Emissions (RDE)
performance of light passenger and commercial vehicles for (with reference to
WLTP method for Type I testing) all M and N Categories of vehicles with GVW
up to 3.5 Tons.

Note: - This Regulation applies to the type approval of vehicles of categories M2 and N1
with a technical permissible maximum laden mass not exceeding 3 500kg and to all vehicles
of category M1 and which meet the condition as per Gazette Notification.

1.2 Definitions : For the purposes of this Annex, in addition to definitions in this
regulation, following definitions shall apply:

1.2.1 "Vehicle type with regard to Real Driving Emissions" means a group of
vehicles which do not differ with respect to the criteria constituting a "PEMS test
family" as defined in Appendix 7 of this Annex.

1.2.2 "Accuracy" means the difference between a measured value and a reference
value, traceable to a national standard and describes the correctness of a result.

1.2.3 "Analyser" means any measurement device that is not part of the vehicle but
installed to determine the concentration or the amount of gaseous or particle
criteria emissions.

1.2.4 "Axis intercept" of a linear regression (a0) means:

𝑎𝑜 = 𝑦̅ − (𝑎1 × 𝑥̅ )

where:

a1 = slope of the regression line

x ̅= mean value of the reference parameter

y ̅= mean value of the parameter to be verified

1.2.5 "Calibration" means the process of setting a measurement system's response so

that its output agrees with a range of reference signals.

1.2.6 "Coefficient of determination" (r2) means:

2
∑𝑛𝑖=1[𝑦𝑖 − 𝑎0 − (𝑎1 × 𝑋𝑖 )]2
𝑟 =1−
∑𝑛𝑖=1(𝑦𝑖 − 𝑦̅)2

where:

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∑𝑛𝑖=1[𝑦𝑖 − 𝑎0 − (𝑎1 × 𝑋𝑖 )]2

𝑟2 = 1 −
∑𝑛𝑖=1(𝑦𝑖 − 𝑦̅)2

where:

𝑎0 = Axis intercept of the linear regression line

𝑎1 = Slope of the linear regression line

𝑋𝑖 = Measured reference value

𝑦𝑖 = Measured value of the parameter to be verified

𝑦̅ = Mean value of the parameter to be verified

n = Number of values

1.2.7 "Cross-correlation coefficient" (r) means:

∑𝑛−1
𝑖=1 (𝑥𝑖 − 𝑥̅ ) × (𝑦𝑖 − 𝑦
̅)
𝑟=
√∑𝑛−1 2 𝑛−1
̅)2
𝑥=1 (𝑥𝑖 − 𝑥̅ ) × √∑𝑖=1 (𝑦𝑖 − 𝑦

where:

𝑥𝑖 = Measured reference value

𝑦𝑖 = Measured value of the parameter to be verified

𝑥̅ = Mean reference value

𝑦̅ = Mean value of the parameter to be verified

n = Number of values

1.2.8 "Delay time" means the difference in time between the change of the component
to be measured at the reference point and a system response of 10 per cent of the
final reading (t10) with the sampling probe being defined as the reference point.

1.2.9 "Engine control unit (ECU) signals or data" means any vehicle information
and signal recorded from the vehicle network using the protocols specified in
clause 3.4.5. of Appendix 1 of this Annex.

1.2.10 "Engine control unit" means the electronic unit that controls various actuators
to ensure the optimal performance of the engine.

1.2.11 "Emissions" also referred to as "components", "pollutant components" or

"pollutant emissions" means the regulated gaseous or particle constituents of the
exhaust.

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𝑎0 = Axis intercept of the linear regression line

𝑎1 = Slope of the linear regression line

𝑋𝑖 = Measured reference value

𝑦𝑖 = Measured value of the parameter to be verified

𝑦̅ = Mean value of the parameter to be verified

n = Number of values

1.2.7 "Cross-correlation coefficient" (r) means:

∑𝑛−1
𝑖=1 (𝑥𝑖 − 𝑥̅ ) × (𝑦𝑖 − 𝑦
̅)
𝑟=
√∑𝑛−1 2 𝑛−1
̅)2
𝑥=1 (𝑥𝑖 − 𝑥̅ ) × √∑𝑖=1 (𝑦𝑖 − 𝑦

where:

𝑥𝑖 = Measured reference value

𝑦𝑖 = Measured value of the parameter to be verified

𝑥̅ = Mean reference value

𝑦̅ = Mean value of the parameter to be verified

n = Number of values

1.2.8 "Delay time" means the difference in time between the change of the component
to be measured at the reference point and a system response of 10 per cent of the
final reading (t10) with the sampling probe being defined as the reference point.

1.2.9 "Engine control unit (ECU) signals or data" means any vehicle information
and signal recorded from the vehicle network using the protocols specified in
clause 3.4.5. of Appendix 1 of this Annex.

1.2.10 "Engine control unit" means the electronic unit that controls various actuators
to ensure the optimal performance of the engine.

1.2.11 "Emissions" also referred to as "components", "pollutant components" or

"pollutant emissions" means the regulated gaseous or particle constituents of the
exhaust.

1.2.12 "Exhaust", also referred to as exhaust gas, means the total of all gaseous and
particulate components emitted at the exhaust outlet or tailpipe as the result of
fuel combustion within the vehicle’s internal combustion engine.

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1.2.12 "Exhaust", also referred to as exhaust gas, means the total of all gaseous and
particulate components emitted at the exhaust outlet or tailpipe as the result of
fuel combustion within the vehicle’s internal combustion engine.

1.2.13 "Exhaust emissions" means the emissions of particles, characterized as

particulate matter and particle number, and of gaseous components at the tailpipe
of a vehicle.

1.2.14 "Full scale" means the full range of an analyser, flow-measuring instrument or
sensor as specified by the equipment manufacturer. If a sub-range of the analyser,
flow-measuring instrument or sensor is used for measurements, full scale shall
be understood as the maximum reading of the sub-range.

1.2.15 "Hydrocarbon response factor" of a particular hydrocarbon species means the

ratio between the reading of a FID and the concentration of the hydrocarbon
species under consideration in the reference gas cylinder, expressed as ppmC1.

1.2.16 "Major maintenance" means the adjustment, repair or replacement of an

analyser, flow-measuring instrument or sensor that could affect the accuracy of
measurements.

1.2.17 "Noise” means two times the root mean square of ten standard deviations, each
calculated from the zero responses measured at a constant frequency which is a
multiple of 1,0 Hz during a period of 30 seconds.

1.2.18 “Non-methane hydrocarbons" (NMHC) means the Total Hydrocarbons (THC)

minus the methane (CH4) contribution.

1.2.19 "Particle number emissions" (PN) means the total number of solid particles
emitted from the vehicle exhaust quantified according to the dilution, sampling
and measurement methods as specified in this regulation.

1.2.20 "Precision" means the degree to which repeated measurements under unchanged
conditions show the same results.

1.2.21 "Reading" means the numerical value displayed by an analyser, flow-measuring

instrument, sensor or any other measurement devise applied in the context of
vehicle emission measurements.

1.2.22 "Response time" (t90) means the difference in time between the change of the
component to be measured at the reference point and a system response of 90 per
cent of the final reading (t90) with the sampling probe being defined as the
reference point, whereby the change of the measured component is at least 60 per
cent full scale (FS) and takes place in less than 0.1 second. The system response
time consists of the delay time to the system and of the rise time of the system.

1.2.23 [Reserved]

1.2.24 "Root mean square" (xrms) means the square root of the arithmetic mean of the
squares of values and defined as:

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1.2.13 "Exhaust emissions" means the emissions of particles, characterized as

particulate matter and particle number, and of gaseous components at the tailpipe
of a vehicle.

1.2.14 "Full scale" means the full range of an analyser, flow-measuring instrument or
sensor as specified by the equipment manufacturer. If a sub-range of the analyser,
flow-measuring instrument or sensor is used for measurements, full scale shall
be understood as the maximum reading of the sub-range.

1.2.15 "Hydrocarbon response factor" of a particular hydrocarbon species means the

ratio between the reading of a FID and the concentration of the hydrocarbon
species under consideration in the reference gas cylinder, expressed as ppmC1.

1.2.16 "Major maintenance" means the adjustment, repair or replacement of an

analyser, flow-measuring instrument or sensor that could affect the accuracy of
measurements.

1.2.17 "Noise” means two times the root mean square of ten standard deviations, each
calculated from the zero responses measured at a constant frequency which is a
multiple of 1,0 Hz during a period of 30 seconds.

1.2.18 “Non-methane hydrocarbons" (NMHC) means the Total Hydrocarbons (THC)

minus the methane (CH4) contribution.

1.2.19 "Particle number emissions" (PN) means the total number of solid particles
emitted from the vehicle exhaust quantified according to the dilution, sampling
and measurement methods as specified in this regulation.

1.2.20 "Precision" means the degree to which repeated measurements under unchanged
conditions show the same results.

1.2.21 "Reading" means the numerical value displayed by an analyser, flow-measuring

instrument, sensor or any other measurement devise applied in the context of
vehicle emission measurements.

1.2.22 "Response time" (t90) means the difference in time between the change of the
component to be measured at the reference point and a system response of 90 per
cent of the final reading (t90) with the sampling probe being defined as the
reference point, whereby the change of the measured component is at least 60 per
cent full scale (FS) and takes place in less than 0.1 second. The system response
time consists of the delay time to the system and of the rise time of the system.

1.2.23 [Reserved]

1.2.24 "Root mean square" (xrms) means the square root of the arithmetic mean of the
squares of values and defined as:

1
𝑥𝑟𝑚𝑠 = √ (𝑥1 2 + 𝑥2 2 + ⋯ + 𝑥𝑛 2 )
𝑛

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1
𝑥𝑟𝑚𝑠 = √ (𝑥1 2 + 𝑥2 2 + ⋯ + 𝑥𝑛 2 )
𝑛

x = Measured or calculated value

n = Number of values

1.2.25 "Rise time"means the difference in time between the 10 per cent and 90 per cent
response of the final reading (t10 to t90), as depicted in Figure 2.

1.2.26 "Sensor" means any measurement device that is not part of the vehicle itself but
installed to determine parameters other than the concentration of criteria
emissions and the exhaust mass flow.

1.2.27 "Span" means to adjust an instrument so that it gives a proper response to a

calibration standard that represents between 75 per cent and 100 per cent of the
maximum value in the instrument range or expected range of use.

1.2.28 "Span response" means the mean response to a span signal over a time interval
of at least 30 s.

1.2.29 "Span response drift" means the difference between the mean response to a span
signal and the actual span signal that is measured at a defined time period after
an analyser, flow-measuring instrument or sensor was accurately spanned.

1.2.30 "Slope" of a linear regression (a1) means:

∑𝑛𝑖=1(𝑦𝑖 − 𝑦̅) × (𝑥𝑖 − 𝑥̅ )

𝑎1 =
∑𝑛𝑖=1(𝑥𝑖 − 𝑥̅ )2

where:

𝑥̅ = Mean value of the reference parameter.

𝑦̅ = Mean value of the parameter to be verified.

𝑥𝑖 = Actual value of the reference parameter

𝑦𝑖 = Actual value of the parameter to be verified.

n = Number of values.

"Standard error of estimate" (SEE) means:

∑𝑛 (𝑦𝑖 − 𝑦́ )2
𝑆𝐸𝐸 = √ 𝑖=1
(𝑛 − 2)

Where:

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x = Measured or calculated value

n = Number of values

1.2.25 "Rise time"means the difference in time between the 10 per cent and 90 per cent
response of the final reading (t10 to t90), as depicted in Figure 2.

1.2.26 "Sensor" means any measurement device that is not part of the vehicle itself but
installed to determine parameters other than the concentration of criteria
emissions and the exhaust mass flow.

1.2.27 "Span" means to adjust an instrument so that it gives a proper response to a

calibration standard that represents between 75 per cent and 100 per cent of the
maximum value in the instrument range or expected range of use.

1.2.28 "Span response" means the mean response to a span signal over a time interval
of at least 30 s.

1.2.29 "Span response drift" means the difference between the mean response to a span
signal and the actual span signal that is measured at a defined time period after
an analyser, flow-measuring instrument or sensor was accurately spanned.

1.2.30 "Slope" of a linear regression (a1) means:

∑𝑛𝑖=1(𝑦𝑖 − 𝑦̅) × (𝑥𝑖 − 𝑥̅ )

𝑎1 =
∑𝑛𝑖=1(𝑥𝑖 − 𝑥̅ )2

where:

𝑥̅ = Mean value of the reference parameter.

𝑦̅ = Mean value of the parameter to be verified.

𝑥𝑖 = Actual value of the reference parameter

𝑦𝑖 = Actual value of the parameter to be verified.

n = Number of values.

"Standard error of estimate" (SEE) means:

∑𝑛 (𝑦𝑖 − 𝑦́ )2
𝑆𝐸𝐸 = √ 𝑖=1
(𝑛 − 2)

Where:

𝑦́ = Estimated value of the parameter to be verified

𝑦𝑖 = Actual value of the parameter to be verified

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𝑦́ = Estimated value of the parameter to be verified

𝑦𝑖 = Actual value of the parameter to be verified

𝑥𝑚𝑎𝑥 = Maximum actual values of the reference parameter

n = Number of values

1.2.31 "Total hydrocarbons" (THC) means the sum of all volatile compounds
measurable by a flame ionization detector (FID).

1.2.32 "Traceable" means the ability to relate a measurement or reading through an

unbroken chain of comparisons to a known and commonly agreed standard."

1.2.33 "Transformation time" means the time difference between a change of

concentration or flow (t0) at the reference point and a system response of 50
per cent of the final reading (t50).

1.2.34 "Type of analyser", also referred to as "analyser type" means a group of

analysers produced by the same manufacturer that apply an identical principle to
determine the concentration of one specific gaseous component or the number of
particles.

1.2.35 "Type of exhaust mass flow meter" means a group of exhaust mass flow meters
produced by the same manufacturer that share a similar tube inner diameter and
function on an identical principle to determine the mass flow rate of the exhaust
gas.

1.2.36 "Validation of PEMS" means the process of evaluating on a chassis

dynamometer the correct installation and functionality within the given accuracy
limits of a Portable Emissions Measurement System and exhaust mass flow rate
measurements as obtained from one or multiple non-traceable exhaust mass flow
meters or as calculated from sensors or ECU signals.

1.2.37 "Verification" means the process of evaluating whether the measured or

calculated output of an analyser, flow-measuring instrument, sensor or signal or
method agrees with a reference signal or value within one or more predetermined
thresholds for acceptance.

1.2.38 "Zero" means the calibration of an analyser, flow-measuring instrument or sensor

so that it gives an accurate response to a zero signal.

1.2.39 "Zero response" means the mean response to a zero signal over a time interval
of at least 30s.

1.2.40 "Zero response drift" means the difference between the mean response to a zero
signal and the actual zero signal that is measured over a defined time period after
an analyser, flow-measuring instrument or sensor has been accurately zero
calibrated.

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𝑥𝑚𝑎𝑥 = Maximum actual values of the reference parameter

n = Number of values

1.2.31 "Total hydrocarbons" (THC) means the sum of all volatile compounds
measurable by a flame ionization detector (FID).

1.2.32 "Traceable" means the ability to relate a measurement or reading through an

unbroken chain of comparisons to a known and commonly agreed standard."

1.2.33 "Transformation time" means the time difference between a change of

concentration or flow (t0) at the reference point and a system response of 50
per cent of the final reading (t50).

1.2.34 "Type of analyser", also referred to as "analyser type" means a group of

analysers produced by the same manufacturer that apply an identical principle to
determine the concentration of one specific gaseous component or the number of
particles.

1.2.35 "Type of exhaust mass flow meter" means a group of exhaust mass flow meters
produced by the same manufacturer that share a similar tube inner diameter and
function on an identical principle to determine the mass flow rate of the exhaust
gas.

1.2.36 "Validation of PEMS" means the process of evaluating on a chassis

dynamometer the correct installation and functionality within the given accuracy
limits of a Portable Emissions Measurement System and exhaust mass flow rate
measurements as obtained from one or multiple non-traceable exhaust mass flow
meters or as calculated from sensors or ECU signals.

1.2.37 "Verification" means the process of evaluating whether the measured or

calculated output of an analyser, flow-measuring instrument, sensor or signal or
method agrees with a reference signal or value within one or more predetermined
thresholds for acceptance.

1.2.38 "Zero" means the calibration of an analyser, flow-measuring instrument or sensor

so that it gives an accurate response to a zero signal.

1.2.39 "Zero response" means the mean response to a zero signal over a time interval
of at least 30s.

1.2.40 "Zero response drift" means the difference between the mean response to a zero
signal and the actual zero signal that is measured over a defined time period after
an analyser, flow-measuring instrument or sensor has been accurately zero
calibrated.

1.2.41 "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid

electric vehicle that can be charged from an external source."

1.2.42 "Not off-vehicle charging hybrid electric vehicle" (NOVC- HEV) means a
hybrid electric vehicle that cannot be charged from an external source.

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1.2.41 "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid

electric vehicle that can be charged from an external source."

1.2.42 "Not off-vehicle charging hybrid electric vehicle" (NOVC- HEV) means a
hybrid electric vehicle that cannot be charged from an external source.

1.2.43 M1/M2/ N1 Low Powered Vehicles;

“M1/M2/N1 Low powered Vehicles” Class 1 vehicles having a power to mass in

running order minus 75 kg ratio ≤ 22 W/kg and max design speed ≤ 70kmph

1.2.44 “Real driving emissions (RDE)” means the emissions of a vehicle under its
normal conditions of use.

1.2.45 “Portable emissions measurement system (PEMS)” means portable emissions

measurement system meeting the requirements specified in Appendix 1 to this
Annex.

1.2.46 “Adapter” means a pipe attachment that connects the exhaust tailpipe of the
tested vehicle to the exhaust mass flow meter.

1.2.47 "Calibration gas" means a gas mixture used to calibrate gas analysers.

1.2.48 "Reference value" means a value traceable to a national or international standard

(Figure 1).

1.2.49 "Set point" means the target value a control system aims to reach.

1.2.50 "Zero gas" means a gas containing no analyte, which is use to set a zero response
on an analyser.

1.2.51 "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on
different mixtures of two or more fuels.

1.2.52 "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one
type of fuel.

1.2.53 "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or a
mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85).

1.2.54 The term "particle" is conventionally used for the matter being characterised
(measured) in the airborne phase (suspended matter), and the term "particulate"
for the deposited matter.

1.2.55 "Criteria emissions" means those emission compounds for which limits are set
in CMVR.

1.2.56 "Deactivated internal combustion engine" means an internal combustion

engine for which one of the following criteria apply:

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1.2.43 M1/M2/ N1 Low Powered Vehicles;

“M1/M2/N1 Low powered Vehicles” Class 1 vehicles having a power to mass in

running order minus 75 kg ratio ≤ 22 W/kg and max design speed ≤ 70kmph

1.2.44 “Real driving emissions (RDE)” means the emissions of a vehicle under its
normal conditions of use.

1.2.45 “Portable emissions measurement system (PEMS)” means portable emissions

measurement system meeting the requirements specified in Appendix 1 to this
Annex.

1.2.46 “Adapter” means a pipe attachment that connects the exhaust tailpipe of the
tested vehicle to the exhaust mass flow meter.

1.2.47 "Calibration gas" means a gas mixture used to calibrate gas analysers.

1.2.48 "Reference value" means a value traceable to a national or international standard

(Figure 1).

1.2.49 "Set point" means the target value a control system aims to reach.

1.2.50 "Zero gas" means a gas containing no analyte, which is use to set a zero response
on an analyser.

1.2.51 "Flex fuel vehicle" means a vehicle with one fuel storage system that can run on
different mixtures of two or more fuels.

1.2.52 "Mono-fuel vehicle" means a vehicle that is designed to run primarily on one
type of fuel.

1.2.53 "Flex fuel ethanol vehicle" means a flex fuel vehicle that can run on petrol or a
mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85).

1.2.54 The term "particle" is conventionally used for the matter being characterised
(measured) in the airborne phase (suspended matter), and the term "particulate"
for the deposited matter.

1.2.55 "Criteria emissions" means those emission compounds for which limits are set
in CMVR.

1.2.56 "Deactivated internal combustion engine" means an internal combustion

engine for which one of the following criteria apply:

- the recorded engine speed is < 50 rpm;

- the exhaust mass flow rate is measured at < 3kg/h;

- the measured exhaust mass flow rate drops to <15% of the typical steady-state
exhaust mass flow rate at idling.

1.2.57 "Engine capacity" means either of the following:

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- the recorded engine speed is < 50 rpm;

- the exhaust mass flow rate is measured at < 3kg/h;

- the measured exhaust mass flow rate drops to <15% of the typical steady-state
exhaust mass flow rate at idling.

1.2.57 "Engine capacity" means either of the following:

- for reciprocating piston engines, the nominal engine swept volume;

- for rotary piston (Wankel) engines, double the nominal engine swept volume.

1.2.58 "Extended factor" means a factor which accounts for the effect of extended
ambient temperature or altitude conditions upon criteria emissions.

Figure 1 - Definition of accuracy, precision and reference value

Figure 2 - Definition of delay, rise, transformation and response times

1.3 Vehicle characteristics and driver

1.3.1 "Actual mass of the vehicle" means the mass in running order plus the mass of
the fitted optional equipment to an individual vehicle.

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- for reciprocating piston engines, the nominal engine swept volume;

- for rotary piston (Wankel) engines, double the nominal engine swept volume.

1.2.58 "Extended factor" means a factor which accounts for the effect of extended
ambient temperature or altitude conditions upon criteria emissions.

Figure 1 - Definition of accuracy, precision and reference value

Figure 2 - Definition of delay, rise, transformation and response times

1.3 Vehicle characteristics and driver

1.3.1 "Actual mass of the vehicle" means the mass in running order plus the mass of
the fitted optional equipment to an individual vehicle.

1.3.2 "Auxiliary devices" means energy consuming, converting, storing or supplying

non-peripheral devices or systems which are installed in the vehicle for purposes
other than the propulsion of the vehicle and are therefore not considered to be
part of the power train.

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1.3.2 "Auxiliary devices" means energy consuming, converting, storing or supplying

non-peripheral devices or systems which are installed in the vehicle for purposes
other than the propulsion of the vehicle and are therefore not considered to be
part of the power train.

1.3.3 "Mass in running order" means the mass of the vehicle, with its fuel tank(s)
filled to at least 90 per cent of its or their capacity/capacities, including the mass
of the driver, fuel and liquids, fitted with the standard equipment in accordance
with the manufacturer's specifications and, when they are fitted, the mass of the
bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools.

1.3.4 "Maximum Permissible Test mass of the vehicle" means the sum of:

- the actual mass of the vehicle;

- 90% of the difference between the technically permissible maximum laden mass
and the actual mass of the vehicle (Figure 3).

1.3.5 "Odometer" means an instrument indicating to the driver the total distance
driven by the vehicle since its production.

1.3.6 "Optional equipment" means all the features not included in the standard
equipment which are fitted to a vehicle under the responsibility of the
manufacturer, and that can be ordered by the customer.

1.3.7 "Power-to-test mass-ratio" corresponds to the ratio of the rated engine power
and of the test mass.

1.3.8 “Power-to-mass-ratio” is the ratio of rated power to the mass in running order
minus 75 kg.

1.3.9 "Rated engine power (Prated)" means maximum net power of the engine or
motor in kW declared by the manufacturer according to CMVR..

1.3.10 "Technically permissible maximum laden mass" means the maximum mass
allocated to a vehicle on the basis of its construction features and its design
performances.

1.3.11 "Vehicle OBD information" means information relating to an on-board

diagnostic system for any electronic system on the vehicle

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1.3.3 "Mass in running order" means the mass of the vehicle, with its fuel tank(s)
filled to at least 90 per cent of its or their capacity/capacities, including the mass
of the driver, fuel and liquids, fitted with the standard equipment in accordance
with the manufacturer's specifications and, when they are fitted, the mass of the
bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools.

1.3.4 "Maximum Permissible Test mass of the vehicle" means the sum of:

- the actual mass of the vehicle;

- 90% of the difference between the technically permissible maximum laden mass
and the actual mass of the vehicle (Figure 3).

1.3.5 "Odometer" means an instrument indicating to the driver the total distance
driven by the vehicle since its production.

1.3.6 "Optional equipment" means all the features not included in the standard
equipment which are fitted to a vehicle under the responsibility of the
manufacturer, and that can be ordered by the customer.

1.3.7 "Power-to-test mass-ratio" corresponds to the ratio of the rated engine power
and of the test mass.

1.3.8 “Power-to-mass-ratio” is the ratio of rated power to the mass in running order
minus 75 kg.

1.3.9 "Rated engine power (Prated)" means maximum net power of the engine or
motor in kW declared by the manufacturer according to CMVR..

1.3.10 "Technically permissible maximum laden mass" means the maximum mass
allocated to a vehicle on the basis of its construction features and its design
performances.

1.3.11 "Vehicle OBD information" means information relating to an on-board

diagnostic system for any electronic system on the vehicle

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Figure 3 - Mass definitions

1.3.12 "Cold start PEMS trip" means a trip with conditioning of the vehicle prior to
the test (as described in point 5.3 of this Annexcold).

1.3.13 "Hot start PEMS trip" means a trip without conditioning of the vehicle prior to
the test (as described in point 5.3 in the present Regulation), but with a warm
engine with engine coolant temperature and/or engine oil temperature above 70
°C. In the case that measuring the coolant temperature is not feasible, on request
of the manufacturer and with approval of the Test Agency, instead of using the
coolant temperature, the engine oil temperature may be used.

1.3.14 "Periodically regenerating system" means an exhaust emissions control device

(e.g. catalytic converter, particulate trap) that requires a periodical regeneration.

1.3.15 "Reagent" means any product other than fuel that is stored on-board the vehicle
and is provided to the exhaust after-treatment system upon request of the
emission control system.

1.3.16 "Test start" means (Figure 4) whichever occurs first from:

- the first activation of the internal combustion engine;

- the first movement of the vehicle with speed greater than 1 km/h for OVC-
HEVs and NOVC-HEVs.

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Figure 3 - Mass definitions

1.3.12 "Cold start PEMS trip" means a trip with conditioning of the vehicle prior to
the test (as described in point 5.3 of this Annexcold).

1.3.13 "Hot start PEMS trip" means a trip without conditioning of the vehicle prior to
the test (as described in point 5.3 in the present Regulation), but with a warm
engine with engine coolant temperature and/or engine oil temperature above 70
°C. In the case that measuring the coolant temperature is not feasible, on request
of the manufacturer and with approval of the Test Agency, instead of using the
coolant temperature, the engine oil temperature may be used.

1.3.14 "Periodically regenerating system" means an exhaust emissions control device

(e.g. catalytic converter, particulate trap) that requires a periodical regeneration.

1.3.15 "Reagent" means any product other than fuel that is stored on-board the vehicle
and is provided to the exhaust after-treatment system upon request of the
emission control system.

1.3.16 "Test start" means (Figure 4) whichever occurs first from:

- the first activation of the internal combustion engine;

- the first movement of the vehicle with speed greater than 1 km/h for OVC-
HEVs and NOVC-HEVs.

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Figure 4 - Test start definition

1.3.17 "Test end" means (Figure 5) that the vehicle has completed the trip and
whichever occurs last from:

- the final deactivation of the internal combustion engine;

- the vehicle stops and the speed is lower than or equal to 1 km/h for OVC-
HEVs and NOVC-HEVS finishing the test with deactivated internal combustion
engine.:

Figure 5 Test end definition

1.4 "Cold start period" means the period from the test start as defined in paragraph
1.3.16 until the point when the vehicle has run for 5 minutes. If the coolant
temperature is determined, the cold start period ends once the coolant is at least
70 °C for the first time, but no later than 5 minutes after test start. In the case that
measuring the coolant temperature is not feasible, on request of the manufacturer
and with approval of the Test Agency, instead of using the coolant temperature,
the engine oil temperature may be used.

1.5 Abbreviations

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Figure 4 - Test start definition

1.3.17 "Test end" means (Figure 5) that the vehicle has completed the trip and
whichever occurs last from:

- the final deactivation of the internal combustion engine;

- the vehicle stops and the speed is lower than or equal to 1 km/h for OVC-
HEVs and NOVC-HEVS finishing the test with deactivated internal combustion
engine.:

Figure 5 Test end definition

1.4 "Cold start period" means the period from the test start as defined in paragraph
1.3.16 until the point when the vehicle has run for 5 minutes. If the coolant
temperature is determined, the cold start period ends once the coolant is at least
70 °C for the first time, but no later than 5 minutes after test start. In the case that
measuring the coolant temperature is not feasible, on request of the manufacturer
and with approval of the Test Agency, instead of using the coolant temperature,
the engine oil temperature may be used.

1.5 Abbreviations

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Abbreviations refer generically to both the singular and the plural forms of
abbreviated terms.

CH4 Methane

CLD Chemiluminescence Detector

CO Carbon Monoxide

CO2 Carbon Dioxide

CVS Constant Volume Sampler

DCT Dual Clutch Transmission

ECU Engine Control Unit

EFM Exhaust mass Flow Meter

FID Flame Ionisation Detector

FS Full scale

GNSS Global Navigation Satellite System

H2O Water

HC Hydrocarbons

HCLD Heated Chemiluminescence Detector

HEV Hybrid Electric Vehicle

ICE Internal Combustion Engine

ID Identification number or code

LPG Liquid Petroleum Gas

MAW Moving Average Window

Max maximum value

N2 Nitrogen

NDIR Non-Dispersive InfraRed analyser

NDUV Non-Dispersive UltraViolet analyser

MIDC Modified Indian Driving Cycle

NG Natural Gas

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Abbreviations refer generically to both the singular and the plural forms of
abbreviated terms.

CH4 Methane

CLD Chemiluminescence Detector

CO Carbon Monoxide

CO2 Carbon Dioxide

CVS Constant Volume Sampler

DCT Dual Clutch Transmission

ECU Engine Control Unit

EFM Exhaust mass Flow Meter

FID Flame Ionisation Detector

FS Full scale

GNSS Global Navigation Satellite System

H2O Water

HC Hydrocarbons

HCLD Heated Chemiluminescence Detector

HEV Hybrid Electric Vehicle

ICE Internal Combustion Engine

ID Identification number or code

LPG Liquid Petroleum Gas

MAW Moving Average Window

Max maximum value

N2 Nitrogen

NDIR Non-Dispersive InfraRed analyser

NDUV Non-Dispersive UltraViolet analyser

MIDC Modified Indian Driving Cycle

NG Natural Gas

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NMC Non-Methane Cutter

NMC FID Non-Methane Cutter in combination with a Flame-Ionisation

Detector

NMHC Non-Methane Hydrocarbons

NO Nitrogen Monoxide

No. Number

NO2 Nitrogen Dioxide

NOX Nitrogen Oxides

NTE Not-to-exceed

O2 Oxygen

OBD On-Board Diagnostics

PEMS Portable Emissions Measurement System

PHEV Plug-in Hybrid Electric Vehicle

PN Particle number

RDE Real Driving Emissions

RPA Relative Positive Acceleration

SCR Selective Catalytic Reduction

SEE Standard Error of Estimate

THC Total Hydro Carbons

VIN Vehicle Identification Number

2.0 GENERAL REQUIREMENTS

2.1 Not-to-exceed Emission Limits

2.1.1 Throughout the normal life of a vehicle type approved according to this Part, its
emissions determined in accordance with the requirements of this Annex and
emitted at any possible RDE test performed in accordance with the requirements
of this Annex, shall not be higher than the following not-to-exceed (NTE) values:

NTEpollutant = CFpollutant X Limit

where Limit is the applicable emission limit laid down in Gazette Notification

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NMC Non-Methane Cutter

NMC FID Non-Methane Cutter in combination with a Flame-Ionisation

Detector

NMHC Non-Methane Hydrocarbons

NO Nitrogen Monoxide

No. Number

NO2 Nitrogen Dioxide

NOX Nitrogen Oxides

NTE Not-to-exceed

O2 Oxygen

OBD On-Board Diagnostics

PEMS Portable Emissions Measurement System

PHEV Plug-in Hybrid Electric Vehicle

PN Particle number

RDE Real Driving Emissions

RPA Relative Positive Acceleration

SCR Selective Catalytic Reduction

SEE Standard Error of Estimate

THC Total Hydro Carbons

VIN Vehicle Identification Number

2.0 GENERAL REQUIREMENTS

2.1 Not-to-exceed Emission Limits

2.1.1 Throughout the normal life of a vehicle type approved according to this Part, its
emissions determined in accordance with the requirements of this Annex and
emitted at any possible RDE test performed in accordance with the requirements
of this Annex, shall not be higher than the following not-to-exceed (NTE) values:

NTEpollutant = CFpollutant X Limit

where Limit is the applicable emission limit laid down in Gazette Notification

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Final Conformity Factors

The conformity factor CFpollutant for the respective pollutant will be applicable
as notified and amended from time to time..

2.2 The manufacturer shall confirm compliance with clause 2.1 of this Annex by
completing the certificate set out in Appendix 9 of this Annex.

2.3 The RDE tests required by this Annex at type approval and during the lifetime of
a vehicle provide a presumption of conformity with the requirement set out in
Point 2.1. The presumed conformity may be reassessed by additional RDE tests.

2.4 Test Agency shall ensure that vehicles can be tested with PEMS on public roads
in accordance with the procedures under national law, while respecting local road
traffic legislation and safety requirements.

2.5 Facilitation of PEMS Testing:

Manufacturer shall ensure that vehicles can be tested with PEMS on public roads
in accordance with the procedures under their own national law, while respecting
local road traffic legislation and safety requirements.

Manufacturers shall ensure that vehicles can be tested with PEMS. This shall
include:

(a) constructing the exhaust pipes in order to facilitate sampling of the

exhaust, or making available suitable adapters for exhaust pipes for
testing by the authorities

(b) providing guidance available online, without the need of registration or

login, on how to attach a PEMS system to vehicles approved under this
Regulation;

(c) granting access to [relevant to this Regulation, as mentioned in Table 1

of Appendix 1]; and

(d) making the necessary administrative arrangements.

3.0 RDE TEST TO BE PERFORMED

3.1 Resrved

3.1.1 For type approval, the exhaust mass flow shall be determined by measurement
equipment functioning independently from the vehicle and no vehicle ECU data
shall be used in this respect.

Outside the type approval context, alternative methods to determine the exhaust
mass flow can be used according to clause 7.2 of Appendix 2 of this Annex.

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Final Conformity Factors

The conformity factor CFpollutant for the respective pollutant will be applicable
as notified and amended from time to time..

2.2 The manufacturer shall confirm compliance with clause 2.1 of this Annex by
completing the certificate set out in Appendix 9 of this Annex.

2.3 The RDE tests required by this Annex at type approval and during the lifetime of
a vehicle provide a presumption of conformity with the requirement set out in
Point 2.1. The presumed conformity may be reassessed by additional RDE tests.

2.4 Test Agency shall ensure that vehicles can be tested with PEMS on public roads
in accordance with the procedures under national law, while respecting local road
traffic legislation and safety requirements.

2.5 Facilitation of PEMS Testing:

Manufacturer shall ensure that vehicles can be tested with PEMS on public roads
in accordance with the procedures under their own national law, while respecting
local road traffic legislation and safety requirements.

Manufacturers shall ensure that vehicles can be tested with PEMS. This shall
include:

(a) constructing the exhaust pipes in order to facilitate sampling of the

exhaust, or making available suitable adapters for exhaust pipes for
testing by the authorities

(b) providing guidance available online, without the need of registration or

login, on how to attach a PEMS system to vehicles approved under this
Regulation;

(c) granting access to [relevant to this Regulation, as mentioned in Table 1

of Appendix 1]; and

(d) making the necessary administrative arrangements.

3.0 RDE TEST TO BE PERFORMED

3.1 Resrved

3.1.1 For type approval, the exhaust mass flow shall be determined by measurement
equipment functioning independently from the vehicle and no vehicle ECU data
shall be used in this respect.

Outside the type approval context, alternative methods to determine the exhaust
mass flow can be used according to clause 7.2 of Appendix 2 of this Annex.

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3.1.2 If the Test Agency is not satisfied with the data quality check and validation
results of a PEMS test conducted according to Appendices 1 and 4 of this Annex,
the Test Agency may consider the test to be void. In such case, the test data and
the reasons for voiding the test shall be recorded by the Test Agency.

3.1.3 Reporting and Dissemination of RDE type approval test Information.

3.1.3.1 A technical report shall be prepared in accordance with Appendix 8 of this

Annex.

3.1.3.2 The manufacturer shall ensure that the information listed in point 3.1.3.2.1. is
made available on a publicly accessible website without costs and without the
need for the user to reveal his identity or sign up. The manufacturer shall keep
the Test Agencies informed on the location of the website.

3.1.3.2.1 Reserved.

3.1.3.2.2 Reserved.

3.1.3.3 Reserved.

3.1.3.4 Reserved.

4.0 GENERAL REQUIREMENTS

4.1 The RDE performance shall be demonstrated by testing vehicles on the road
operated over their normal driving patterns, conditions and payloads. The RDE
test shall be representative for vehicles operated on their real driving routes, with
their normal load.

4.2 The manufacturer shall demonstrate to the Test Agency that the chosen vehicle,
driving patterns, conditions and payloads are representative for the PEMS Test
family. The payload and altitude requirements, as specified in clause 5.1 and 5.2
of this Annex, shall be used ex-ante to determine whether the conditions are
acceptable for RDE testing.

4.3 The Test Agency shall propose a test trip in urban, rural and motorway
environments meeting the requirements of clause 6 of this Annex. For the purpose
of trip selection, the definition of urban, rural and motorway operation shall be
based on a topographic map.

The urban part of the trip should be driven on urban roads with a speed limit of
45 km/h or less. In case the urban part of the trip needs to be driven for a limited
period of time on roads with speed limit higher than 45 km/h, the vehicle shall be
driven with speeds up to 45km/h.

4.4 If for a vehicle the collection of ECU data influences the vehicle's emissions or
performance the test shall be considered as non-compliant. Such functionality
shall be considered as a 'defeat device' as defined in clause 3.5.7 of this
regulation.

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3.1.2 If the Test Agency is not satisfied with the data quality check and validation
results of a PEMS test conducted according to Appendices 1 and 4 of this Annex,
the Test Agency may consider the test to be void. In such case, the test data and
the reasons for voiding the test shall be recorded by the Test Agency.

3.1.3 Reporting and Dissemination of RDE type approval test Information.

3.1.3.1 A technical report shall be prepared in accordance with Appendix 8 of this

Annex.

3.1.3.2 The manufacturer shall ensure that the information listed in point 3.1.3.2.1. is
made available on a publicly accessible website without costs and without the
need for the user to reveal his identity or sign up. The manufacturer shall keep
the Test Agencies informed on the location of the website.

3.1.3.2.1 Reserved.

3.1.3.2.2 Reserved.

3.1.3.3 Reserved.

3.1.3.4 Reserved.

4.0 GENERAL REQUIREMENTS

4.1 The RDE performance shall be demonstrated by testing vehicles on the road
operated over their normal driving patterns, conditions and payloads. The RDE
test shall be representative for vehicles operated on their real driving routes, with
their normal load.

4.2 The manufacturer shall demonstrate to the Test Agency that the chosen vehicle,
driving patterns, conditions and payloads are representative for the PEMS Test
family. The payload and altitude requirements, as specified in clause 5.1 and 5.2
of this Annex, shall be used ex-ante to determine whether the conditions are
acceptable for RDE testing.

4.3 The Test Agency shall propose a test trip in urban, rural and motorway
environments meeting the requirements of clause 6 of this Annex. For the purpose
of trip selection, the definition of urban, rural and motorway operation shall be
based on a topographic map.

The urban part of the trip should be driven on urban roads with a speed limit of
45 km/h or less. In case the urban part of the trip needs to be driven for a limited
period of time on roads with speed limit higher than 45 km/h, the vehicle shall be
driven with speeds up to 45km/h.

4.4 If for a vehicle the collection of ECU data influences the vehicle's emissions or
performance the test shall be considered as non-compliant. Such functionality
shall be considered as a 'defeat device' as defined in clause 3.5.7 of this
regulation.

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4.5 In order to assess emissions during trips in hot start, vehicle shall be tested
without conditioning the vehicle as described in clause 5.3 of this Annex, but
with a warm engine with engine coolant temperature and/or engine oil
temperature above 70 °C.

4.6 The vehicle, including the emission related components, shall be in good
mechanical condition and shall have been run in and driven at least 3,000 km
before the test. The mileage and the age of the vehicle used for RDE testing shall
be recorded.

4.7 The tyre types and pressure shall be according to the vehicle manufacturer's
recommendations. The tyre pressure shall be checked prior to the pre-
conditioning and adjusted to the recommended values if needed.

4.8 For diesel vehicles, if the urea tank level does not guarantee the completion of
the RDE testing, the reagent must be refilled prior to testing. Warnings/reagent
level in the dashboard shall be checked prior the test.

4.9 For RDE tests, the vehicle On-Board Diagnostics (OBD) shall be checked and
documented at the selection stage.

4.10 Compliance of the software tool used to verify the trip validity and calculate
emissions in accordance with the provisions laid down in Appendices 4, 5, 10,
7a, and 7b shall be validated by the PEMS equipment suppliers. Where such
software tool is incorporated in the PEMS instrument, proof/self declaration of
the validation shall be provided along with the instrument.

4.11 Vehicle condition

All vehicles, and in particular OVC-HEVs vehicles may be tested in any

selectable mode, including battery charge mode. On the basis of technical
evidence provided by the manufacturer and with the agreement of the Test
Agency, the dedicated driver-selectable modes for very special limited purposes
shall not be considered (e.g. maintenance mode, race driving, crawler mode). All
remaining modes used for forward driving shall be considered and the criteria
emissions limits shall be fulfilled in all these modes.

Modifications that affect the vehicle aerodynamics are not permitted with the
exception of the PEMS installation.

Vehicles should not be tested with an empty starter battery. In case the vehicle
has problems starting, the battery shall be replaced following the
recommendations of the vehicle's manufacturer.

The vehicle's test mass comprising of the driver, a witness of the test (if
applicable), the test equipment, including the mounting and the power supply
devices and any artificial payload shall be between the actual mass of the vehicle
and the maximum permissible test mass of the vehicle at the beginning of the test
and shall not be increased during the test.

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4.5 In order to assess emissions during trips in hot start, vehicle shall be tested
without conditioning the vehicle as described in clause 5.3 of this Annex, but
with a warm engine with engine coolant temperature and/or engine oil
temperature above 70 °C.

4.6 The vehicle, including the emission related components, shall be in good
mechanical condition and shall have been run in and driven at least 3,000 km
before the test. The mileage and the age of the vehicle used for RDE testing shall
be recorded.

4.7 The tyre types and pressure shall be according to the vehicle manufacturer's
recommendations. The tyre pressure shall be checked prior to the pre-
conditioning and adjusted to the recommended values if needed.

4.8 For diesel vehicles, if the urea tank level does not guarantee the completion of
the RDE testing, the reagent must be refilled prior to testing. Warnings/reagent
level in the dashboard shall be checked prior the test.

4.9 For RDE tests, the vehicle On-Board Diagnostics (OBD) shall be checked and
documented at the selection stage.

4.10 Compliance of the software tool used to verify the trip validity and calculate
emissions in accordance with the provisions laid down in Appendices 4, 5, 10,
7a, and 7b shall be validated by the PEMS equipment suppliers. Where such
software tool is incorporated in the PEMS instrument, proof/self declaration of
the validation shall be provided along with the instrument.

4.11 Vehicle condition

All vehicles, and in particular OVC-HEVs vehicles may be tested in any

selectable mode, including battery charge mode. On the basis of technical
evidence provided by the manufacturer and with the agreement of the Test
Agency, the dedicated driver-selectable modes for very special limited purposes
shall not be considered (e.g. maintenance mode, race driving, crawler mode). All
remaining modes used for forward driving shall be considered and the criteria
emissions limits shall be fulfilled in all these modes.

Modifications that affect the vehicle aerodynamics are not permitted with the
exception of the PEMS installation.

Vehicles should not be tested with an empty starter battery. In case the vehicle
has problems starting, the battery shall be replaced following the
recommendations of the vehicle's manufacturer.

The vehicle's test mass comprising of the driver, a witness of the test (if
applicable), the test equipment, including the mounting and the power supply
devices and any artificial payload shall be between the actual mass of the vehicle
and the maximum permissible test mass of the vehicle at the beginning of the test
and shall not be increased during the test.

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The test vehicles shall not be driven with the intention to generate a passed or
failed test due to extreme driving that do not represent normal conditions of use.
If necessary, verification of normal driving may be based on expert judgement
made by or on behalf of the granting Test Agency through cross-correlation on
several signals, which may include exhaust flow rate, exhaust temperature, CO2,
O2 etc. in combination with vehicle speed, acceleration and GNSS data and
potentially further vehicle data parameters like engine speed, gear, accelerator
pedal position etc.

4.12 Rounding of data in the data exchange file, created according to Clause 13 of
Appendix 4 is not permitted. In the pre-processing file, the data may be rounded
to the same order of magnitude of the accuracy of the measurement of a respective
parameter.

The intermediate and final emission test results, as calculated in Appendix 9, shall
be rounded in one step to the number of places to the right of the decimal point
indicated by the applicable emission standard plus one additional significant
figure. Preceding steps in the calculations shall not be rounded.

5.0 BOUNDARY CONDITIONS

5.1 Vehicle Payload and Test Mass

5.1.1 The vehicle's basic payload shall comprise the driver, a witness of the test (if
applicable) and the test equipment, including the mounting and the power supply
devices.

5.1.2 The vehicle's test mass comprising of the driver, a witness of the test (if
applicable), the test equipment, including the mounting and the power supply
devices and any artificial payload shall be between the actual mass of the vehicle
and the maximum permissible test mass of the vehicle at the beginning of the test
and shall not be increased during the test

5.2 Ambient Conditions

5.2.1 The test shall be conducted under ambient conditions laid down in this clause 5.2.
The ambient conditions become "extended" when at least one of the temperature
and altitude conditions is extended. The correction factor for extended conditions
for temperature and altitude shall only be applied once. If a part of the test or the
entire test is performed outside of extended conditions, the test shall be invalid.

5.2.2 Moderate altitude conditions: Altitude lower or equal to 700 m above sea level.

5.2.3 Extended altitude conditions: Altitude higher than 700 m above sea level and
lower or equal to 1300 m above sea level.

5.2.4 Moderate temperature conditions: Greater than or equal to 283 K (10°C) and
lower than or equal to 313 K (40°C)

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The test vehicles shall not be driven with the intention to generate a passed or
failed test due to extreme driving that do not represent normal conditions of use.
If necessary, verification of normal driving may be based on expert judgement
made by or on behalf of the granting Test Agency through cross-correlation on
several signals, which may include exhaust flow rate, exhaust temperature, CO2,
O2 etc. in combination with vehicle speed, acceleration and GNSS data and
potentially further vehicle data parameters like engine speed, gear, accelerator
pedal position etc.

4.12 Rounding of data in the data exchange file, created according to Clause 13 of
Appendix 4 is not permitted. In the pre-processing file, the data may be rounded
to the same order of magnitude of the accuracy of the measurement of a respective
parameter.

The intermediate and final emission test results, as calculated in Appendix 9, shall
be rounded in one step to the number of places to the right of the decimal point
indicated by the applicable emission standard plus one additional significant
figure. Preceding steps in the calculations shall not be rounded.

5.0 BOUNDARY CONDITIONS

5.1 Vehicle Payload and Test Mass

5.1.1 The vehicle's basic payload shall comprise the driver, a witness of the test (if
applicable) and the test equipment, including the mounting and the power supply
devices.

5.1.2 The vehicle's test mass comprising of the driver, a witness of the test (if
applicable), the test equipment, including the mounting and the power supply
devices and any artificial payload shall be between the actual mass of the vehicle
and the maximum permissible test mass of the vehicle at the beginning of the test
and shall not be increased during the test

5.2 Ambient Conditions

5.2.1 The test shall be conducted under ambient conditions laid down in this clause 5.2.
The ambient conditions become "extended" when at least one of the temperature
and altitude conditions is extended. The correction factor for extended conditions
for temperature and altitude shall only be applied once. If a part of the test or the
entire test is performed outside of extended conditions, the test shall be invalid.

5.2.2 Moderate altitude conditions: Altitude lower or equal to 700 m above sea level.

5.2.3 Extended altitude conditions: Altitude higher than 700 m above sea level and
lower or equal to 1300 m above sea level.

5.2.4 Moderate temperature conditions: Greater than or equal to 283 K (10°C) and
lower than or equal to 313 K (40°C)

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5.2.5 Extended temperature conditions: Greater than or equal to 281 K (8°C) and lower
than 283 K (10°C) or greater than 313 K (40°C) and lower than or equal to 318
K (45°C) .

5.3 Vehicle conditioning for cold engine-start testing

Before RDE testing, the vehicle shall be preconditioned in the following way:

Driven for at least 30 min, parked with doors and bonnet closed and kept in
engine-off status within moderate or extended altitude and temperatures in
accordance with clause 5.2.2 to 5.2.5 of this Chapter between 6 and 72 hours.
Exposure to extreme atmospheric conditions (heavy snowfall, storm, hail) and
excessive amounts of dust should be avoided. The validation test in laboratory
also can be used as preconditioning. Before the test start, the vehicle and
equipment shall be checked for damages and the absence of warning signals,
suggesting malfunctioning. In the case of a malfunction the source of the
malfunctioning shall be identified and corrected or the vehicle shall be rejected.

When several RDE tests are conducted in consecutive days, the previous day
RDE test can be used as pre-conditioning drive for the current day test, if
requested by manufacturer.

5.4 The dynamic conditions encompass the effect of road grade, head wind and
driving dynamics (accelerations, decelerations) and auxiliary systems upon
energy consumption and emissions of the test vehicle. The verification of the
normality of dynamic conditions shall be done after the test is completed, using
the recorded PEMS data. This verification shall be conducted in 2 steps:

5.4.1 The overall excess or insufficiency of driving dynamics during the trip shall be
checked using the methods described in Appendix 7A to this Annex.

5.4.2 If the trip results are valid following the verifications in accordance with clause
5.4.1 of this Annex, the methods for verifying the normality of the test conditions
as laid down in Appendices 5, , 7A and 7B to this Annex shall be applied.

5.5 Vehicle Condition and Operation

5.5.1 Auxiliary devices

The air conditioning system or other auxiliary devices shall be operated in a way
which corresponds to their typically intended use during real driving on the road.
Any use shall be documented. The vehicle windows shall be closed when the air
conditioning or heating are used.

5.5.2 Vehicles equipped with periodically regenerating systems

5.5.2.1 "Periodically regenerating systems" shall be understood according to the

definition in clause 3.8.1 of this regulation.

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5.2.5 Extended temperature conditions: Greater than or equal to 281 K (8°C) and lower
than 283 K (10°C) or greater than 313 K (40°C) and lower than or equal to 318
K (45°C) .

5.3 Vehicle conditioning for cold engine-start testing

Before RDE testing, the vehicle shall be preconditioned in the following way:

Driven for at least 30 min, parked with doors and bonnet closed and kept in
engine-off status within moderate or extended altitude and temperatures in
accordance with clause 5.2.2 to 5.2.5 of this Chapter between 6 and 72 hours.
Exposure to extreme atmospheric conditions (heavy snowfall, storm, hail) and
excessive amounts of dust should be avoided. The validation test in laboratory
also can be used as preconditioning. Before the test start, the vehicle and
equipment shall be checked for damages and the absence of warning signals,
suggesting malfunctioning. In the case of a malfunction the source of the
malfunctioning shall be identified and corrected or the vehicle shall be rejected.

When several RDE tests are conducted in consecutive days, the previous day
RDE test can be used as pre-conditioning drive for the current day test, if
requested by manufacturer.

5.4 The dynamic conditions encompass the effect of road grade, head wind and
driving dynamics (accelerations, decelerations) and auxiliary systems upon
energy consumption and emissions of the test vehicle. The verification of the
normality of dynamic conditions shall be done after the test is completed, using
the recorded PEMS data. This verification shall be conducted in 2 steps:

5.4.1 The overall excess or insufficiency of driving dynamics during the trip shall be
checked using the methods described in Appendix 7A to this Annex.

5.4.2 If the trip results are valid following the verifications in accordance with clause
5.4.1 of this Annex, the methods for verifying the normality of the test conditions
as laid down in Appendices 5, , 7A and 7B to this Annex shall be applied.

5.5 Vehicle Condition and Operation

5.5.1 Auxiliary devices

The air conditioning system or other auxiliary devices shall be operated in a way
which corresponds to their typically intended use during real driving on the road.
Any use shall be documented. The vehicle windows shall be closed when the air
conditioning or heating are used.

5.5.2 Vehicles equipped with periodically regenerating systems

5.5.2.1 "Periodically regenerating systems" shall be understood according to the

definition in clause 3.8.1 of this regulation.

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5.5.2.2 All results will be corrected with the Ki factors or with the Ki offsets developed
by the procedures in Annex B6 - Appendix 1 of this Regulation for type-approval
of a vehicle type with a periodically regenerating system. The Ki factor or the Ki
offset shall be applied to the final results after evaluation in accordance with
Annex 10.

5.5.2.3 If the emissions do not fulfil the requirements of clause 3.1.0 of this Annex, then
the occurrence of regeneration shall be verified. The verification of regeneration
may be based on expert judgement through cross-correlation of several of the
following signals, which may include exhaust temperature, PN, CO2, O2
measurements in combination with vehicle speed and acceleration.

If the manufacturer declares that the vehicle has a regeneration recognition

feature it shall provide to any possible testing party the procedure needed in order
to use this feature. In such a case, the procedure may be used to determine the
occurrence of regeneration. The manufacturer shall also declare the procedure
needed in order to complete the regeneration. The manufacturer may advise how
to recognise whether regeneration has taken place in case such a signal is not
available.

If regeneration occurred during the test, the result without the application of either
the regeneration factor or offset, if applicable, shall be checked against the
regional requirements. If the resulting emissions do not fulfil the requirements,
then the test shall be voided and repeated once. The completion of the
regeneration and stabilisation through approximately 1 hour of driving shall be
ensured prior to the start of the second valid test. The second valid test shall not
be voided even if regeneration occurs during it.

Even if the vehicle fulfils the requirements of point 3.1.0, the occurrence of
regeneration may be verified as in point 5.5.2.3 above. If the presence of
regeneration can be proved and with the agreement of the Test Agency, the final
results will be calculated without the application of any regeneration factors or
offsets related to the regeneration event.

5.5.2.4 At the request of the manufacturer, even if the vehicle fulfils the requirements of
clause 3.1.0 of this Annex ,the occurrence of regeneration may be verified as in
clause 5.5.2.3 above. If the presence of regeneration can be proved and with the
agreement of the Type Approval, the final results will be shown without the
application of either the Ki factor or the Ki offset.

5.5.3 Vehicle models having a selectable option for 4x2 and 4x4 modes, the test will
be carried out in 4x2 mode.

Vehicle having permanent 4x4 mode / all-wheel drive mode will be tested in 4x4
mode.

5.5.4 Vehicle models having multiple performance modes such as City, Eco, Sports
etc., the test will always be conducted in default mode.

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5.5.2.2 All results will be corrected with the Ki factors or with the Ki offsets developed
by the procedures in Annex B6 - Appendix 1 of this Regulation for type-approval
of a vehicle type with a periodically regenerating system. The Ki factor or the Ki
offset shall be applied to the final results after evaluation in accordance with
Annex 10.

5.5.2.3 If the emissions do not fulfil the requirements of clause 3.1.0 of this Annex, then
the occurrence of regeneration shall be verified. The verification of regeneration
may be based on expert judgement through cross-correlation of several of the
following signals, which may include exhaust temperature, PN, CO2, O2
measurements in combination with vehicle speed and acceleration.

If the manufacturer declares that the vehicle has a regeneration recognition

feature it shall provide to any possible testing party the procedure needed in order
to use this feature. In such a case, the procedure may be used to determine the
occurrence of regeneration. The manufacturer shall also declare the procedure
needed in order to complete the regeneration. The manufacturer may advise how
to recognise whether regeneration has taken place in case such a signal is not
available.

If regeneration occurred during the test, the result without the application of either
the regeneration factor or offset, if applicable, shall be checked against the
regional requirements. If the resulting emissions do not fulfil the requirements,
then the test shall be voided and repeated once. The completion of the
regeneration and stabilisation through approximately 1 hour of driving shall be
ensured prior to the start of the second valid test. The second valid test shall not
be voided even if regeneration occurs during it.

Even if the vehicle fulfils the requirements of point 3.1.0, the occurrence of
regeneration may be verified as in point 5.5.2.3 above. If the presence of
regeneration can be proved and with the agreement of the Test Agency, the final
results will be calculated without the application of any regeneration factors or
offsets related to the regeneration event.

5.5.2.4 At the request of the manufacturer, even if the vehicle fulfils the requirements of
clause 3.1.0 of this Annex ,the occurrence of regeneration may be verified as in
clause 5.5.2.3 above. If the presence of regeneration can be proved and with the
agreement of the Type Approval, the final results will be shown without the
application of either the Ki factor or the Ki offset.

5.5.3 Vehicle models having a selectable option for 4x2 and 4x4 modes, the test will
be carried out in 4x2 mode.

Vehicle having permanent 4x4 mode / all-wheel drive mode will be tested in 4x4
mode.

5.5.4 Vehicle models having multiple performance modes such as City, Eco, Sports
etc., the test will always be conducted in default mode.

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In vehicles, where default mode is not available, the test will be conducted in
anyone mode based on mutual discussion and agreement between manufacturers
and the Test Agency.

6.0 TRIP REQUIREMENTS

6.1 The shares of urban, rural and motorway driving, classified by instantaneous
speed as described in clause 6.3 to 6.5 of this Annex, shall be expressed as a
percentage of the total trip distance.

6.2 The trip shall always start with urban driving followed by rural and motorway
driving in accordance with the shares specified in clause 6.6 of this Annex. The
urban, rural and motorway operation shall be run continuously, but may also
include a trip which starts and ends at the same point. Rural operation may be
interrupted by short periods of urban operation when driving through urban areas.
Motorway operation may be interrupted by short periods of urban or rural
operation, e.g., when passing toll stations or sections of road work.

6.3 Urban operation (Phase I) is characterized by vehicle speeds lower than 45 km/h
for M, 40 km/h for N1, and 45 km/h for M1/N1 low powered categories of
vehicles.

6.4 Rural operation (Phase II) is characterized by vehicle speeds higher than or equal
to 45 km/h and lower than 65 km/h for M, speeds higher than or equal to 40 km/h
and lower than 60 km/h for N1 and for M1/N1 low powered categories of vehicles
since only 2 phases considered will be higher than or equal to 45 km/h.

6.5 Motorway operation (Phase III) is characterized by speeds higher than or equal
to 65 km/h for M, higher than or equal to 60 km/h for N1

6.6 The trip shall consist of approximately 34 % urban (Phase I), 33 % rural (Phase
II) and 33 % motorway (Phase III) driving for M and N1 categories; 50 % Phase
I and 50 % Phase II driving for M1/N1 low powered classified by speed as
described in Points 6.3 to 6.5 above. "Approximately" shall mean the interval of
±10 % points around the stated percentages.

6.7 Wherever legal max speed limit permits, the vehicle of M category can be driven
above 100 km/h but not for more than 3 % of the time duration of the Phase III
driving.

For N1 Category of vehicles, the vehicle velocity shall not normally exceed 80
km/h and for M1/N1 low powered category vehicles, it should not exceed 70
km/h. Local speed limits remain in force during a PEMS test, notwithstanding
other legal consequences. Violations of local speed limits per sec do not
invalidate the results of a PEMS test.

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In vehicles, where default mode is not available, the test will be conducted in
anyone mode based on mutual discussion and agreement between manufacturers
and the Test Agency.

6.0 TRIP REQUIREMENTS

6.1 The shares of urban, rural and motorway driving, classified by instantaneous
speed as described in clause 6.3 to 6.5 of this Annex, shall be expressed as a
percentage of the total trip distance.

6.2 The trip shall always start with urban driving followed by rural and motorway
driving in accordance with the shares specified in clause 6.6 of this Annex. The
urban, rural and motorway operation shall be run continuously, but may also
include a trip which starts and ends at the same point. Rural operation may be
interrupted by short periods of urban operation when driving through urban areas.
Motorway operation may be interrupted by short periods of urban or rural
operation, e.g., when passing toll stations or sections of road work.

6.3 Urban operation (Phase I) is characterized by vehicle speeds lower than 45 km/h
for M, 40 km/h for N1, and 45 km/h for M1/N1 low powered categories of
vehicles.

6.4 Rural operation (Phase II) is characterized by vehicle speeds higher than or equal
to 45 km/h and lower than 65 km/h for M, speeds higher than or equal to 40 km/h
and lower than 60 km/h for N1 and for M1/N1 low powered categories of vehicles
since only 2 phases considered will be higher than or equal to 45 km/h.

6.5 Motorway operation (Phase III) is characterized by speeds higher than or equal
to 65 km/h for M, higher than or equal to 60 km/h for N1

6.6 The trip shall consist of approximately 34 % urban (Phase I), 33 % rural (Phase
II) and 33 % motorway (Phase III) driving for M and N1 categories; 50 % Phase
I and 50 % Phase II driving for M1/N1 low powered classified by speed as
described in Points 6.3 to 6.5 above. "Approximately" shall mean the interval of
±10 % points around the stated percentages.

6.7 Wherever legal max speed limit permits, the vehicle of M category can be driven
above 100 km/h but not for more than 3 % of the time duration of the Phase III
driving.

For N1 Category of vehicles, the vehicle velocity shall not normally exceed 80
km/h and for M1/N1 low powered category vehicles, it should not exceed 70
km/h. Local speed limits remain in force during a PEMS test, notwithstanding
other legal consequences. Violations of local speed limits per sec do not
invalidate the results of a PEMS test.

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6.8 The average speed (including stops) of the urban driving part of the trip should
be between 15 km/h and 30 km/h for M, N1 and M1/N1 low powered categories
of vehicles. Stop periods, defined as vehicle speed of less than 1 km/h, shall
account for 6 to 30 % of the time duration of urban operation. Urban operation
shall contain several stop periods of 10 s or longer. However, individual stop
periods shall not exceed 300 consecutive seconds; else the trip shall be voided.
Vehicle should not be driven continuously below 20 km/h for 20 minutes.

6.9 (i) For M category vehicles and the speed range of the motorway driving
shall properly cover a range between 65 km/h and up to the applicable
legal limit, if possible, based upon the test route. The vehicle's velocity
shall be above 75 km/h for at least 5 min.

(ii) For N1 category vehicles and the speed range of the motorway driving
shall properly cover a range between 60 km/h and up to 80 km/h. The
vehicle's velocity shall be above 70 km/h for at least 5 min.

(iii) For M1/N1 low powered category vehicles and the speed range of the
Phase II driving shall properly cover a range between 45 km/h and up to
70 km/h. The vehicle's velocity shall be above 55 km/h for at least 5 min.

6.10 The trip duration shall be between 90 and 120 min.

6.11 The start and the end point of a trip shall not differ in their elevation above sea
level by more than 100 m. In addition, the proportional cumulative positive
altitude gain over the entire trip and over the urban part of the trip as determined
in accordance with point 4.3 shall be less than 1200 m/100km and be determined
according to Appendix 7B of this Annex.

6.12 The minimum distance of each, the urban, rural and motorway operation shall be
16 km for M and N1 categories vehicles.

For M1/N1 low powered category of vehicle, the minimum distance of each,
Phase I and Phase II operation shall be 24 km.

6.13 The average speed (including stops) during cold start period as defined in clause
4 of Appendix 4 of this Annex shall be between 15 and 30 km/h. The maximum
speed during the cold start period shall not exceed 45 km/h for M, M1/N1 Low
Powered and 40 km/h for N1 category of vehicles

7.0 OPERATIONAL REQUIREMENTS

7.1 The trip shall be selected in such a way that the testing is uninterrupted and the
data continuously recorded to reach the minimum test duration defined in point
6.10.

7.2 Electrical power shall be supplied to the PEMS by an external power supply unit
and not from a source that draws its energy either directly or indirectly from the
engine of the test vehicle.

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6.8 The average speed (including stops) of the urban driving part of the trip should
be between 15 km/h and 30 km/h for M, N1 and M1/N1 low powered categories
of vehicles. Stop periods, defined as vehicle speed of less than 1 km/h, shall
account for 6 to 30 % of the time duration of urban operation. Urban operation
shall contain several stop periods of 10 s or longer. However, individual stop
periods shall not exceed 300 consecutive seconds; else the trip shall be voided.
Vehicle should not be driven continuously below 20 km/h for 20 minutes.

6.9 (i) For M category vehicles and the speed range of the motorway driving
shall properly cover a range between 65 km/h and up to the applicable
legal limit, if possible, based upon the test route. The vehicle's velocity
shall be above 75 km/h for at least 5 min.

(ii) For N1 category vehicles and the speed range of the motorway driving
shall properly cover a range between 60 km/h and up to 80 km/h. The
vehicle's velocity shall be above 70 km/h for at least 5 min.

(iii) For M1/N1 low powered category vehicles and the speed range of the
Phase II driving shall properly cover a range between 45 km/h and up to
70 km/h. The vehicle's velocity shall be above 55 km/h for at least 5 min.

6.10 The trip duration shall be between 90 and 120 min.

6.11 The start and the end point of a trip shall not differ in their elevation above sea
level by more than 100 m. In addition, the proportional cumulative positive
altitude gain over the entire trip and over the urban part of the trip as determined
in accordance with point 4.3 shall be less than 1200 m/100km and be determined
according to Appendix 7B of this Annex.

6.12 The minimum distance of each, the urban, rural and motorway operation shall be
16 km for M and N1 categories vehicles.

For M1/N1 low powered category of vehicle, the minimum distance of each,
Phase I and Phase II operation shall be 24 km.

6.13 The average speed (including stops) during cold start period as defined in clause
4 of Appendix 4 of this Annex shall be between 15 and 30 km/h. The maximum
speed during the cold start period shall not exceed 45 km/h for M, M1/N1 Low
Powered and 40 km/h for N1 category of vehicles

7.0 OPERATIONAL REQUIREMENTS

7.1 The trip shall be selected in such a way that the testing is uninterrupted and the
data continuously recorded to reach the minimum test duration defined in point
6.10.

7.2 Electrical power shall be supplied to the PEMS by an external power supply unit
and not from a source that draws its energy either directly or indirectly from the
engine of the test vehicle.

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7.3 The installation of the PEMS equipment shall be done in a way to minimise the
influence on the vehicle’s emissions or performance or both to the greatest extent
possible. Care should be exercised to minimise the mass of the installed
equipment and potential aerodynamic modifications of the test vehicle. The
vehicle payload shall be in accordance with point 5.1.

7.4 RDE tests shall be conducted on working days.

7.5 RDE tests shall be conducted on paved roads and streets (e.g. off road operation
is not permitted).

7.6 At the test start, the vehicle shall move within 15 seconds. The vehicle stop during
the entire cold start period, as defined in point 4 of Appendix 4, shall be kept to
the minimum possible and it shall not exceed in total 90 seconds. If the engine
stalls during the test, it may be restarted, but the sampling shall not be interrupted.
If the engine stops during the test, the sampling shall not be interrupted.

8.0 LUBRICATING OIL, FUEL AND REAGENT

8.1 The fuel, lubricant and reagent (if applicable) used for RDE testing shall be
within the specifications issued by the manufacturer for vehicle operation by the
customer.

The test will be carried out with commercial fuel. In case of Gasoline, Ethanol
blending level shall be similar to reference fuel grade used for Type I test.
(example: in case of E10 reference fuel, RDE test fuel shall be as per E10 grade
specified in IS:2796). However, in case of failure of the test, the same can be
repeated with reference fuel on manufacturer’s request.

9.0 EMISSIONS AND TRIP EVALUATION

9.1 The test shall be conducted in accordance with Appendix 1 of this Annex.

9.2 The trip validity shall be assessed in a three-step procedure as follows:

STEP A: The trip complies with the general requirements, boundary conditions,
trip and operational requirements, and the specifications for lubricating oil, fuel
and reagents set out in points 4 to 8 and with Appendix 7b;

STEP B: The trip complies with the requirements set out in Appendices 7a.

STEP C: The trip complies with the requirements set out in Appendix 5.

The steps of the procedure are detailed in Figure 6.

Figure 6 Assessment of trip validity

If at least one of the requirements is not fulfilled, the trip shall be declared invalid.

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7.3 The installation of the PEMS equipment shall be done in a way to minimise the
influence on the vehicle’s emissions or performance or both to the greatest extent
possible. Care should be exercised to minimise the mass of the installed
equipment and potential aerodynamic modifications of the test vehicle. The
vehicle payload shall be in accordance with point 5.1.

7.4 RDE tests shall be conducted on working days.

7.5 RDE tests shall be conducted on paved roads and streets (e.g. off road operation
is not permitted).

7.6 At the test start, the vehicle shall move within 15 seconds. The vehicle stop during
the entire cold start period, as defined in point 4 of Appendix 4, shall be kept to
the minimum possible and it shall not exceed in total 90 seconds. If the engine
stalls during the test, it may be restarted, but the sampling shall not be interrupted.
If the engine stops during the test, the sampling shall not be interrupted.

8.0 LUBRICATING OIL, FUEL AND REAGENT

8.1 The fuel, lubricant and reagent (if applicable) used for RDE testing shall be
within the specifications issued by the manufacturer for vehicle operation by the
customer.

The test will be carried out with commercial fuel. In case of Gasoline, Ethanol
blending level shall be similar to reference fuel grade used for Type I test.
(example: in case of E10 reference fuel, RDE test fuel shall be as per E10 grade
specified in IS:2796). However, in case of failure of the test, the same can be
repeated with reference fuel on manufacturer’s request.

9.0 EMISSIONS AND TRIP EVALUATION

9.1 The test shall be conducted in accordance with Appendix 1 of this Annex.

9.2 The trip validity shall be assessed in a three-step procedure as follows:

STEP A: The trip complies with the general requirements, boundary conditions,
trip and operational requirements, and the specifications for lubricating oil, fuel
and reagents set out in points 4 to 8 and with Appendix 7b;

STEP B: The trip complies with the requirements set out in Appendices 7a.

STEP C: The trip complies with the requirements set out in Appendix 5.

The steps of the procedure are detailed in Figure 6.

Figure 6 Assessment of trip validity

If at least one of the requirements is not fulfilled, the trip shall be declared invalid.

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Figure 6 Assessment of trip validity

9.3 In order to preserve data integrity, it shall not be permitted to combine data of
different RDE trips in a single data set or to modify or remove data (except for
cases mentioned explicitly in this AIS) from an RDE trip.

9.4 After establishing the validity of a trip in accordance with point 9.2, emission
results shall be calculated using the methods laid down in Appendix 4 and
Appendix 10. The emissions calculations shall be made using all valid data
between test start and test end, as defined in Appendix 1, points 5.1 and 5.3,
respectively.

Criteria emissions during cold start, as defined in point 4 of Appendix 4, shall be

included in the normal evaluation in accordance with Appendices 4 and 10.

9.5 The extended factor for this Regulation is set at 1.6. If during a particular time
interval the ambient conditions are extended, in accordance with paragraph 5.2,
then the criteria emissions calculated according to Appendix 10, during that
particular time interval, shall be divided by the extended factor. This provision
does not apply to carbon dioxide emissions.

9.6 Gaseous pollutant and particle number emissions during the cold start period, as
defined in Clause 4.0 of Appendix 4 from AIS 175 , shall be included in the
normal evaluation in accordance with Appendix 4,5 and 9.

If the vehicle was conditioned for the last three hours prior to the test at an average
temperature that falls within the extended range in accordance with paragraph
5.2, then the provisions of paragraph 9.5. apply to the data collected during the
cold start period, even if the test ambient conditions are not within the extended
temperature range.

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Figure 6 Assessment of trip validity

9.3 In order to preserve data integrity, it shall not be permitted to combine data of
different RDE trips in a single data set or to modify or remove data (except for
cases mentioned explicitly in this AIS) from an RDE trip.

9.4 After establishing the validity of a trip in accordance with point 9.2, emission
results shall be calculated using the methods laid down in Appendix 4 and
Appendix 10. The emissions calculations shall be made using all valid data
between test start and test end, as defined in Appendix 1, points 5.1 and 5.3,
respectively.

Criteria emissions during cold start, as defined in point 4 of Appendix 4, shall be

included in the normal evaluation in accordance with Appendices 4 and 10.

9.5 The extended factor for this Regulation is set at 1.6. If during a particular time
interval the ambient conditions are extended, in accordance with paragraph 5.2,
then the criteria emissions calculated according to Appendix 10, during that
particular time interval, shall be divided by the extended factor. This provision
does not apply to carbon dioxide emissions.

9.6 Gaseous pollutant and particle number emissions during the cold start period, as
defined in Clause 4.0 of Appendix 4 from AIS 175 , shall be included in the
normal evaluation in accordance with Appendix 4,5 and 9.

If the vehicle was conditioned for the last three hours prior to the test at an average
temperature that falls within the extended range in accordance with paragraph
5.2, then the provisions of paragraph 9.5. apply to the data collected during the
cold start period, even if the test ambient conditions are not within the extended
temperature range.

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Annex C6 – Appendix 1

Test Procedure for Vehicle Emissions Testing with a Portable Emissions

Measurement System (PEMS)

1.0 INTRODUCTION

This Appendix describes the test procedure to determine exhaust emissions from
light passenger and commercial vehicles using a Portable Emissions
Measurement System.

2.0 SYMBOLS, PARAMETERS AND UNITS

≤ - Smaller or equal

# - Number

#/m3 - Number per cubic meter

% - Per cent

°C - Degree centigrade

g - Gram

g/s - Gram per second

h - Hour

Hz - Hertz

K - Kelvin

kg - Kilogram

kg/s - Kilogram per second

km - Kilometer

km/h - Kilometer per hour

kPa - Kilopascal

kPa/min - Kilopascal per minute

l - Liter

l/min - Liter per minute

m - Meter

m3 - Cubic-meter

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Annex C6 – Appendix 1

Test Procedure for Vehicle Emissions Testing with a Portable Emissions

Measurement System (PEMS)

1.0 INTRODUCTION

This Appendix describes the test procedure to determine exhaust emissions from
light passenger and commercial vehicles using a Portable Emissions
Measurement System.

2.0 SYMBOLS, PARAMETERS AND UNITS

≤ - Smaller or equal

# - Number

#/m3 - Number per cubic meter

% - Per cent

°C - Degree centigrade

g - Gram

g/s - Gram per second

h - Hour

Hz - Hertz

K - Kelvin

kg - Kilogram

kg/s - Kilogram per second

km - Kilometer

km/h - Kilometer per hour

kPa - Kilopascal

kPa/min - Kilopascal per minute

l - Liter

l/min - Liter per minute

m - Meter

m3 - Cubic-meter

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mg - Milligram

min - Minute

pe - Evacuated pressure [kPa]

qvs - Volume flow rate of the system [l/min]

ppm - Parts per million

ppmC1 - Parts per million carbon equivalent

rpm - Revolutions per minute

s - Second

Vs - System volume [l]

3.0 GENERAL REQUIREMENTS

3.1 PEMS

The test shall be carried out with a PEMS, composed of components specified in
points 3.1.1 to 3.1.5 following the performance requirements in Appendix 2. If
applicable, a connection with the vehicle ECU may be established to determine
relevant engine and vehicle parameters as specified in point 3.2 of this Appendix.

3.1.1 Analysers to determine the concentration of compounds in the exhaust gas.

3.1.2 One or multiple instruments or sensors to measure or determine the exhaust mass
flow.

3.1.3 A GNSS to assist in the determination of the position, altitude and, speed of the
vehicle.

3.1.4 If applicable, sensors and other appliances being not part of the vehicle, e.g., to
measure ambient temperature, relative humidity, air pressure, and vehicle speed.

3.1.5 An energy source independent of the vehicle to power the PEMS.

3.2 Test Parameters

Test parameters as specified in Table 1 of this Appendix shall be measured, where

applicable, at a constant frequency of 1.0 Hz or higher and recorded and reported
in accordance with the requirements of Appendix 8 of this Annex at a frequency
of 1.0 Hz. If ECU parameters are obtained, these may be obtained at a
substantially higher frequency but the recording rate shall be 1.0 Hz. The PEMS
analysers, flow-measuring instruments and sensors shall comply with the
requirements laid down in Appendices 2 and 3.

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mg - Milligram

min - Minute

pe - Evacuated pressure [kPa]

qvs - Volume flow rate of the system [l/min]

ppm - Parts per million

ppmC1 - Parts per million carbon equivalent

rpm - Revolutions per minute

s - Second

Vs - System volume [l]

3.0 GENERAL REQUIREMENTS

3.1 PEMS

The test shall be carried out with a PEMS, composed of components specified in
points 3.1.1 to 3.1.5 following the performance requirements in Appendix 2. If
applicable, a connection with the vehicle ECU may be established to determine
relevant engine and vehicle parameters as specified in point 3.2 of this Appendix.

3.1.1 Analysers to determine the concentration of compounds in the exhaust gas.

3.1.2 One or multiple instruments or sensors to measure or determine the exhaust mass
flow.

3.1.3 A GNSS to assist in the determination of the position, altitude and, speed of the
vehicle.

3.1.4 If applicable, sensors and other appliances being not part of the vehicle, e.g., to
measure ambient temperature, relative humidity, air pressure, and vehicle speed.

3.1.5 An energy source independent of the vehicle to power the PEMS.

3.2 Test Parameters

Test parameters as specified in Table 1 of this Appendix shall be measured, where

applicable, at a constant frequency of 1.0 Hz or higher and recorded and reported
in accordance with the requirements of Appendix 8 of this Annex at a frequency
of 1.0 Hz. If ECU parameters are obtained, these may be obtained at a
substantially higher frequency but the recording rate shall be 1.0 Hz. The PEMS
analysers, flow-measuring instruments and sensors shall comply with the
requirements laid down in Appendices 2 and 3.

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Table 1 Test Parameters

Parameter Recommended unit Source (8)

THC (1)(4) concentration ppmC1 Analyser

CH4 (1)(4) concentration ppmC1 Analyser

NMHC (1)(4) concentration ppmC1 Analyser (6)

CO concentration (1)(4) Ppm Analyser

CO2 concentration (1) Ppm Analyser

NOX concentration (1)(4) Ppm Analyser (7)

PN concentration (4) #/m3 Analyser

Exhaust mass flow rate kg/s EFM, any methods

described in clause 7 of
Appendix 2 of this Annex

Ambient humidity % Sensor

Ambient temperature K Sensor

Ambient pressure kPa Sensor

Vehicle speed km/h Sensor, GNSS, or ECU(3)

Vehicle latitude Degree GNSS

Vehicle longitude Degree GNSS

Vehicle altitude (5)(9) M GNSS or Sensor

Exhaust gas(5) temperature K Sensor

Engine coolant(5) temperature K Sensor or ECU

Engine speed (5) rpm Sensor or ECU

Engine torque (5) Nm Sensor or ECU

Torque at driven axle (5) Nm Rim torque meter

Pedal position (5) % Sensor or ECU

Engine fuel flow (2) g/s Sensor or ECU

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Table 1 Test Parameters

Parameter Recommended unit Source (8)

THC (1)(4) concentration ppmC1 Analyser

CH4 (1)(4) concentration ppmC1 Analyser

NMHC (1)(4) concentration ppmC1 Analyser (6)

CO concentration (1)(4) Ppm Analyser

CO2 concentration (1) Ppm Analyser

NOX concentration (1)(4) Ppm Analyser (7)

PN concentration (4) #/m3 Analyser

Exhaust mass flow rate kg/s EFM, any methods

described in clause 7 of
Appendix 2 of this Annex

Ambient humidity % Sensor

Ambient temperature K Sensor

Ambient pressure kPa Sensor

Vehicle speed km/h Sensor, GNSS, or ECU(3)

Vehicle latitude Degree GNSS

Vehicle longitude Degree GNSS

Vehicle altitude (5)(9) M GNSS or Sensor

Exhaust gas(5) temperature K Sensor

Engine coolant(5) temperature K Sensor or ECU

Engine speed (5) rpm Sensor or ECU

Engine torque (5) Nm Sensor or ECU

Torque at driven axle (5) Nm Rim torque meter

Pedal position (5) % Sensor or ECU

Engine fuel flow (2) g/s Sensor or ECU

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Engine intake air flow (2) g/s Sensor or ECU

Fault status (5) - ECU

Intake air flow temperature K Sensor or ECU

Regeneration status (5) - ECU

Engine oil temperature (5) K Sensor or ECU

Actual gear (5) # ECU

Desired gear (e.g. gear (5)

shift indicator) # ECU

Other vehicle data (5) unspecified ECU

Engine intake air flow (2) g/s Sensor or ECU

Fault status (5) - ECU

Notes:

1) To be measured on a wet basis or to be corrected as described in clause 8.1 of

Appendix 4 of this Annex.

2) To be determined only if indirect methods are used to calculate exhaust mass

flow rate as described in clause 10.2 and10.3 of Appendix 4 of this Annex.

3) Method to be chosen according to clause 4.7 of this Appendix.

4) Parameter only mandatory if measurement required by clause 2.1 of this

Annex.

5) To be determined only if necessary to verify the vehicle status and operating

condition.

6) May be calculated from THC and CH4 concentrations according to clause 9.2
of Appendix 4 of this Annex.

7) May be calculated from measured NO and NO2 concentrations.

8) Multiple parameter sources may be used.

9) The preferable source is the ambient pressure sensor.

3.3 Preparation of the Vehicle

The preparation of the vehicle shall include a general verification of the correct
technical functioning of the test vehicle.

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Engine intake air flow (2) g/s Sensor or ECU

Fault status (5) - ECU

Intake air flow temperature K Sensor or ECU

Regeneration status (5) - ECU

Engine oil temperature (5) K Sensor or ECU

Actual gear (5) # ECU

Desired gear (e.g. gear (5)

shift indicator) # ECU

Other vehicle data (5) unspecified ECU

Engine intake air flow (2) g/s Sensor or ECU

Fault status (5) - ECU

Notes:

1) To be measured on a wet basis or to be corrected as described in clause 8.1 of

Appendix 4 of this Annex.

2) To be determined only if indirect methods are used to calculate exhaust mass

flow rate as described in clause 10.2 and10.3 of Appendix 4 of this Annex.

3) Method to be chosen according to clause 4.7 of this Appendix.

4) Parameter only mandatory if measurement required by clause 2.1 of this

Annex.

5) To be determined only if necessary to verify the vehicle status and operating

condition.

6) May be calculated from THC and CH4 concentrations according to clause 9.2
of Appendix 4 of this Annex.

7) May be calculated from measured NO and NO2 concentrations.

8) Multiple parameter sources may be used.

9) The preferable source is the ambient pressure sensor.

3.3 Preparation of the Vehicle

The preparation of the vehicle shall include a general verification of the correct
technical functioning of the test vehicle.

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3.4 Installation of PEMS

3.4.1 General

The installation of the PEMS shall follow the instructions of the PEMS
manufacturer and the local health and safety regulations. When the PEMS is
installed inside the vehicle, the vehicle should be equipped with gas monitors or
warning systems for hazardous gases (e.g. CO).The PEMS should be installed as
to minimize electromagnetic interferences during the test as well as exposure to
shocks, vibration, dust and variability in temperature. The installation and
operation of the PEMS shall be such that it avoids leakage and minimize heat loss.
The installation and operation of PEMS shall not change the nature of the exhaust
gas nor unduly increase the length of the tailpipe. To avoid the generation of
particles, connectors shall be thermally stable at the exhaust gas temperatures
expected during the test. It is recommended not to use elastomer connectors to
connect the vehicle exhaust outlet and the connecting tube. Elastomer connectors,
if used, shall have no contact with the exhaust gas to avoid artefacts at high engine
load. If the test performed with the use of elastomer connectors fails, the test shall
be repeated without the use of elastomer connectors.

3.4.2 Permissible Backpressure

The installation and operation of the PEMS sampling probes shall not unduly
increase the pressure at the exhaust outlet in a way that may influence the
representativeness of the measurements. It is thus recommended that only one
sampling probe is installed in the same plane. If technically feasible, any extension
to facilitate the sampling or connection with the exhaust mass flow meter shall
have an equivalent, or larger, cross sectional area than the exhaust pipe. If the
sampling probes obstruct a significant area of the tailpipe cross-section,
backpressure measurement may be requested by the Test Agency.

3.4.3 Exhaust Mass Flow Meter (EFM)

Whenever used, the EFM shall be attached to the vehicle's tailpipe(s) in

accordance with the recommendations of the EFM manufacturer. The
measurement range of the EFM shall match the range of the exhaust mass flow
rate expected during the test. It is recommended to select the EFM in order to have
the maximum expected flow rate during the test covering at least 75% of the EFM
full range. The installation of the EFM and any exhaust pipe adaptors or junctions
shall not adversely affect the operation of the engine or exhaust after-treatment
system. A minimum of four pipe diameters or 150 mm of straight tubing,
whichever is larger, shall be placed at either side of the flow-sensing element.
When testing a multi-cylinder engine with a branched exhaust manifold, it is
recommended to position the exhaust mass flow meter downstream of where the
manifolds combine and to increase the cross section of the piping such as to have
an equivalent, or larger, cross sectional area from which to sample. If this is not
feasible, exhaust flow measurements with several exhaust mass flow meters may
be used, if approved by the Test Agency. The wide variety of exhaust pipe
configurations, dimensions and exhaust mass flow rates may require
compromises, guided by good engineering judgement, when selecting and
installing the EFM(s).

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3.4 Installation of PEMS

3.4.1 General

The installation of the PEMS shall follow the instructions of the PEMS
manufacturer and the local health and safety regulations. When the PEMS is
installed inside the vehicle, the vehicle should be equipped with gas monitors or
warning systems for hazardous gases (e.g. CO).The PEMS should be installed as
to minimize electromagnetic interferences during the test as well as exposure to
shocks, vibration, dust and variability in temperature. The installation and
operation of the PEMS shall be such that it avoids leakage and minimize heat loss.
The installation and operation of PEMS shall not change the nature of the exhaust
gas nor unduly increase the length of the tailpipe. To avoid the generation of
particles, connectors shall be thermally stable at the exhaust gas temperatures
expected during the test. It is recommended not to use elastomer connectors to
connect the vehicle exhaust outlet and the connecting tube. Elastomer connectors,
if used, shall have no contact with the exhaust gas to avoid artefacts at high engine
load. If the test performed with the use of elastomer connectors fails, the test shall
be repeated without the use of elastomer connectors.

3.4.2 Permissible Backpressure

The installation and operation of the PEMS sampling probes shall not unduly
increase the pressure at the exhaust outlet in a way that may influence the
representativeness of the measurements. It is thus recommended that only one
sampling probe is installed in the same plane. If technically feasible, any extension
to facilitate the sampling or connection with the exhaust mass flow meter shall
have an equivalent, or larger, cross sectional area than the exhaust pipe. If the
sampling probes obstruct a significant area of the tailpipe cross-section,
backpressure measurement may be requested by the Test Agency.

3.4.3 Exhaust Mass Flow Meter (EFM)

Whenever used, the EFM shall be attached to the vehicle's tailpipe(s) in

accordance with the recommendations of the EFM manufacturer. The
measurement range of the EFM shall match the range of the exhaust mass flow
rate expected during the test. It is recommended to select the EFM in order to have
the maximum expected flow rate during the test covering at least 75% of the EFM
full range. The installation of the EFM and any exhaust pipe adaptors or junctions
shall not adversely affect the operation of the engine or exhaust after-treatment
system. A minimum of four pipe diameters or 150 mm of straight tubing,
whichever is larger, shall be placed at either side of the flow-sensing element.
When testing a multi-cylinder engine with a branched exhaust manifold, it is
recommended to position the exhaust mass flow meter downstream of where the
manifolds combine and to increase the cross section of the piping such as to have
an equivalent, or larger, cross sectional area from which to sample. If this is not
feasible, exhaust flow measurements with several exhaust mass flow meters may
be used, if approved by the Test Agency. The wide variety of exhaust pipe
configurations, dimensions and exhaust mass flow rates may require
compromises, guided by good engineering judgement, when selecting and
installing the EFM(s).

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It is permissible to install an EFM with a diameter smaller than that of the exhaust
outlet or the total cross-sectional area of multiple outlets, providing it improves
measurement accuracy and does not adversely affect the operation or the exhaust
after-treatment as specified in clause 3.4.2 of this Appendix. It is recommended
to document the EFM set-up using photographs.

EFM shall be purged and prepared for operation in accordance with the
specifications of the EFM manufacturer. This procedure shall, if applicable,
remove condensation and deposits from the lines and the associated measurement
ports.

It is recommended to clean the EFM by purging the pressure transducer

connections with pressurized clean air or nitrogen. This back-flush procedure is
used to remove condensation and diesel particulate matter from the pressure lines
and associated flow tube pressure measurement ports.

3.4.4 Global Navigation Satellite System (GNSS)

The GNSS antenna shall be mounted as near as possible to the highest location on
the vehicle, as to ensure good reception of the satellite signal. The mounted GNSS
antenna shall interfere as little as possible with the vehicle operation.

3.4.5 Connection with the Engine Control Unit (ECU)

If desired, relevant vehicle and engine parameters listed in Table 1 can be recorded
by using a data logger connected with the ECU or the vehicle network through
national or international standards, such as ISO 15031-5 or SAE J1979, OBD-II,
EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow
the identification of required parameters.

3.4.6 Sensors and Auxiliary Equipment

Vehicle speed sensors, temperature sensors, coolant thermocouples or any other

measurement device not part of the vehicle shall be installed to measure the
parameter under consideration in a representative, reliable and accurate manner
without unduly interfering with the vehicle operation and the functioning of other
analysers, flow-measuring instruments, sensors and signals. Sensors and auxiliary
equipment shall be powered independently of the vehicle.

It is permitted to power any safety-related illumination of fixtures and installations

of PEMS components outside of the vehicle’s cabin by the vehicle’s battery.

3.5 Emissions Sampling

Emissions sampling shall be representative and conducted at locations of well-

mixed exhaust where the influence of ambient air downstream of the sampling
point is minimal. If applicable, emissions shall be sampled downstream of the
exhaust mass flow meter, respecting a distance of at least 150 mm to the flow
sensing element. The sampling probes shall be fitted at least 200 mm or three
times the inner diameter of the exhaust pipe, whichever is larger, upstream of the

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It is permissible to install an EFM with a diameter smaller than that of the exhaust
outlet or the total cross-sectional area of multiple outlets, providing it improves
measurement accuracy and does not adversely affect the operation or the exhaust
after-treatment as specified in clause 3.4.2 of this Appendix. It is recommended
to document the EFM set-up using photographs.

EFM shall be purged and prepared for operation in accordance with the
specifications of the EFM manufacturer. This procedure shall, if applicable,
remove condensation and deposits from the lines and the associated measurement
ports.

It is recommended to clean the EFM by purging the pressure transducer

connections with pressurized clean air or nitrogen. This back-flush procedure is
used to remove condensation and diesel particulate matter from the pressure lines
and associated flow tube pressure measurement ports.

3.4.4 Global Navigation Satellite System (GNSS)

The GNSS antenna shall be mounted as near as possible to the highest location on
the vehicle, as to ensure good reception of the satellite signal. The mounted GNSS
antenna shall interfere as little as possible with the vehicle operation.

3.4.5 Connection with the Engine Control Unit (ECU)

If desired, relevant vehicle and engine parameters listed in Table 1 can be recorded
by using a data logger connected with the ECU or the vehicle network through
national or international standards, such as ISO 15031-5 or SAE J1979, OBD-II,
EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow
the identification of required parameters.

3.4.6 Sensors and Auxiliary Equipment

Vehicle speed sensors, temperature sensors, coolant thermocouples or any other

measurement device not part of the vehicle shall be installed to measure the
parameter under consideration in a representative, reliable and accurate manner
without unduly interfering with the vehicle operation and the functioning of other
analysers, flow-measuring instruments, sensors and signals. Sensors and auxiliary
equipment shall be powered independently of the vehicle.

It is permitted to power any safety-related illumination of fixtures and installations

of PEMS components outside of the vehicle’s cabin by the vehicle’s battery.

3.5 Emissions Sampling

Emissions sampling shall be representative and conducted at locations of well-

mixed exhaust where the influence of ambient air downstream of the sampling
point is minimal. If applicable, emissions shall be sampled downstream of the
exhaust mass flow meter, respecting a distance of at least 150 mm to the flow
sensing element. The sampling probes shall be fitted at least 200 mm or three
times the inner diameter of the exhaust pipe, whichever is larger, upstream of the

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point at which the exhaust exits the PEMS sampling installation into the
environment.

If the PEMS feeds part of the sample back to the exhaust flow, this shall occur
downstream of the sampling probe in a manner that does not affect the nature of
the exhaust gas at the sampling point(s). If the length of the sampling line is
changed, the system transport times shall be verified and, if necessary, corrected.
If the vehicle is equipped with more than one tailpipe then all functioning tailpipes
shall be connected before sampling and measuring exhaust flow.

If the engine is equipped with an exhaust after-treatment system, the exhaust

sample shall be taken downstream of the exhaust after-treatment system. When
testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe
shall be located sufficiently far downstream so as to ensure that the sample is
representative of the average exhaust emissions of all cylinders. In multi-cylinder
engines, having distinct groups of manifolds, such as in a ‘V’ engine
configuration, the sampling probe shall be positioned downstream of where the
manifolds combine. If this is technically not feasible, multi-point sampling at
locations of well-mixed exhaust may be used. In this case, the number and location
of sampling probes shall match as far as possible those of the exhaust mass flow
meters. In case of unequal exhaust flows, proportional sampling or sampling with
multiple analysers shall be considered.

If particles are measured, they shall be sampled from the centre of the exhaust
stream. If several probes are used for emissions sampling, the particle sampling
probe should be placed upstream of the other sampling probes. The particle
sampling probe should not interfere with the sampling of gaseous criteria
emissions. The type and specifications of the probe and its mounting shall be
documented in detail.

If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K

(190 ± 10 °C). For the measurement of other gaseous components with or without
cooling the sampling line shall be kept at a minimum of 333 K (60 °C) to avoid
condensation and to ensure appropriate penetration efficiencies of the various
gases. For low-pressure sampling systems, the temperature can be lowered
correspondingly to the pressure decrease provided that the sampling system
ensures a penetration efficiency of 95 % for all regulated gaseous criteria
emissions. If particles are sampled and not diluted at the tailpipe, the sampling
line from the raw exhaust sample point to the point of dilution or particle detector
shall be heated to a minimum of 373 K (100 °C). The residence time of the sample
in the particle sampling line shall be less than 3 s until reaching first dilution or
the particle detector.

All parts of the sampling system from the tailpipe up to the particle detector, which
are in contact with raw or diluted exhaust gas, shall be designed to minimize
deposition of particles. All parts shall be made from antistatic material to prevent
electrostatic effects.

4.0 PRE-TEST PROCEDURE

4.1 PEMS Leak Check

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point at which the exhaust exits the PEMS sampling installation into the
environment.

If the PEMS feeds part of the sample back to the exhaust flow, this shall occur
downstream of the sampling probe in a manner that does not affect the nature of
the exhaust gas at the sampling point(s). If the length of the sampling line is
changed, the system transport times shall be verified and, if necessary, corrected.
If the vehicle is equipped with more than one tailpipe then all functioning tailpipes
shall be connected before sampling and measuring exhaust flow.

If the engine is equipped with an exhaust after-treatment system, the exhaust

sample shall be taken downstream of the exhaust after-treatment system. When
testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe
shall be located sufficiently far downstream so as to ensure that the sample is
representative of the average exhaust emissions of all cylinders. In multi-cylinder
engines, having distinct groups of manifolds, such as in a ‘V’ engine
configuration, the sampling probe shall be positioned downstream of where the
manifolds combine. If this is technically not feasible, multi-point sampling at
locations of well-mixed exhaust may be used. In this case, the number and location
of sampling probes shall match as far as possible those of the exhaust mass flow
meters. In case of unequal exhaust flows, proportional sampling or sampling with
multiple analysers shall be considered.

If particles are measured, they shall be sampled from the centre of the exhaust
stream. If several probes are used for emissions sampling, the particle sampling
probe should be placed upstream of the other sampling probes. The particle
sampling probe should not interfere with the sampling of gaseous criteria
emissions. The type and specifications of the probe and its mounting shall be
documented in detail.

If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K

(190 ± 10 °C). For the measurement of other gaseous components with or without
cooling the sampling line shall be kept at a minimum of 333 K (60 °C) to avoid
condensation and to ensure appropriate penetration efficiencies of the various
gases. For low-pressure sampling systems, the temperature can be lowered
correspondingly to the pressure decrease provided that the sampling system
ensures a penetration efficiency of 95 % for all regulated gaseous criteria
emissions. If particles are sampled and not diluted at the tailpipe, the sampling
line from the raw exhaust sample point to the point of dilution or particle detector
shall be heated to a minimum of 373 K (100 °C). The residence time of the sample
in the particle sampling line shall be less than 3 s until reaching first dilution or
the particle detector.

All parts of the sampling system from the tailpipe up to the particle detector, which
are in contact with raw or diluted exhaust gas, shall be designed to minimize
deposition of particles. All parts shall be made from antistatic material to prevent
electrostatic effects.

4.0 PRE-TEST PROCEDURE

4.1 PEMS Leak Check

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After the installation of the PEMS is completed, a leak check shall be performed
at least once for each PEMS vehicle installation as prescribed by the PEMS
manufacturer or as follows. The probe shall be disconnected from the exhaust
system and the end plugged. The analyser pump shall be switched on. After an
initial stabilization period all flow meters shall read approximately zero in the
absence of a leak. Else, the sampling lines shall be checked and the fault be
corrected.

The leakage rate on the vacuum side shall not exceed 0.5 % of the in-use flow rate
for the portion of the system being checked. The analyser flows and bypass flows
may be used to estimate the in-use flow rate.

Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum

(80 kPa absolute). After an initial stabilization period the pressure increase ∆p
(kPa/min) in the system shall not

exceed:

𝑃𝑒
∆𝑝 = × 𝑞𝑣𝑠 × 0.005
𝑉𝑠

Alternatively, a concentration step change at the beginning of the sampling line

shall be introduced by switching from zero to span gas while maintaining the same
pressure conditions as under normal system operation. If for a correctly calibrated
analyser after an adequate period of time the reading is ≤ 99 % compared to the
introduced concentration, the leakage problem shall be corrected.

4.2 Starting and Stabilizing the PEMS

The PEMS shall be switched on, warmed up and stabilized in accordance with the
specifications of the PEMS manufacturer until key functional parameters, e.g.,
pressures, temperatures and flows have reached their operating set points before
test start. To ensure correct functioning, the PEMS may be kept switched on or
can be warmed up and stabilized during vehicle conditioning. The system shall be
free of errors and critical warnings.

4.3 Preparing the Sampling System

The sampling system, consisting of the sampling probe and sampling lines, shall
be prepared for testing by following the instruction of the PEMS manufacturer. It
shall be ensured that the sampling system is clean and free of moisture
condensation.

4.4 Preparing the Exhaust mass Flow Meter (EFM)

If used for measuring the exhaust mass flow, the EFM shall be purged and
prepared for operation in accordance with the specifications of the EFM
manufacturer. This procedure shall, if applicable, remove condensation and
deposits from the lines and the associated measurement ports.

4.5 Checking and Calibrating the Analysers for Measuring Gaseous Emissions

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After the installation of the PEMS is completed, a leak check shall be performed
at least once for each PEMS vehicle installation as prescribed by the PEMS
manufacturer or as follows. The probe shall be disconnected from the exhaust
system and the end plugged. The analyser pump shall be switched on. After an
initial stabilization period all flow meters shall read approximately zero in the
absence of a leak. Else, the sampling lines shall be checked and the fault be
corrected.

The leakage rate on the vacuum side shall not exceed 0.5 % of the in-use flow rate
for the portion of the system being checked. The analyser flows and bypass flows
may be used to estimate the in-use flow rate.

Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum

(80 kPa absolute). After an initial stabilization period the pressure increase ∆p
(kPa/min) in the system shall not

exceed:

𝑃𝑒
∆𝑝 = × 𝑞𝑣𝑠 × 0.005
𝑉𝑠

Alternatively, a concentration step change at the beginning of the sampling line

shall be introduced by switching from zero to span gas while maintaining the same
pressure conditions as under normal system operation. If for a correctly calibrated
analyser after an adequate period of time the reading is ≤ 99 % compared to the
introduced concentration, the leakage problem shall be corrected.

4.2 Starting and Stabilizing the PEMS

The PEMS shall be switched on, warmed up and stabilized in accordance with the
specifications of the PEMS manufacturer until key functional parameters, e.g.,
pressures, temperatures and flows have reached their operating set points before
test start. To ensure correct functioning, the PEMS may be kept switched on or
can be warmed up and stabilized during vehicle conditioning. The system shall be
free of errors and critical warnings.

4.3 Preparing the Sampling System

The sampling system, consisting of the sampling probe and sampling lines, shall
be prepared for testing by following the instruction of the PEMS manufacturer. It
shall be ensured that the sampling system is clean and free of moisture
condensation.

4.4 Preparing the Exhaust mass Flow Meter (EFM)

If used for measuring the exhaust mass flow, the EFM shall be purged and
prepared for operation in accordance with the specifications of the EFM
manufacturer. This procedure shall, if applicable, remove condensation and
deposits from the lines and the associated measurement ports.

4.5 Checking and Calibrating the Analysers for Measuring Gaseous Emissions

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Zero and span calibration adjustments of the analysers shall be performed using
calibration gases that meet the requirements of point 5 of Appendix 2. The
calibration gases shall be chosen to match the range of criteria emission
concentrations expected during the RDE test. To minimise analyser drift, it is
recommended to conduct the zero and span calibration of analysers at an ambient
temperature that resembles, as closely as possible, the temperature experienced by
the test equipment during the trip.

4.6 Checking the Analyser for Measuring Particle Emissions

The zero level of the analyser shall be recorded by sampling HEPA filtered
ambient air at an appropriate sampling point, usually at the inlet of the sampling
line. The signal shall be recorded at a constant frequency which is a multiple of
1.0 Hz averaged over a period of 2 minutes; the final concentration shall be within
the manufacturer’s specifications, but shall not exceed 5000 particles per cubic-
centimeter.

4.7 Determining Vehicle Speed

Vehicle speed shall be determined by at least one of the following methods:

(a) GNSS; if vehicle speed is determined by a GNSS, the total trip distance
shall be checked against the measurements of another method according to
point 7 of Appendix 4 of this Annex.

(b) A sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined

by a sensor, the speed measurements shall comply with the requirements of
clause 8 of Appendix 2 of this Annex, or alternatively, the total trip distance
determined by the sensor shall be compared with a reference distance
obtained from a digital road network or topographic map. The total trip
distance determined by the sensor shall deviate by no more than 4% from
the reference distance.

(c) The ECU; if vehicle speed is determined by the ECU, the total trip distance
shall be validated according to clause 3 of Appendix 3 of this Annex and
the ECU speed signal adjusted, if necessary to fulfil the requirements of
clause 3.3 of Appendix 3 of this Annex. Alternatively, the total trip distance
as determined by the ECU can be compared with a reference distance
obtained from a digital road network or topographic map. The total trip
distance determined by the ECU shall deviate by no more than 4% from the
reference.

4.8 Checking of PEMS Set Up

The correctness of connections with all sensors and, if applicable, the ECU shall
be verified. If engine parameters are retrieved, it shall be ensured that the ECU
reports values correctly (e.g., zero engine speed [rpm] while the combustion
engine is in key-on-engine-off status). The PEMS shall function free of errors and
critical warnings.

5.0 EMISSIONS TEST

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Zero and span calibration adjustments of the analysers shall be performed using
calibration gases that meet the requirements of point 5 of Appendix 2. The
calibration gases shall be chosen to match the range of criteria emission
concentrations expected during the RDE test. To minimise analyser drift, it is
recommended to conduct the zero and span calibration of analysers at an ambient
temperature that resembles, as closely as possible, the temperature experienced by
the test equipment during the trip.

4.6 Checking the Analyser for Measuring Particle Emissions

The zero level of the analyser shall be recorded by sampling HEPA filtered
ambient air at an appropriate sampling point, usually at the inlet of the sampling
line. The signal shall be recorded at a constant frequency which is a multiple of
1.0 Hz averaged over a period of 2 minutes; the final concentration shall be within
the manufacturer’s specifications, but shall not exceed 5000 particles per cubic-
centimeter.

4.7 Determining Vehicle Speed

Vehicle speed shall be determined by at least one of the following methods:

(a) GNSS; if vehicle speed is determined by a GNSS, the total trip distance
shall be checked against the measurements of another method according to
point 7 of Appendix 4 of this Annex.

(b) A sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined

by a sensor, the speed measurements shall comply with the requirements of
clause 8 of Appendix 2 of this Annex, or alternatively, the total trip distance
determined by the sensor shall be compared with a reference distance
obtained from a digital road network or topographic map. The total trip
distance determined by the sensor shall deviate by no more than 4% from
the reference distance.

(c) The ECU; if vehicle speed is determined by the ECU, the total trip distance
shall be validated according to clause 3 of Appendix 3 of this Annex and
the ECU speed signal adjusted, if necessary to fulfil the requirements of
clause 3.3 of Appendix 3 of this Annex. Alternatively, the total trip distance
as determined by the ECU can be compared with a reference distance
obtained from a digital road network or topographic map. The total trip
distance determined by the ECU shall deviate by no more than 4% from the
reference.

4.8 Checking of PEMS Set Up

The correctness of connections with all sensors and, if applicable, the ECU shall
be verified. If engine parameters are retrieved, it shall be ensured that the ECU
reports values correctly (e.g., zero engine speed [rpm] while the combustion
engine is in key-on-engine-off status). The PEMS shall function free of errors and
critical warnings.

5.0 EMISSIONS TEST

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5.1 Test Start

Sampling, measurement and recording of parameters shall begin prior to the test
start. Before the test start it shall be confirmed that all necessary parameters are
recorded by the data logger.

To facilitate time alignment, it is recommended to record the parameters that are

subject to time alignment either by a single data recording device or with a
synchronized time stamp.

5.2 Test

Sampling, measurement and recording of parameters shall continue throughout

the on-road test of the vehicle. The engine may be stopped and started, but
emissions sampling and parameter recording shall continue. Repeated stalling of
the engine (i.e. unintentional stopping of the engine) should be avoided during an
RDE trip. Any warning signals, suggesting malfunctioning of the PEMS, shall be
documented and verified. If any error signal(s) appear during the test, the test shall
be voided. Parameter recording shall reach a data completeness of higher than 99
%.

Measurement and data recording may be interrupted for less than 1 % of the total
trip duration but for no more than a consecutive period of 30 s solely in the case
of unintended signal loss or for the purpose of PEMS system maintenance.
Interruptions may be recorded directly by the PEMS but it is not permissible to
introduce interruptions in the recorded parameter via the pre-processing, exchange
or post-processing of data. If conducted, auto zeroing shall be performed against
a traceable zero standard similar to the one used to zero the analyser. It is strongly
recommended to initiate PEMS system maintenance during periods of zero
vehicle speed.

5.3 Test End

Excessive idling of the engine after the completion of the trip shall be avoided.
The data recording shall continue until the response time of the sampling systems
has elapsed. For vehicles with a signal detecting regeneration, the OBD-check
shall be performed and documented directly after data recording and before any
further driven distance is driven.

6.0 POST-TEST PROCEDURE

6.1 Checking the Analysers for Measuring Gaseous Emissions

The zero and span of the analysers of gaseous components shall be checked by
using calibration gases identical to the ones applied under point 4.5 to evaluate
the analyser's zero and response drift compared to the pre-test calibration. It is
permissible to zero the analyser prior to verifying the span drift, if the zero drift
was determined to be within the permissible range. The post-test drift check shall
be completed as soon as possible after the test and before the PEMS, or individual
analysers or sensors, are turned off or have switched into a non-operating mode.

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5.1 Test Start

Sampling, measurement and recording of parameters shall begin prior to the test
start. Before the test start it shall be confirmed that all necessary parameters are
recorded by the data logger.

To facilitate time alignment, it is recommended to record the parameters that are

subject to time alignment either by a single data recording device or with a
synchronized time stamp.

5.2 Test

Sampling, measurement and recording of parameters shall continue throughout

the on-road test of the vehicle. The engine may be stopped and started, but
emissions sampling and parameter recording shall continue. Repeated stalling of
the engine (i.e. unintentional stopping of the engine) should be avoided during an
RDE trip. Any warning signals, suggesting malfunctioning of the PEMS, shall be
documented and verified. If any error signal(s) appear during the test, the test shall
be voided. Parameter recording shall reach a data completeness of higher than 99
%.

Measurement and data recording may be interrupted for less than 1 % of the total
trip duration but for no more than a consecutive period of 30 s solely in the case
of unintended signal loss or for the purpose of PEMS system maintenance.
Interruptions may be recorded directly by the PEMS but it is not permissible to
introduce interruptions in the recorded parameter via the pre-processing, exchange
or post-processing of data. If conducted, auto zeroing shall be performed against
a traceable zero standard similar to the one used to zero the analyser. It is strongly
recommended to initiate PEMS system maintenance during periods of zero
vehicle speed.

5.3 Test End

Excessive idling of the engine after the completion of the trip shall be avoided.
The data recording shall continue until the response time of the sampling systems
has elapsed. For vehicles with a signal detecting regeneration, the OBD-check
shall be performed and documented directly after data recording and before any
further driven distance is driven.

6.0 POST-TEST PROCEDURE

6.1 Checking the Analysers for Measuring Gaseous Emissions

The zero and span of the analysers of gaseous components shall be checked by
using calibration gases identical to the ones applied under point 4.5 to evaluate
the analyser's zero and response drift compared to the pre-test calibration. It is
permissible to zero the analyser prior to verifying the span drift, if the zero drift
was determined to be within the permissible range. The post-test drift check shall
be completed as soon as possible after the test and before the PEMS, or individual
analysers or sensors, are turned off or have switched into a non-operating mode.

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The difference between the pre-test and post-test results shall comply with the
requirements specified in Table 2 of this Appendix.

Table 2

Permissible Analyser Drift Over a PEMS Test

Pollutant Absolute Zero response Absolute Span response drift (1)

drift

CO2 ≤2000 ppm per test ≤2% of reading or ≤2000 ppm per
test, whichever is larger

CO ≤75 ppm per test ≤2% of reading or ≤75 ppm, per

test, whichever is larger

NOX ≤5 ppm per test ≤2% of reading or ≤5 ppm per test,

whichever is larger

CH4 ≤10 ppmC1 per test ≤2% of reading or ≤10 ppmC1 per
test, whichever is larger

THC ≤10 ppmC1 per test ≤2% of reading or ≤10 ppmC1 per
test, whichever is larger
(1)
If the zero drift is within the permissible range, it is permissible to zero the
analyser prior to verifying the span drift.
(2)
If the difference between the pre-test and post-test results for the zero and
span drift is higher than permitted, all test results shall be voided and the test
repeated.

6.2 Checking the Analyser for Measuring Particle Emissions

The zero level of the analyser shall be recorded in accordance with clause 4.6 of
this Appendix.

6.3 Checking the On-road Emission Measurements

The span gas concentration that was used for the calibration of the analysers in
accordance with paragraph 4.5 at the test start shall cover at least 90 % of the
concentration values obtained from 99 % of the measurements of the valid parts
of the emissions test. It is permissible that 1 % of the total number of
measurements used for evaluation exceeds the concentration of the span gas used
by up to a factor of two. If these requirements are not met, the test shall be voided.

6.4 Consistency check of vehicle Altitude

In case well-reasoned doubts exist that a trip has been conducted above of the
permissible altitude as specified in point 5.2 of this Annex and in case altitude has
only been measured with a GNSS, the GNSS altitude data shall be checked for
consistency and, if necessary, corrected. The consistency of data shall be checked

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The difference between the pre-test and post-test results shall comply with the
requirements specified in Table 2 of this Appendix.

Table 2

Permissible Analyser Drift Over a PEMS Test

Pollutant Absolute Zero response Absolute Span response drift (1)

drift

CO2 ≤2000 ppm per test ≤2% of reading or ≤2000 ppm per
test, whichever is larger

CO ≤75 ppm per test ≤2% of reading or ≤75 ppm, per

test, whichever is larger

NOX ≤5 ppm per test ≤2% of reading or ≤5 ppm per test,

whichever is larger

CH4 ≤10 ppmC1 per test ≤2% of reading or ≤10 ppmC1 per
test, whichever is larger

THC ≤10 ppmC1 per test ≤2% of reading or ≤10 ppmC1 per
test, whichever is larger
(1)
If the zero drift is within the permissible range, it is permissible to zero the
analyser prior to verifying the span drift.
(2)
If the difference between the pre-test and post-test results for the zero and
span drift is higher than permitted, all test results shall be voided and the test
repeated.

6.2 Checking the Analyser for Measuring Particle Emissions

The zero level of the analyser shall be recorded in accordance with clause 4.6 of
this Appendix.

6.3 Checking the On-road Emission Measurements

The span gas concentration that was used for the calibration of the analysers in
accordance with paragraph 4.5 at the test start shall cover at least 90 % of the
concentration values obtained from 99 % of the measurements of the valid parts
of the emissions test. It is permissible that 1 % of the total number of
measurements used for evaluation exceeds the concentration of the span gas used
by up to a factor of two. If these requirements are not met, the test shall be voided.

6.4 Consistency check of vehicle Altitude

In case well-reasoned doubts exist that a trip has been conducted above of the
permissible altitude as specified in point 5.2 of this Annex and in case altitude has
only been measured with a GNSS, the GNSS altitude data shall be checked for
consistency and, if necessary, corrected. The consistency of data shall be checked

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by comparing the latitude, longitude and altitude data obtained from the GNSS
with the altitude indicated by a digital terrain model or a topographic map of
suitable scale. Measurements that deviate by more than 40 m from the altitude
depicted in the topographic map shall be manually corrected and marked.

The instantaneous altitude data shall be checked for completeness. Data gaps shall
be completed by data interpolation. The correctness of interpolated data shall be
verified by a topographic map. It is recommended to correct interpolated data if
the following condition applies:

|ℎ𝐺𝑃𝑆 (𝑡) − ℎ𝑚𝑎𝑝 (𝑡)| > 40 𝑚

The altitude correction shall be applied so that:

|ℎ(𝑡) − ℎ𝑚𝑎𝑝 (𝑡)| < 40 𝑚

where:

h(t) - vehicle altitude after the screening and principle check of data
quality at data point t [m above sea level]

hGNSS(t) - vehicle altitude measured with GNSS at data point t [m above

sea level]

hmap(t) - vehicle altitude based on topographic map at data point t [m

above sea level]

6.5 Consistency check of GNSS vehicle speed

The vehicle speed as determined by the GNSS shall be checked for consistency
by calculating and comparing the total trip distance with reference measurements
obtained from either a sensor, the validated ECU or, alternatively, from a digital
road network or topographic map. It is mandatory to correct GNSS data for
obvious errors, e.g., by applying a dead reckoning sensor, prior to the consistency
check. The original and uncorrected data file shall be retained and any corrected
data shall be marked. The corrected data shall not exceed an uninterrupted time
period of 120 s or a total of 300 s. The total trip distance as calculated from the
corrected GNSS data shall deviate by no more than 4 % from the reference. If the
GNSS data do not meet these requirements and no other reliable speed source is
available, the test results shall be voided.

6.6 Consistency check of the ambient temperature

The ambient temperature data shall be checked for consistency and inconsistent
values corrected by substituting outliers with the average of the neighbouring
values. The original and uncorrected data shall be retained and any corrected data
shall be marked.

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by comparing the latitude, longitude and altitude data obtained from the GNSS
with the altitude indicated by a digital terrain model or a topographic map of
suitable scale. Measurements that deviate by more than 40 m from the altitude
depicted in the topographic map shall be manually corrected and marked.

The instantaneous altitude data shall be checked for completeness. Data gaps shall
be completed by data interpolation. The correctness of interpolated data shall be
verified by a topographic map. It is recommended to correct interpolated data if
the following condition applies:

|ℎ𝐺𝑃𝑆 (𝑡) − ℎ𝑚𝑎𝑝 (𝑡)| > 40 𝑚

The altitude correction shall be applied so that:

|ℎ(𝑡) − ℎ𝑚𝑎𝑝 (𝑡)| < 40 𝑚

where:

h(t) - vehicle altitude after the screening and principle check of data
quality at data point t [m above sea level]

hGNSS(t) - vehicle altitude measured with GNSS at data point t [m above

sea level]

hmap(t) - vehicle altitude based on topographic map at data point t [m

above sea level]

6.5 Consistency check of GNSS vehicle speed

The vehicle speed as determined by the GNSS shall be checked for consistency
by calculating and comparing the total trip distance with reference measurements
obtained from either a sensor, the validated ECU or, alternatively, from a digital
road network or topographic map. It is mandatory to correct GNSS data for
obvious errors, e.g., by applying a dead reckoning sensor, prior to the consistency
check. The original and uncorrected data file shall be retained and any corrected
data shall be marked. The corrected data shall not exceed an uninterrupted time
period of 120 s or a total of 300 s. The total trip distance as calculated from the
corrected GNSS data shall deviate by no more than 4 % from the reference. If the
GNSS data do not meet these requirements and no other reliable speed source is
available, the test results shall be voided.

6.6 Consistency check of the ambient temperature

The ambient temperature data shall be checked for consistency and inconsistent
values corrected by substituting outliers with the average of the neighbouring
values. The original and uncorrected data shall be retained and any corrected data
shall be marked.

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Annex 6 – Appendix 2

Specifications and Calibration of PEMS Components and Signals

1.0 INTRODUCTION

This Appendix sets out the specifications and calibration of PEMS components
and signals.

2.0 SYMBOLS, PARAMETERS AND UNITS

> Larger than

≥ Larger than or equal to

% Per cent

≤ Smaller than or equal to

A Undiluted CO2 concentration [%]

a0 Y-axis intercept of the linear regression line

a1 Slope of the linear regression line

B Diluted CO2 concentration [%]

C Diluted NO concentration [ppm]

c Analyser response in the oxygen interference test

CFS,b Full scale HC concentration in Step (b) [ppmC1]

CFS,d Full scale HC concentration in Step (d) [ppmC1]

CHC(w/NMC) HC concentration with CH4 or C2H6 flowing through the NMC

[ppmC1]

CHC(w/o HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]

NMC)

Cm,b Measured HC concentration in Step (b) [ppmC1]

Cm,d Measured HC concentration in Step (d) [ppmC1]

Cref,b Reference HC concentration in Step (b) [ppmC1]

Cref,d Reference HC concentration in Step (d) [ppmC1]

°C Degree centigrade

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Annex 6 – Appendix 2

Specifications and Calibration of PEMS Components and Signals

1.0 INTRODUCTION

This Appendix sets out the specifications and calibration of PEMS components
and signals.

2.0 SYMBOLS, PARAMETERS AND UNITS

> Larger than

≥ Larger than or equal to

% Per cent

≤ Smaller than or equal to

A Undiluted CO2 concentration [%]

a0 Y-axis intercept of the linear regression line

a1 Slope of the linear regression line

B Diluted CO2 concentration [%]

C Diluted NO concentration [ppm]

c Analyser response in the oxygen interference test

CFS,b Full scale HC concentration in Step (b) [ppmC1]

CFS,d Full scale HC concentration in Step (d) [ppmC1]

CHC(w/NMC) HC concentration with CH4 or C2H6 flowing through the NMC

[ppmC1]

CHC(w/o HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]

NMC)

Cm,b Measured HC concentration in Step (b) [ppmC1]

Cm,d Measured HC concentration in Step (d) [ppmC1]

Cref,b Reference HC concentration in Step (b) [ppmC1]

Cref,d Reference HC concentration in Step (d) [ppmC1]

°C Degree centigrade

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D Undiluted NO concentration [ppm]

De Expected diluted NO concentration [ppm]

E Absolute operating pressure [kPa]

ECO2 Per cent CO2 quench

E(dp) PEMS-PN analyser efficiency

EE Ethane efficiency

EH2O Per cent water quench

EM Methane efficiency

EO2 Oxygen interference

F Water temperature [K]

G Saturation vapour pressure [kPa]

g Gram

gH2O/kg Gram water per kilogram

h Hour

H Water vapour concentration [%]

Hm Maximum water vapour concentration [%]

Hz Hertz

K Kelvin

kg Kilogram

km/h Kilometer per hour

kPa Kilopascal

max Maximum value

NOx,dry Moisture-corrected mean concentration of the stabilized

NOX recordings

NOx,m Mean concentration of the stabilized NOX recordings

NOx,ref Reference mean concentration of the stabilized NOX recordings

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D Undiluted NO concentration [ppm]

De Expected diluted NO concentration [ppm]

E Absolute operating pressure [kPa]

ECO2 Per cent CO2 quench

E(dp) PEMS-PN analyser efficiency

EE Ethane efficiency

EH2O Per cent water quench

EM Methane efficiency

EO2 Oxygen interference

F Water temperature [K]

G Saturation vapour pressure [kPa]

g Gram

gH2O/kg Gram water per kilogram

h Hour

H Water vapour concentration [%]

Hm Maximum water vapour concentration [%]

Hz Hertz

K Kelvin

kg Kilogram

km/h Kilometer per hour

kPa Kilopascal

max Maximum value

NOx,dry Moisture-corrected mean concentration of the stabilized

NOX recordings

NOx,m Mean concentration of the stabilized NOX recordings

NOx,ref Reference mean concentration of the stabilized NOX recordings

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Ppm Parts per million

ppmC1 Parts per million carbon equivalents

r2 Coefficient of determination

s Second

t0 Time point of gas flow switching [s]

t10 Time point of 10% response of the final reading

t50 Time point of 50% response of the final reading

t90 Time point of 90% response of the final reading

x Independent variable or reference value

Xmin Minimum value

y Dependent variable or measured value

3.0 LINEARITY VERIFICATION

3.1 General

The accuracy and linearity of analysers, flow-measuring instruments, sensors

and signals, shall be traceable to international or national standards. Any
sensors or signals that are not directly traceable, e.g., simplified flow-
measuring instruments shall be calibrated alternatively against chassis
dynamometer laboratory equipment that has been calibrated against
international or national standards.

3.2 Linearity Requirements

All analysers, flow-measuring instruments, sensors and signals shall comply

with the linearity requirements given in Table 1 of this Appendix. If air flow,
fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the
ECU, the calculated exhaust mass flow rate shall meet the linearity
requirements specified in Table 1 of this Appendix.

Table 1

Linearity Requirements of Measurement Parameters and Systems

Measurement |χmin × Slope a1 Standard Coefficient of

parameter/ error determination
instrument (a1 – 1)+ a0| SEE (r2)

Fuel flow rate(1) ≤1% max 0.98 - ≤2% ≥0.990

1.02

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Ppm Parts per million

ppmC1 Parts per million carbon equivalents

r2 Coefficient of determination

s Second

t0 Time point of gas flow switching [s]

t10 Time point of 10% response of the final reading

t50 Time point of 50% response of the final reading

t90 Time point of 90% response of the final reading

x Independent variable or reference value

Xmin Minimum value

y Dependent variable or measured value

3.0 LINEARITY VERIFICATION

3.1 General

The accuracy and linearity of analysers, flow-measuring instruments, sensors

and signals, shall be traceable to international or national standards. Any
sensors or signals that are not directly traceable, e.g., simplified flow-
measuring instruments shall be calibrated alternatively against chassis
dynamometer laboratory equipment that has been calibrated against
international or national standards.

3.2 Linearity Requirements

All analysers, flow-measuring instruments, sensors and signals shall comply

with the linearity requirements given in Table 1 of this Appendix. If air flow,
fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the
ECU, the calculated exhaust mass flow rate shall meet the linearity
requirements specified in Table 1 of this Appendix.

Table 1

Linearity Requirements of Measurement Parameters and Systems

Measurement |χmin × Slope a1 Standard Coefficient of

parameter/ error determination
instrument (a1 – 1)+ a0| SEE (r2)

Fuel flow rate(1) ≤1% max 0.98 - ≤2% ≥0.990

1.02

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Air flow rate(1) ≤1% max 0.98 - ≤2% ≥0.990

1.02

Exhaust Mass flow ≤2% max 0.97 - ≤3% ≥0.990

rate 1.03

Gas analysers ≤0.5% max 0.99 - ≤1% ≥0.998

1.01

Torque(2) ≤1% max 0.98 - ≤2% ≥0.990

1.02

PN analysers (3) ≤5% max 0.85- ≤10% ≥0.950

1.15(4)
(1)
Optional to determine exhaust mass flow
(2)
Optional parameter
(3)
The linearity check shall be verified with soot-like particles, as these are
defined in clause 6.2 of this Appendix.
(4)
To be updated based on error propagation and traceability charts

3.3 Frequency of Linearity Verification

The linearity requirements according to clause 3.2 of this Appendix shall be

verified:

(a) for each gas analyser at least every twelve months or whenever a system
repair or component change or modification is made that could influence
the calibration;

(b) for other relevant instruments, such as PN analysers exhaust mass flow
meters and traceably calibrated sensors, whenever damage is observed,
as required by internal audit procedures or by the instrument
manufacturer but no longer than one year before the actual test.

The linearity requirements according to clause 3.2 of this Appendix for sensors
or ECU signals that are not directly traceable shall be performed with a
traceably calibrated measurement device on the chassis dynamometer once for
each PEMS vehicle setup.

3.4 Procedure of Linearity Verification

3.4.1 General Requirements

The relevant analysers, instruments and sensors shall be brought to their normal
operating condition according to the recommendations of their manufacturer.
The analysers, instruments and sensors shall be operated at their specified
temperatures, pressures and flows.

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Air flow rate(1) ≤1% max 0.98 - ≤2% ≥0.990

1.02

Exhaust Mass flow ≤2% max 0.97 - ≤3% ≥0.990

rate 1.03

Gas analysers ≤0.5% max 0.99 - ≤1% ≥0.998

1.01

Torque(2) ≤1% max 0.98 - ≤2% ≥0.990

1.02

PN analysers (3) ≤5% max 0.85- ≤10% ≥0.950

1.15(4)
(1)
Optional to determine exhaust mass flow
(2)
Optional parameter
(3)
The linearity check shall be verified with soot-like particles, as these are
defined in clause 6.2 of this Appendix.
(4)
To be updated based on error propagation and traceability charts

3.3 Frequency of Linearity Verification

The linearity requirements according to clause 3.2 of this Appendix shall be

verified:

(a) for each gas analyser at least every twelve months or whenever a system
repair or component change or modification is made that could influence
the calibration;

(b) for other relevant instruments, such as PN analysers exhaust mass flow
meters and traceably calibrated sensors, whenever damage is observed,
as required by internal audit procedures or by the instrument
manufacturer but no longer than one year before the actual test.

The linearity requirements according to clause 3.2 of this Appendix for sensors
or ECU signals that are not directly traceable shall be performed with a
traceably calibrated measurement device on the chassis dynamometer once for
each PEMS vehicle setup.

3.4 Procedure of Linearity Verification

3.4.1 General Requirements

The relevant analysers, instruments and sensors shall be brought to their normal
operating condition according to the recommendations of their manufacturer.
The analysers, instruments and sensors shall be operated at their specified
temperatures, pressures and flows.

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3.4.2 General Procedure

The linearity shall be verified for each normal operating range by executing the
following steps:

(a) The analyser, flow-measuring instrument or sensor shall be set to zero

by introducing a zero signal. For gas analysers, purified synthetic air or
nitrogen shall be introduced to the analyser port via a gas path that is as
direct and short as possible.

(b) The analyser, flow-measuring instrument or sensor shall be spanned by

introducing a span signal. For gas analysers, an appropriate span gas
shall be introduced to the analyser port via a gas path that is as direct and
short as possible.

(c) The zero procedure of (a) shall be repeated.

(d) The linearity shall be verified by introducing at least 10, approximately

equally spaced and valid, reference values (including zero). The
reference values with respect to the concentration of components, the
exhaust mass flow rate or any other relevant parameter shall be chosen
to match the range of values expected during the emissions test. For
measurements of exhaust mass flow, reference points below 5% of the
maximum calibration value can be excluded from the linearity
verification.

(e) For gas analysers, known gas concentrations in accordance with clause 5
of this Appendix shall be introduced to the analyser port. Sufficient time
for signal stabilization shall be given

(f) The values under evaluation and, if needed, the reference values shall be
recorded at a constant frequency which is a multiple of 1.0 Hz over a
period of 30 seconds (60 s for particle number analysers).

(g) The arithmetic mean values over the 30s period shall be used to
calculate the least squares linear regression parameters, with the best-fit
equation having the form:

y = a1x + a0

where:

y = Actual value of the measurement system

a1 = Slope of the regression line

x = Reference value

a0 = y intercept of the regression line

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3.4.2 General Procedure

The linearity shall be verified for each normal operating range by executing the
following steps:

(a) The analyser, flow-measuring instrument or sensor shall be set to zero

by introducing a zero signal. For gas analysers, purified synthetic air or
nitrogen shall be introduced to the analyser port via a gas path that is as
direct and short as possible.

(b) The analyser, flow-measuring instrument or sensor shall be spanned by

introducing a span signal. For gas analysers, an appropriate span gas
shall be introduced to the analyser port via a gas path that is as direct and
short as possible.

(c) The zero procedure of (a) shall be repeated.

(d) The linearity shall be verified by introducing at least 10, approximately

equally spaced and valid, reference values (including zero). The
reference values with respect to the concentration of components, the
exhaust mass flow rate or any other relevant parameter shall be chosen
to match the range of values expected during the emissions test. For
measurements of exhaust mass flow, reference points below 5% of the
maximum calibration value can be excluded from the linearity
verification.

(e) For gas analysers, known gas concentrations in accordance with clause 5
of this Appendix shall be introduced to the analyser port. Sufficient time
for signal stabilization shall be given

(f) The values under evaluation and, if needed, the reference values shall be
recorded at a constant frequency which is a multiple of 1.0 Hz over a
period of 30 seconds (60 s for particle number analysers).

(g) The arithmetic mean values over the 30s period shall be used to
calculate the least squares linear regression parameters, with the best-fit
equation having the form:

y = a1x + a0

where:

y = Actual value of the measurement system

a1 = Slope of the regression line

x = Reference value

a0 = y intercept of the regression line

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The standard error of estimate (SEE) of y on x and the coefficient of

determination (r2) shall be calculated for each measurement parameter and
system.

(h) The linear regression parameters shall meet the requirements specified in
Table 1 of this Appendix.

3.4.3 Requirements for Linearity Verification on a Chassis Dynamometer

Non-traceable flow-measuring instruments, sensors or ECU signals that cannot

directly be calibrated according to traceable standards, shall be calibrated on a
chassis dynamometer following the applicable requirements. If necessary, the
instrument or sensor to be calibrated shall be installed on the test vehicle and
operated according to the requirements of Appendix 1. The calibration procedure
shall follow whenever possible the requirements of point 3.4.2. At least 10
appropriate reference values shall be selected as to ensure that at least 90% of the
maximum value expected to occur during the RDE test is covered.

If a non-traceable flow-measuring instrument, sensor or ECU signal for

determining exhaust flow is to be calibrated, a reference exhaust mass flow meter
with traceable calibration or the CVS shall be attached to the vehicle’s tailpipe. It
shall be ensured that the vehicle exhaust is accurately measured by the exhaust
mass flow meter according to point 3.4.3 of Appendix 1. The vehicle shall be
operated by applying constant throttle at a constant gear selection and chassis
dynamometer load.

4.0 ANALYSERS FOR MEASURING GASEOUS COMPONENTS

4.1 Permissible Types of Analysers

4.1.1 Standard Analysers

The gaseous components shall be measured with analysers specified in clause

1.3.1 to 1.3.5 of Appendix 7 of this Annex. If an NDUV analyser measures both
NO and NO2, a NO2/NO converter is not required.

4.1.2 Alternative Analysers

Any analyser not meeting the design specifications of point 4.1.1 is permissible
provided that it fulfills the requirements of point 4.2. The manufacturer shall
ensure that the alternative analyser achieves an equivalent or higher measurement
performance compared to a standard analyser over the range of criteria emission
concentrations and co-existing gases that can be expected from vehicles operated
with permissible fuels under moderate and extended conditions of valid RDE
testing as specified in points 5, 6 and 7 of this Annex. Upon request, the
manufacturer of the analyser shall submit in writing supplemental information,
demonstrating that the measurement performance of the alternative analyser is
consistently and reliably in line with the measurement performance of standard
analysers. Supplemental information shall contain:

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The standard error of estimate (SEE) of y on x and the coefficient of

determination (r2) shall be calculated for each measurement parameter and
system.

(h) The linear regression parameters shall meet the requirements specified in
Table 1 of this Appendix.

3.4.3 Requirements for Linearity Verification on a Chassis Dynamometer

Non-traceable flow-measuring instruments, sensors or ECU signals that cannot

directly be calibrated according to traceable standards, shall be calibrated on a
chassis dynamometer following the applicable requirements. If necessary, the
instrument or sensor to be calibrated shall be installed on the test vehicle and
operated according to the requirements of Appendix 1. The calibration procedure
shall follow whenever possible the requirements of point 3.4.2. At least 10
appropriate reference values shall be selected as to ensure that at least 90% of the
maximum value expected to occur during the RDE test is covered.

If a non-traceable flow-measuring instrument, sensor or ECU signal for

determining exhaust flow is to be calibrated, a reference exhaust mass flow meter
with traceable calibration or the CVS shall be attached to the vehicle’s tailpipe. It
shall be ensured that the vehicle exhaust is accurately measured by the exhaust
mass flow meter according to point 3.4.3 of Appendix 1. The vehicle shall be
operated by applying constant throttle at a constant gear selection and chassis
dynamometer load.

4.0 ANALYSERS FOR MEASURING GASEOUS COMPONENTS

4.1 Permissible Types of Analysers

4.1.1 Standard Analysers

The gaseous components shall be measured with analysers specified in clause

1.3.1 to 1.3.5 of Appendix 7 of this Annex. If an NDUV analyser measures both
NO and NO2, a NO2/NO converter is not required.

4.1.2 Alternative Analysers

Any analyser not meeting the design specifications of point 4.1.1 is permissible
provided that it fulfills the requirements of point 4.2. The manufacturer shall
ensure that the alternative analyser achieves an equivalent or higher measurement
performance compared to a standard analyser over the range of criteria emission
concentrations and co-existing gases that can be expected from vehicles operated
with permissible fuels under moderate and extended conditions of valid RDE
testing as specified in points 5, 6 and 7 of this Annex. Upon request, the
manufacturer of the analyser shall submit in writing supplemental information,
demonstrating that the measurement performance of the alternative analyser is
consistently and reliably in line with the measurement performance of standard
analysers. Supplemental information shall contain:

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(a) A description of the theoretical basis and the technical components of the
alternative analyser;

(b) A demonstration of equivalency with the respective standard analyser

specified in clause 4.1.1 of this Appendix over the expected range of
pollutant concentrations and ambient conditions of the type-approval test
defined in AnnexB6 of this Regulation as well as a validation test as
described in clause 3 of Appendix 3 of this Annex for a vehicle equipped
with a spark-ignition and compression-ignition engine; the manufacturer
of the analyser shall demonstrate the significance of equivalency within
the permissible tolerances given in clause 3.3 of Appendix 3 of this
Annex.

(c) A demonstration of equivalency with the respective standard analyser

specified in clause 4.1.1 of this Appendix with respect to the influence of
atmospheric pressure on the measurement performance of the analyser;
the demonstration test shall determine the response to span gas having a
concentration within the analyser range to check the influence of
atmospheric pressure under moderate and extended altitude conditions
defined in clause 5.2 of this Annex. Such a test can be performed in an
altitude environmental test chamber.

(d) A demonstration of equivalency with the respective standard analyser

specified in clause 4.1.1 of this Appendix over at least three on-road tests
that fulfill the requirements of this Annex.

(e) A demonstration that the influence of vibrations, accelerations and

ambient temperature on the analyser reading does not exceed the noise
requirements for analysers set out in clause 4.2.4. of this Appendix. Test
Agency authorities may request additional information to substantiate
equivalency or refuse approval if measurements demonstrate that an
alternative analyser is not equivalent to a standard analyser.

4.2 Analyser specifications

4.2.1 General

In addition to the linearity requirements defined for each analyser in point 3, the
compliance of analyser types with the specifications laid down in points 4.2.2 to
4.2.8 of this Appendix shall be demonstrated by the analyser manufacturer.
Analysers shall have a measuring range and response time appropriate to measure
with adequate accuracy the concentrations of the exhaust gas components at the
applicable emissions standard under transient and steady state conditions. The
sensitivity of the analysers to shocks, vibration, aging, variability in temperature
and air pressure as well as electromagnetic interferences and other impacts related
to vehicle and analyser operation shall be limited as far as possible.

4.2.2 Accuracy

The accuracy, defined as the deviation of the analyser reading from the reference
value, shall not exceed 2 % of reading or 0.3 % of full scale, whichever is larger.

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(a) A description of the theoretical basis and the technical components of the
alternative analyser;

(b) A demonstration of equivalency with the respective standard analyser

specified in clause 4.1.1 of this Appendix over the expected range of
pollutant concentrations and ambient conditions of the type-approval test
defined in AnnexB6 of this Regulation as well as a validation test as
described in clause 3 of Appendix 3 of this Annex for a vehicle equipped
with a spark-ignition and compression-ignition engine; the manufacturer
of the analyser shall demonstrate the significance of equivalency within
the permissible tolerances given in clause 3.3 of Appendix 3 of this
Annex.

(c) A demonstration of equivalency with the respective standard analyser

specified in clause 4.1.1 of this Appendix with respect to the influence of
atmospheric pressure on the measurement performance of the analyser;
the demonstration test shall determine the response to span gas having a
concentration within the analyser range to check the influence of
atmospheric pressure under moderate and extended altitude conditions
defined in clause 5.2 of this Annex. Such a test can be performed in an
altitude environmental test chamber.

(d) A demonstration of equivalency with the respective standard analyser

specified in clause 4.1.1 of this Appendix over at least three on-road tests
that fulfill the requirements of this Annex.

(e) A demonstration that the influence of vibrations, accelerations and

ambient temperature on the analyser reading does not exceed the noise
requirements for analysers set out in clause 4.2.4. of this Appendix. Test
Agency authorities may request additional information to substantiate
equivalency or refuse approval if measurements demonstrate that an
alternative analyser is not equivalent to a standard analyser.

4.2 Analyser specifications

4.2.1 General

In addition to the linearity requirements defined for each analyser in point 3, the
compliance of analyser types with the specifications laid down in points 4.2.2 to
4.2.8 of this Appendix shall be demonstrated by the analyser manufacturer.
Analysers shall have a measuring range and response time appropriate to measure
with adequate accuracy the concentrations of the exhaust gas components at the
applicable emissions standard under transient and steady state conditions. The
sensitivity of the analysers to shocks, vibration, aging, variability in temperature
and air pressure as well as electromagnetic interferences and other impacts related
to vehicle and analyser operation shall be limited as far as possible.

4.2.2 Accuracy

The accuracy, defined as the deviation of the analyser reading from the reference
value, shall not exceed 2 % of reading or 0.3 % of full scale, whichever is larger.

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4.2.3 Precision

The precision, defined as 2.5 times the standard deviation of 10 repetitive

responses to a given calibration or span gas, shall be no greater than 1 % of the
full scale concentration for a measurement range equal or above 155 ppm (or
ppmC1) and 2% of the full scale concentration for a measurement range of below
155 ppm (or ppmC1).

4.2.4 Noise

The noise shall not exceed 2 % of full scale. Each of the 10 measurement periods
shall be interspersed with an interval of 30 seconds in which the analyser is
exposed to an appropriate span gas. Before each sampling period and before each
span period, sufficient time shall be given to purge the analyser and the sampling
lines.

4.2.5 Zero Response Drift

The drift of the zero response, defined as the mean response to a zero gas during
a time interval of at least 30 s, shall comply with the specifications given in Table
2 of this Appendix.

4.2.6 Span response drift

The drift of the span response, defined as the mean response to a span gas during
a time interval of at least 30s, shall comply with the specifications given in Table
2 of this Appendix.

Table 2

Permissible Zero and Span Response Drift of Analysers for Measuring

Gaseous Components Under Laboratory Conditions

Pollutant Absolute Zero response Absolute Span response drift

drift

CO2 ≤ 1000 ppm over 4h ≤ 2% of reading or ≤ 1000 ppm

over 4h,whichever is larger

CO ≤ 50 ppm over 4h ≤ 2% of reading or ≤ 50 ppm

over 4h, whichever is larger

PN 5000 particles per cubic According to manufacturer

centimeter over 4h specifications

NOX ≤5 ppm over 4h ≤2% of reading or 5ppm over

4h,whichever is larger

CH4 ≤ 10 ppmC1 ≤ 2% of reading or ≤ 10 ppmC1

over 4h, whichever is larger

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4.2.3 Precision

The precision, defined as 2.5 times the standard deviation of 10 repetitive

responses to a given calibration or span gas, shall be no greater than 1 % of the
full scale concentration for a measurement range equal or above 155 ppm (or
ppmC1) and 2% of the full scale concentration for a measurement range of below
155 ppm (or ppmC1).

4.2.4 Noise

The noise shall not exceed 2 % of full scale. Each of the 10 measurement periods
shall be interspersed with an interval of 30 seconds in which the analyser is
exposed to an appropriate span gas. Before each sampling period and before each
span period, sufficient time shall be given to purge the analyser and the sampling
lines.

4.2.5 Zero Response Drift

The drift of the zero response, defined as the mean response to a zero gas during
a time interval of at least 30 s, shall comply with the specifications given in Table
2 of this Appendix.

4.2.6 Span response drift

The drift of the span response, defined as the mean response to a span gas during
a time interval of at least 30s, shall comply with the specifications given in Table
2 of this Appendix.

Table 2

Permissible Zero and Span Response Drift of Analysers for Measuring

Gaseous Components Under Laboratory Conditions

Pollutant Absolute Zero response Absolute Span response drift

drift

CO2 ≤ 1000 ppm over 4h ≤ 2% of reading or ≤ 1000 ppm

over 4h,whichever is larger

CO ≤ 50 ppm over 4h ≤ 2% of reading or ≤ 50 ppm

over 4h, whichever is larger

PN 5000 particles per cubic According to manufacturer

centimeter over 4h specifications

NOX ≤5 ppm over 4h ≤2% of reading or 5ppm over

4h,whichever is larger

CH4 ≤ 10 ppmC1 ≤ 2% of reading or ≤ 10 ppmC1

over 4h, whichever is larger

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THC ≤ 10 ppmC1 ≤ 2% of reading or ≤ 10 ppmC1

over 4h, whichever is larger

4.2.7 Rise Time

The rise time, defined as the time between the 10 % and 90 % response of the
final reading (t90 – t10; see clause 4.4 of this Appendix), the rise time of PEMS
analysers shall not exceed 3 s.

4.2.8 Gas Drying

Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall
have a minimal effect on the composition of the measured gases. Chemical dryers
are not permitted.

4.3 Additional Requirements

4.3.1 General

The provisions in clause 4.3.2 to 4.3.5 of this Appendix define additional

performance requirements for specific analyser types and apply only to cases, in
which the analyser under consideration is used for RDE emission measurements.

4.3.2 Efficiency Test for NOX Converters

If a NOX converter is applied, for example to convert NO2 into NO for analysis
with a chemiluminescence analyser, its efficiency shall be tested by following the
requirements of clause 5.5 of Annex B5 of this regulation. The efficiency of the
NOX converter shall be verified no longer than one month before the emissions
test.

4.3.3 Adjustment of the Flame Ionisation Detector (FID)

(a) Optimization of the detector response

If hydrocarbons are measured, the FID shall be adjusted at intervals

specified by the analyser manufacturer by following Clause 5.4.1 of Annex
B5 of this regulation. A propane-in-air or propane-in- nitrogen span gas
shall be used to optimize the response in the most common operating range.

(b) Hydrocarbon response factors

If hydrocarbons are measured, the hydrocarbon response factor of the FID

shall be verified by following the provisions of Clause 5.4.3 of Annex B5
of this regulation, using propane-in-air or propane-in- nitrogen as span
gases and purified synthetic air or nitrogen as zero gases, respectively.

(c) Oxygen interference check

The oxygen interference check shall be performed when introducing a FID

into service and after major maintenance intervals. A measuring range shall
be chosen in which the oxygen interference check gases fall in the upper

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THC ≤ 10 ppmC1 ≤ 2% of reading or ≤ 10 ppmC1

over 4h, whichever is larger

4.2.7 Rise Time

The rise time, defined as the time between the 10 % and 90 % response of the
final reading (t90 – t10; see clause 4.4 of this Appendix), the rise time of PEMS
analysers shall not exceed 3 s.

4.2.8 Gas Drying

Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall
have a minimal effect on the composition of the measured gases. Chemical dryers
are not permitted.

4.3 Additional Requirements

4.3.1 General

The provisions in clause 4.3.2 to 4.3.5 of this Appendix define additional

performance requirements for specific analyser types and apply only to cases, in
which the analyser under consideration is used for RDE emission measurements.

4.3.2 Efficiency Test for NOX Converters

If a NOX converter is applied, for example to convert NO2 into NO for analysis
with a chemiluminescence analyser, its efficiency shall be tested by following the
requirements of clause 5.5 of Annex B5 of this regulation. The efficiency of the
NOX converter shall be verified no longer than one month before the emissions
test.

4.3.3 Adjustment of the Flame Ionisation Detector (FID)

(a) Optimization of the detector response

If hydrocarbons are measured, the FID shall be adjusted at intervals

specified by the analyser manufacturer by following Clause 5.4.1 of Annex
B5 of this regulation. A propane-in-air or propane-in- nitrogen span gas
shall be used to optimize the response in the most common operating range.

(b) Hydrocarbon response factors

If hydrocarbons are measured, the hydrocarbon response factor of the FID

shall be verified by following the provisions of Clause 5.4.3 of Annex B5
of this regulation, using propane-in-air or propane-in- nitrogen as span
gases and purified synthetic air or nitrogen as zero gases, respectively.

(c) Oxygen interference check

The oxygen interference check shall be performed when introducing a FID

into service and after major maintenance intervals. A measuring range shall
be chosen in which the oxygen interference check gases fall in the upper

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50 %. The test shall be conducted with the oven temperature set as

required. The specifications of the oxygen interference check gases are
described in clause 5.3 of this Appendix.

The following procedure applies:

(i) The analyser shall be set at zero;

(ii) The analyser shall be spanned with a 0 % oxygen blend for

positive ignition engines and a 21 % oxygen blend for
compression ignition engines;

(iii) The zero response shall be rechecked. If it has changed by more

than 0.5 % of full scale, Steps (i) and (ii) shall be repeated;

(iv) The 5 % and 10 % oxygen interference check gases shall be

introduced;

(v) The zero response shall be rechecked. If it has changed by more

than ±1% of full scale, the test shall be repeated;

(vi) The oxygen interference EO2 shall be calculated for each oxygen
interference check gas in step (iv) as follows:

(𝐶𝑟𝑒𝑓,𝑑 − 𝑐)
𝐸𝑂2 = × 100
(𝐶𝑟𝑒𝑓,𝑑 )

where the analyser response is:

(𝐶𝑟𝑒𝑓,𝑑 × 𝐶𝐹𝑆,𝑏 ) 𝐶𝑚,𝑏

𝐶= ×
𝐶𝑚,𝑏 𝐶𝐹𝑆,𝑑

where:

Cref,b = Reference HC concentration in Step (ii) [ppmC1]

𝐶𝑟𝑒𝑓,𝑑 = Reference HC concentration in Step (iv) [ppmC1]

𝐶𝐹𝑆,𝑏 = Full scale HC concentration in Step (ii) [ppmC1]

𝐶𝐹𝑆,𝑑 = Full scale HC concentration in Step (iv) [ppmC1]

𝐶𝑚,𝑏 = Measured HC concentration in Step (ii) [ppmC1]

Cm,d = Measured HC concentration in Step (iv) [ppmC1]

(i) The oxygen interference EO2 shall be less than ±1.5% for all required
oxygen interference check gases.

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50 %. The test shall be conducted with the oven temperature set as

required. The specifications of the oxygen interference check gases are
described in clause 5.3 of this Appendix.

The following procedure applies:

(i) The analyser shall be set at zero;

(ii) The analyser shall be spanned with a 0 % oxygen blend for

positive ignition engines and a 21 % oxygen blend for
compression ignition engines;

(iii) The zero response shall be rechecked. If it has changed by more

than 0.5 % of full scale, Steps (i) and (ii) shall be repeated;

(iv) The 5 % and 10 % oxygen interference check gases shall be

introduced;

(v) The zero response shall be rechecked. If it has changed by more

than ±1% of full scale, the test shall be repeated;

(vi) The oxygen interference EO2 shall be calculated for each oxygen
interference check gas in step (iv) as follows:

(𝐶𝑟𝑒𝑓,𝑑 − 𝑐)
𝐸𝑂2 = × 100
(𝐶𝑟𝑒𝑓,𝑑 )

where the analyser response is:

(𝐶𝑟𝑒𝑓,𝑑 × 𝐶𝐹𝑆,𝑏 ) 𝐶𝑚,𝑏

𝐶= ×
𝐶𝑚,𝑏 𝐶𝐹𝑆,𝑑

where:

Cref,b = Reference HC concentration in Step (ii) [ppmC1]

𝐶𝑟𝑒𝑓,𝑑 = Reference HC concentration in Step (iv) [ppmC1]

𝐶𝐹𝑆,𝑏 = Full scale HC concentration in Step (ii) [ppmC1]

𝐶𝐹𝑆,𝑑 = Full scale HC concentration in Step (iv) [ppmC1]

𝐶𝑚,𝑏 = Measured HC concentration in Step (ii) [ppmC1]

Cm,d = Measured HC concentration in Step (iv) [ppmC1]

(i) The oxygen interference EO2 shall be less than ±1.5% for all required
oxygen interference check gases.

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(ii) If the oxygen interference EO2 is higher than ±1.5%, corrective action
may be taken by incrementally adjusting the air flow (above and below
the manufacturer's specifications), the fuel flow and the sample flow.

(iii) The oxygen interference check shall be repeated for each new setting.

4.3.4 Conversion Efficiency of the Non-methane Cutter (NMC)

If hydrocarbons are analysed, a NMC can be used to remove non- methane

hydrocarbons from the gas sample by oxidizing all hydrocarbons except methane.
Ideally, the conversion for methane is 0% and for the other hydrocarbons
represented by ethane is 100%. For the accurate measurement of NMHC, the two
efficiencies shall be determined and used for the calculation of the NMHC
emissions (see clause 9.2 of Appendix 4 of this Annex. It is not necessary to
determine the methane conversion efficiency in case the NMC-FID is calibrated
according to method (b) in clause 9.2 of Appendix 4 of this Annex by passing the
methane/air calibration gas through the NMC.

(a) Methane conversion efficiency

Methane calibration gas shall be flown through the FID with and without
bypassing the NMC; the two concentrations shall be recorded. The
methane efficiency shall be determined as:

𝐶𝐻𝐶( 𝑤
)
𝑁𝑀𝐶
𝐸𝑀 = 1 −
𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶

where:

CHC(w/NMC) = HC concentration with CH4 flowing through the NMC

[ppmC1]

CHC(w/o NMC) = HC concentration with CH4 bypassing the NMC

[ppmC1]

(b) Ethane conversion efficiency

Ethane calibration gas shall be flown through the FID with and without
bypassing the NMC; the two concentrations shall be recorded. The ethane
efficiency shall be determined as:

𝐶𝐻𝐶( 𝑤
)
𝑁𝑀𝐶
𝐸𝐸 = 1 −
𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶

where:

CHC(w/NMC) = HC concentration with C2H6 flowing through the NMC

[ppmC1]

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(ii) If the oxygen interference EO2 is higher than ±1.5%, corrective action
may be taken by incrementally adjusting the air flow (above and below
the manufacturer's specifications), the fuel flow and the sample flow.

(iii) The oxygen interference check shall be repeated for each new setting.

4.3.4 Conversion Efficiency of the Non-methane Cutter (NMC)

If hydrocarbons are analysed, a NMC can be used to remove non- methane

hydrocarbons from the gas sample by oxidizing all hydrocarbons except methane.
Ideally, the conversion for methane is 0% and for the other hydrocarbons
represented by ethane is 100%. For the accurate measurement of NMHC, the two
efficiencies shall be determined and used for the calculation of the NMHC
emissions (see clause 9.2 of Appendix 4 of this Annex. It is not necessary to
determine the methane conversion efficiency in case the NMC-FID is calibrated
according to method (b) in clause 9.2 of Appendix 4 of this Annex by passing the
methane/air calibration gas through the NMC.

(a) Methane conversion efficiency

Methane calibration gas shall be flown through the FID with and without
bypassing the NMC; the two concentrations shall be recorded. The
methane efficiency shall be determined as:

𝐶𝐻𝐶( 𝑤
)
𝑁𝑀𝐶
𝐸𝑀 = 1 −
𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶

where:

CHC(w/NMC) = HC concentration with CH4 flowing through the NMC

[ppmC1]

CHC(w/o NMC) = HC concentration with CH4 bypassing the NMC

[ppmC1]

(b) Ethane conversion efficiency

Ethane calibration gas shall be flown through the FID with and without
bypassing the NMC; the two concentrations shall be recorded. The ethane
efficiency shall be determined as:

𝐶𝐻𝐶( 𝑤
)
𝑁𝑀𝐶
𝐸𝐸 = 1 −
𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐶

where:

CHC(w/NMC) = HC concentration with C2H6 flowing through the NMC

[ppmC1]

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CHC(w/o NMC) = HC concentration with C2H6 bypassing the NMC

[ppmC1]

4.3.5 Interference Effects

(a) General

Other gases than the ones being analysed can affect the analyser reading.
A check for interference effects and the correct functionality of analysers
shall be performed by the analyser manufacturer prior to market
introduction at least once for each type of analyser or device addressed in
clause (b) to (f) of this Appendix.

(b) CO analyser interference check

Water and CO2 can interfere with the measurements of the CO analyser.
Therefore, a CO2 span gas having a concentration of 80 to 100 per cent
of full scale of the maximum operating range of the CO analyser used
during the test shall be bubbled through water at room temperature and
the analyser response recorded. The analyser response shall not be more
than 2 per cent of the mean CO concentration expected during normal on-
road testing or ± 50 ppm, whichever is larger. The interference check for
H2O and CO2 may be run as separate procedures. If the H2O and CO2
levels used for the interference check are higher than the maximum levels
expected during the test, each observed interference value shall be scaled
down by multiplying the observed interference with the ratio of the
maximum expected concentration value during the test and the actual
concentration value used during this check. Separate interference checks
with concentrations of H2O that are lower than the maximum
concentration expected during the test may be run and the observed H2O
interference shall be scaled up by multiplying the observed interference
with the ratio of the maximum H2O concentration value expected during
the test and the actual concentration value used during this check. The
sum of the two scaled interference values shall meet the tolerance
specified in this point.

(c) NOX analyser quench check

The two gases of concern for CLD and HCLD analysers are CO2 and
water vapour. The quench response to these gases is proportional to the
gas concentrations. A test shall determine the quench at the highest
concentrations expected during the test. If the CLD and HCLD analysers
use quench compensation algorithms that utilize H2O or CO2
measurement analysers or both, quench shall be evaluated with these
analysers active and with the compensation algorithms applied.

(i) CO2 quench check

A CO2 span gas having a concentration of 80 to 100 % of the

maximum operating range shall be passed through the NDIR
analyser; the CO2 value shall be recorded as A. The CO2 span
gas shall then be diluted by approximately 50% with NO span gas
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CHC(w/o NMC) = HC concentration with C2H6 bypassing the NMC

[ppmC1]

4.3.5 Interference Effects

(a) General

Other gases than the ones being analysed can affect the analyser reading.
A check for interference effects and the correct functionality of analysers
shall be performed by the analyser manufacturer prior to market
introduction at least once for each type of analyser or device addressed in
clause (b) to (f) of this Appendix.

(b) CO analyser interference check

Water and CO2 can interfere with the measurements of the CO analyser.
Therefore, a CO2 span gas having a concentration of 80 to 100 per cent
of full scale of the maximum operating range of the CO analyser used
during the test shall be bubbled through water at room temperature and
the analyser response recorded. The analyser response shall not be more
than 2 per cent of the mean CO concentration expected during normal on-
road testing or ± 50 ppm, whichever is larger. The interference check for
H2O and CO2 may be run as separate procedures. If the H2O and CO2
levels used for the interference check are higher than the maximum levels
expected during the test, each observed interference value shall be scaled
down by multiplying the observed interference with the ratio of the
maximum expected concentration value during the test and the actual
concentration value used during this check. Separate interference checks
with concentrations of H2O that are lower than the maximum
concentration expected during the test may be run and the observed H2O
interference shall be scaled up by multiplying the observed interference
with the ratio of the maximum H2O concentration value expected during
the test and the actual concentration value used during this check. The
sum of the two scaled interference values shall meet the tolerance
specified in this point.

(c) NOX analyser quench check

The two gases of concern for CLD and HCLD analysers are CO2 and
water vapour. The quench response to these gases is proportional to the
gas concentrations. A test shall determine the quench at the highest
concentrations expected during the test. If the CLD and HCLD analysers
use quench compensation algorithms that utilize H2O or CO2
measurement analysers or both, quench shall be evaluated with these
analysers active and with the compensation algorithms applied.

(i) CO2 quench check

A CO2 span gas having a concentration of 80 to 100 % of the

maximum operating range shall be passed through the NDIR
analyser; the CO2 value shall be recorded as A. The CO2 span
gas shall then be diluted by approximately 50% with NO span gas
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and passed through the NDIR and CLD or HCLD; the CO2 and
NO values shall be recorded as B and C, respectively. The CO2
gas flow shall then be shut off and only the NO span gas shall be
passed through the CLD or HCLD; the NO value shall be
recorded as D. The percent quench shall be calculated as:

𝐶×𝐴
𝐸𝐶𝑂2 = [1 − ( )] × 100
(𝐷 × 𝐴) − (𝐷 × 𝐵)

where:

A= Undiluted CO2 concentration measured with the NDIR

[%]

B= Diluted CO2 concentration measured with the NDIR [%]

C = Diluted NO concentration measured with the CLD or

HCLD [ppm]

D= Undiluted NO concentration measured with the CLD or

HCLD [ppm]

Alternative methods of diluting and quantifying of CO2 and NO

span gas values such as dynamic mixing/blending are permitted
upon approval of the Test Agency.

(ii) Water quench check

This check applies to measurements of wet gas concentrations

only. The calculation of water quench shall consider dilution of
the NO span gas with water vapour and the scaling of the water
vapour concentration in the gas mixture to concentration levels
that are expected to occur during an emissions test. A NO span
gas having a concentration of 80 % to 100 % of full scale of the
normal operating range shall be passed through the CLD or
HCLD; the NO value shall be recorded as D. The NO span gas
shall then be bubbled through water at room temperature and
passed through the CLD or HCLD; the NO value shall be
recorded as C. The analyser's absolute operating pressure and the
water temperature shall be determined and recorded as E and F,
respectively. The mixture's saturation vapour pressure that
corresponds to the water temperature of the bubbler F shall be
determined and recorded as G. The water vapour concentration
H [%] of the gas mixture shall be calculated as:

𝐺
𝐻= × 100
𝐸
The expected concentration of the diluted NO-water vapour span
gas shall be recorded as De after being calculated as:

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and passed through the NDIR and CLD or HCLD; the CO2 and
NO values shall be recorded as B and C, respectively. The CO2
gas flow shall then be shut off and only the NO span gas shall be
passed through the CLD or HCLD; the NO value shall be
recorded as D. The percent quench shall be calculated as:

𝐶×𝐴
𝐸𝐶𝑂2 = [1 − ( )] × 100
(𝐷 × 𝐴) − (𝐷 × 𝐵)

where:

A= Undiluted CO2 concentration measured with the NDIR

[%]

B= Diluted CO2 concentration measured with the NDIR [%]

C = Diluted NO concentration measured with the CLD or

HCLD [ppm]

D= Undiluted NO concentration measured with the CLD or

HCLD [ppm]

Alternative methods of diluting and quantifying of CO2 and NO

span gas values such as dynamic mixing/blending are permitted
upon approval of the Test Agency.

(ii) Water quench check

This check applies to measurements of wet gas concentrations

only. The calculation of water quench shall consider dilution of
the NO span gas with water vapour and the scaling of the water
vapour concentration in the gas mixture to concentration levels
that are expected to occur during an emissions test. A NO span
gas having a concentration of 80 % to 100 % of full scale of the
normal operating range shall be passed through the CLD or
HCLD; the NO value shall be recorded as D. The NO span gas
shall then be bubbled through water at room temperature and
passed through the CLD or HCLD; the NO value shall be
recorded as C. The analyser's absolute operating pressure and the
water temperature shall be determined and recorded as E and F,
respectively. The mixture's saturation vapour pressure that
corresponds to the water temperature of the bubbler F shall be
determined and recorded as G. The water vapour concentration
H [%] of the gas mixture shall be calculated as:

𝐺
𝐻= × 100
𝐸
The expected concentration of the diluted NO-water vapour span
gas shall be recorded as De after being calculated as:

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 Draft AIS 175 / Final Draft
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𝐻
𝐷𝑒 = 𝐷 × (1 − )
100

For diesel exhaust, the maximum concentration of water vapour

in the exhaust gas (in per cent) expected during the test shall be
recorded as Hm after being estimated, under the assumption of a
fuel H/C ratio of 1.8/1, from the maximum CO2 concentration in
the exhaust gas A as follows:

Hm = 0 .9 × A

The percent water quench shall be calculated as

𝐷𝑒 − 𝐶 𝐻𝑚
𝐸𝐻2𝑂 = (( ) × ( )) 𝑋100
𝐷𝑒 𝐻

where:

De = Expected diluted NO concentration [ppm]

C = Measured diluted NO concentration [ppm]

Hm = Maximum water vapour concentration [%]

(iii) Maximum allowable quench

The combined CO2 and water quench shall not exceed 2 % of full
scale.

(d) Quench check for NDUV analysers

Hydrocarbons and water can positively interfere with NDUV analysers by

causing a response similar to that of NOX. The manufacturer of the
NDUV analyser shall use the following procedure to verify that quench
effects are limited:

(i) The analyser and chiller shall be set up by following the operating
instructions of the manufacturer; adjustments should be made as
to optimise the analyser and chiller performance.

(ii) A zero calibration and span calibration at concentration values

expected during emissions testing shall be performed for the
analyser.

(iii) A NO2 calibration gas shall be selected that matches as far as

possible the maximum NO2 concentration expected during
emissions testing.

(iv) The NO2 calibration gas shall overflow at the gas sampling
system’s probe until the NOX response of the analyser has
stabilised.

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 Draft AIS 175 / Final Draft
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𝐻
𝐷𝑒 = 𝐷 × (1 − )
100

For diesel exhaust, the maximum concentration of water vapour

in the exhaust gas (in per cent) expected during the test shall be
recorded as Hm after being estimated, under the assumption of a
fuel H/C ratio of 1.8/1, from the maximum CO2 concentration in
the exhaust gas A as follows:

Hm = 0 .9 × A

The percent water quench shall be calculated as

𝐷𝑒 − 𝐶 𝐻𝑚
𝐸𝐻2𝑂 = (( ) × ( )) 𝑋100
𝐷𝑒 𝐻

where:

De = Expected diluted NO concentration [ppm]

C = Measured diluted NO concentration [ppm]

Hm = Maximum water vapour concentration [%]

(iii) Maximum allowable quench

The combined CO2 and water quench shall not exceed 2 % of full
scale.

(d) Quench check for NDUV analysers

Hydrocarbons and water can positively interfere with NDUV analysers by

causing a response similar to that of NOX. The manufacturer of the
NDUV analyser shall use the following procedure to verify that quench
effects are limited:

(i) The analyser and chiller shall be set up by following the operating
instructions of the manufacturer; adjustments should be made as
to optimise the analyser and chiller performance.

(ii) A zero calibration and span calibration at concentration values

expected during emissions testing shall be performed for the
analyser.

(iii) A NO2 calibration gas shall be selected that matches as far as

possible the maximum NO2 concentration expected during
emissions testing.

(iv) The NO2 calibration gas shall overflow at the gas sampling
system’s probe until the NOX response of the analyser has
stabilised.

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 Draft AIS 175 / Final Draft
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(v) The mean concentration of the stabilized NOX recordings over a

period of 30s shall be calculated and recorded as NOX,ref.

(vi) The flow of the NO2 calibration gas shall be stopped and the
sampling system saturated by overflowing with a dew point
generator's output, set at a dew point of 50°C. The dew point
generator's output shall be sampled through the sampling system
and chiller for at least 10min until the chiller is expected to be
removing a constant rate of water.

(vii) Upon completion of (iv), the sampling system shall again be

overflown by the NO2 calibration gas used to establish NOX,ref
until the total NOX response has stabilized.

(viii) The mean concentration of the stabilized NOX recordings over a

period of 30s shall be calculated and recorded as NOX,m.

(ix) NOX,m shall be corrected to NOX,dry based upon the residual

water vapour that passed through the chiller at the chiller's outlet
temperature and pressure.

The calculated NOX,dry shall at least amount to 95% of NOX,ref.

(e) Sample dryer

A sample dryer removes water, which can otherwise interfere with the
NOX measurement. For dry CLD analysers, it shall be demonstrated that
at the highest expected water vapour concentration Hm the sample dryer
maintains the CLD humidity at ≤ 5 g water/kg dry air (or about 0.8 per
cent H2O), which is 100 per cent relative humidity at 3.9 °C and 101.3
kPa or about 25 per cent relative humidity at 25 °C and 101.3 kPa.
Compliance may be demonstrated by measuring the temperature at the
outlet of a thermal sample dryer or by measuring the humidity at a point
just upstream of the CLD. The humidity of the CLD exhaust might also
be measured as long as the only flow into the CLD is the flow from the
sample dryer.

(f) Sample dryer NO2 penetration

Liquid water remaining in an improperly designed sample dryer can

remove NO2 from the sample. If a sample dryer is used in combination
with a NDUV analyser without an NO2/NO converter upstream, water
could therefore remove NO2 from the sample prior to the NOX
measurement. The sample dryer shall allow for measuring at least 95 per
cent of the NO2 contained in a gas that is saturated with water vapour and
consists of the maximum NO2 concentration expected to occur during
emission testing.

4.4 Response Time Check of the Analytical System

For the response time check, the settings of the analytical system shall be exactly
the same as during the emissions test (i.e. pressure, flow rates, filter settings in
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MARCH 2025

(v) The mean concentration of the stabilized NOX recordings over a

period of 30s shall be calculated and recorded as NOX,ref.

(vi) The flow of the NO2 calibration gas shall be stopped and the
sampling system saturated by overflowing with a dew point
generator's output, set at a dew point of 50°C. The dew point
generator's output shall be sampled through the sampling system
and chiller for at least 10min until the chiller is expected to be
removing a constant rate of water.

(vii) Upon completion of (iv), the sampling system shall again be

overflown by the NO2 calibration gas used to establish NOX,ref
until the total NOX response has stabilized.

(viii) The mean concentration of the stabilized NOX recordings over a

period of 30s shall be calculated and recorded as NOX,m.

(ix) NOX,m shall be corrected to NOX,dry based upon the residual

water vapour that passed through the chiller at the chiller's outlet
temperature and pressure.

The calculated NOX,dry shall at least amount to 95% of NOX,ref.

(e) Sample dryer

A sample dryer removes water, which can otherwise interfere with the
NOX measurement. For dry CLD analysers, it shall be demonstrated that
at the highest expected water vapour concentration Hm the sample dryer
maintains the CLD humidity at ≤ 5 g water/kg dry air (or about 0.8 per
cent H2O), which is 100 per cent relative humidity at 3.9 °C and 101.3
kPa or about 25 per cent relative humidity at 25 °C and 101.3 kPa.
Compliance may be demonstrated by measuring the temperature at the
outlet of a thermal sample dryer or by measuring the humidity at a point
just upstream of the CLD. The humidity of the CLD exhaust might also
be measured as long as the only flow into the CLD is the flow from the
sample dryer.

(f) Sample dryer NO2 penetration

Liquid water remaining in an improperly designed sample dryer can

remove NO2 from the sample. If a sample dryer is used in combination
with a NDUV analyser without an NO2/NO converter upstream, water
could therefore remove NO2 from the sample prior to the NOX
measurement. The sample dryer shall allow for measuring at least 95 per
cent of the NO2 contained in a gas that is saturated with water vapour and
consists of the maximum NO2 concentration expected to occur during
emission testing.

4.4 Response Time Check of the Analytical System

For the response time check, the settings of the analytical system shall be exactly
the same as during the emissions test (i.e. pressure, flow rates, filter settings in
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Septemebr 2023

the analysers and all other parameters influencing the response time). The
response time shall be determined with gas switching directly at the inlet of the
sample probe. The gas switching shall be done in less than 0.1 s. The gases used
for the test shall cause a concentration change of at least 60 % full scale of the
analyser.

The concentration trace of each single gas component shall be recorded.

For time alignment of the analyser and exhaust flow signals, the transformation
time is defined as the time from the change (t0) until the response is 50 % of the
final reading (t50).

The system response time shall be ≤ 12 s with a rise time of ≤ 3 s for all
components and all ranges used. When using a NMC for the measurement of
NMHC, the system response time may exceed 12 s.

5.0 GASES

5.1 General

The shelf life of calibration and span gases shall be respected. Pure and mixed
calibration and span gases shall fulfil the specifications of clause 6.1 and 6.2 of
Annex B5 of this regulation. In addition, NO2 calibration gas is permissible. The
concentration of the NO2 calibration gas shall be within 2% of the declared
concentration value. The amount of NO contained in the NO2 calibration gas
shall not exceed 5% of the NO2 content.

5.1.1 Multicomponent mixtures

Only multicomponent mixtures which fulfill the requirements of point 5.1.1. shall
be used. These mixtures may contain two or more of the components.
Multicomponent mixtures containing both NO and NO2 are exempted of the NO2
impurity requirement set out in points 5.1.1 and 5.1.2.

5.2 Gas Dividers

Gas dividers, i.e., precision blending devices that dilute with purified N2 or
synthetic air, can be used to obtain calibration and span gases. The accuracy of
the gas divider shall be such that the concentration of the blended calibration
gases is accurate to within ± 2 %. The verification shall be performed at between
15 and 50 % of full scale for each calibration incorporating a gas divider. An
additional verification may be performed using another calibration gas, if the first
verification has failed.

Optionally, the gas divider may be checked with an instrument which by nature
is linear, e.g. using NO gas in combination with a CLD. The span value of the
instrument shall be adjusted with the span gas directly connected to the
instrument. The gas divider shall be checked at the settings typically used and the
nominal value shall be compared with the concentration measured by the
instrument. The difference shall in each point be within ±1 per cent of the nominal
concentration value.

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 Draft AIS 175 / Final Draft
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the analysers and all other parameters influencing the response time). The
response time shall be determined with gas switching directly at the inlet of the
sample probe. The gas switching shall be done in less than 0.1 s. The gases used
for the test shall cause a concentration change of at least 60 % full scale of the
analyser.

The concentration trace of each single gas component shall be recorded.

For time alignment of the analyser and exhaust flow signals, the transformation
time is defined as the time from the change (t0) until the response is 50 % of the
final reading (t50).

The system response time shall be ≤ 12 s with a rise time of ≤ 3 s for all
components and all ranges used. When using a NMC for the measurement of
NMHC, the system response time may exceed 12 s.

5.0 GASES

5.1 General

The shelf life of calibration and span gases shall be respected. Pure and mixed
calibration and span gases shall fulfil the specifications of clause 6.1 and 6.2 of
Annex B5 of this regulation. In addition, NO2 calibration gas is permissible. The
concentration of the NO2 calibration gas shall be within 2% of the declared
concentration value. The amount of NO contained in the NO2 calibration gas
shall not exceed 5% of the NO2 content.

5.1.1 Multicomponent mixtures

Only multicomponent mixtures which fulfill the requirements of point 5.1.1. shall
be used. These mixtures may contain two or more of the components.
Multicomponent mixtures containing both NO and NO2 are exempted of the NO2
impurity requirement set out in points 5.1.1 and 5.1.2.

5.2 Gas Dividers

Gas dividers, i.e., precision blending devices that dilute with purified N2 or
synthetic air, can be used to obtain calibration and span gases. The accuracy of
the gas divider shall be such that the concentration of the blended calibration
gases is accurate to within ± 2 %. The verification shall be performed at between
15 and 50 % of full scale for each calibration incorporating a gas divider. An
additional verification may be performed using another calibration gas, if the first
verification has failed.

Optionally, the gas divider may be checked with an instrument which by nature
is linear, e.g. using NO gas in combination with a CLD. The span value of the
instrument shall be adjusted with the span gas directly connected to the
instrument. The gas divider shall be checked at the settings typically used and the
nominal value shall be compared with the concentration measured by the
instrument. The difference shall in each point be within ±1 per cent of the nominal
concentration value.

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5.3 Oxygen Interference Check Gases

Oxygen interference check gases consist of a blend of propane, oxygen and

nitrogen and shall contain propane at a concentration of 350±75 ppmC1. The
concentration shall be determined by gravimetric methods, dynamic blending or
the chromatographic analysis of total hydrocarbons plus impurities. The oxygen
concentrations of the oxygen interference check gases shall meet the requirements
listed in Table 3 of this Appendix; the remainder of the oxygen interference check
gas shall consist of purified nitrogen.

Table 3

Oxygen Interference Check Gases

Compression Ignition Positive Ignition

21 ± 1% 10 ± 1%

O2 concentration 10 ± 1% 5 ± 1%

5 ± 1% 0.5 ± 0.5%

6.0 ANALYSERS FOR MEASURING (SOLID) PARTICLE EMISSIONS

This section defines requirements for analysers for measuring particle number
emissions, once their measurement becomes mandatory.

6.1 General

The PN analyser shall consist of a pre-conditioning unit and a particle detector

that counts with 50 % efficiency from approximately 23 nm. It is permissible that
the particle detector also pre-conditions the aerosol. The sensitivity of the
analysers to shocks, vibration, aging, variability in temperature and air pressure
as well as electromagnetic interferences and other impacts related to vehicle and
analyser operation shall be limited as far as possible and shall be clearly stated by
the equipment manufacturer in its support material. The PN analyser shall only
be used within its manufacturer's declared parameters of operation.

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5.3 Oxygen Interference Check Gases

Oxygen interference check gases consist of a blend of propane, oxygen and

nitrogen and shall contain propane at a concentration of 350±75 ppmC1. The
concentration shall be determined by gravimetric methods, dynamic blending or
the chromatographic analysis of total hydrocarbons plus impurities. The oxygen
concentrations of the oxygen interference check gases shall meet the requirements
listed in Table 3 of this Appendix; the remainder of the oxygen interference check
gas shall consist of purified nitrogen.

Table 3

Oxygen Interference Check Gases

Compression Ignition Positive Ignition

21 ± 1% 10 ± 1%

O2 concentration 10 ± 1% 5 ± 1%

5 ± 1% 0.5 ± 0.5%

6.0 ANALYSERS FOR MEASURING (SOLID) PARTICLE EMISSIONS

This section defines requirements for analysers for measuring particle number
emissions, once their measurement becomes mandatory.

6.1 General

The PN analyser shall consist of a pre-conditioning unit and a particle detector

that counts with 50 % efficiency from approximately 23 nm. It is permissible that
the particle detector also pre-conditions the aerosol. The sensitivity of the
analysers to shocks, vibration, aging, variability in temperature and air pressure
as well as electromagnetic interferences and other impacts related to vehicle and
analyser operation shall be limited as far as possible and shall be clearly stated by
the equipment manufacturer in its support material. The PN analyser shall only
be used within its manufacturer's declared parameters of operation.

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Figure 1

Example of a PN Analyser Setup:

Dotted lines depict optional parts.

EFM = Exhaust mass Flow Meter,

d = inner diameter,

PND = Particle Number Diluter

The PN analyser shall be connected to the sampling point via a sampling probe
which extracts a sample from the centerline of the tailpipe tube. As specified in
clause 3.5 of Appendix 1 of this Annex, if particles are not diluted at the tailpipe,
the sampling line shall be heated to a minimum temperature of 373 K (100 °C)
until the point of first dilution of the PN analyser or the particle detector of the
analyser. The residence time in the sampling line shall be less than 3 s.

All parts in contact with the sampled exhaust gas shall be always kept at a
temperature that avoids condensation of any compound in the device. This can be
achieved, e.g. by heating at a higher temperature and diluting the sample or
oxidizing the (semi)volatile species.

The PN analyser shall include a heated section at wall temperature ≥ 573K. The
unit shall control the heated stages to constant nominal operating temperatures,
within a tolerance of ±10 K and provide an indication of whether or not heated
stages are at their correct operating temperatures. Lower temperatures are
acceptable as long as the volatile particle removal efficiency fulfils the
specifications of 6.4.

Pressure, temperature and other sensors shall monitor the proper operation of the
instrument during operation and trigger a warning or message in case of
malfunction.

The delay time of the PN analyser shall be ≤ 5 s.

The PN analyser (and/or particle detector) shall have a rise time of ≤ 3.5 s.

Particle concentration measurements shall be reported normalised to 273 K and

101.3 kPa. If necessary, the pressure and/or temperature at the inlet of the detector
shall be measured and reported for the purposes of normalizing the particle
concentration. PN systems that comply with the calibration requirements of this
Part automatically comply with the calibration requirements of this Annex.

6.2 Efficiency requirements

The complete PN analyser system including the sampling line shall fulfil the
efficiency requirements of Table 3 A. of this Appendix

Table 3 A

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Figure 1

Example of a PN Analyser Setup:

Dotted lines depict optional parts.

EFM = Exhaust mass Flow Meter,

d = inner diameter,

PND = Particle Number Diluter

The PN analyser shall be connected to the sampling point via a sampling probe
which extracts a sample from the centerline of the tailpipe tube. As specified in
clause 3.5 of Appendix 1 of this Annex, if particles are not diluted at the tailpipe,
the sampling line shall be heated to a minimum temperature of 373 K (100 °C)
until the point of first dilution of the PN analyser or the particle detector of the
analyser. The residence time in the sampling line shall be less than 3 s.

All parts in contact with the sampled exhaust gas shall be always kept at a
temperature that avoids condensation of any compound in the device. This can be
achieved, e.g. by heating at a higher temperature and diluting the sample or
oxidizing the (semi)volatile species.

The PN analyser shall include a heated section at wall temperature ≥ 573K. The
unit shall control the heated stages to constant nominal operating temperatures,
within a tolerance of ±10 K and provide an indication of whether or not heated
stages are at their correct operating temperatures. Lower temperatures are
acceptable as long as the volatile particle removal efficiency fulfils the
specifications of 6.4.

Pressure, temperature and other sensors shall monitor the proper operation of the
instrument during operation and trigger a warning or message in case of
malfunction.

The delay time of the PN analyser shall be ≤ 5 s.

The PN analyser (and/or particle detector) shall have a rise time of ≤ 3.5 s.

Particle concentration measurements shall be reported normalised to 273 K and

101.3 kPa. If necessary, the pressure and/or temperature at the inlet of the detector
shall be measured and reported for the purposes of normalizing the particle
concentration. PN systems that comply with the calibration requirements of this
Part automatically comply with the calibration requirements of this Annex.

6.2 Efficiency requirements

The complete PN analyser system including the sampling line shall fulfil the
efficiency requirements of Table 3 A. of this Appendix

Table 3 A

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PN Analyser (Including The Sampling Line) System Efficiency

Requirements

dp [nm] Sub-23 23 30 50 70 100 200

E(dp) To be 0.2– 0.3– 0.6–1.3 0.7–1.3 0.7–1.3 0.5–2.0

0.6 1.2
PN determined

analyser

Efficiency E(dp) is defined as the ratio in the readings of the PN analyser system
to a reference Condensation Particle Counter (CPC)’s (d50%=10 nm or lower,
checked for linearity and calibrated with an electrometer) or an Electrometer’s
number concentration measuring in parallel monodisperse aerosol of mobility
diameter dp and normalized at the same temperature and pressure conditions

The efficiency requirements will need to be adapted, in order to make sure that
the efficiency of the PN analysers remains consistent with the margin PN. The
material should be thermally stable soot-like (e.g. spark discharged graphite or
diffusion flame soot with thermal pre-treatment). If the efficiency curve is
measured with a different aerosol (e.g. NaCl), the correlation to the soot-like
curve must be provided as a chart, which compares the efficiencies obtained using
both test aerosols. The differences in the counting efficiencies have to be taken
into account by adjusting the measured efficiencies based on the provided chart
to give soot-like aerosol efficiencies. The correction for multiply charged
particles should be applied and documented but shall not exceed 10 %. These
efficiencies refer to the PN analysers with the sampling line. The PN analyser can
also be calibrated in parts (i.e. the pre-conditioning unit separately from the
particle detector) as long as it is proven that PN analyser and the sampling line
together fulfill the requirements of Table 3 A of this Appendix. The measured
signal from the detector shall be > 2 times the limit of detection (here defined as
the zero level plus 3 standard deviations).

6.3 Linearity requirements

The PN analyser including the sampling line shall fulfil the linearity requirements
of clause 3.2 in this Appendix using monodisperse or polydisperse soot-like
particles. The particle size (mobility diameter or count median diameter) should
be larger than 45 nm. The reference instrument shall be an Electrometer or a
Condensation Particle Counter (CPC) with d50=10 nm or lower, verified for
linearity. Alternatively, a particle number system compliant with caluse 4.3 of
Annex B5 of this Regulation.

In addition the differences of the PN analyser from the reference instrument at all
points checked (except the zero point) shall be within 15% of their mean value.
At least 5 points equally distributed (plus the zero) shall be checked. The
maximum checked concentration shall be the maximum allowed concentration of
the PN analyser.

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PN Analyser (Including The Sampling Line) System Efficiency

Requirements

dp [nm] Sub-23 23 30 50 70 100 200

E(dp) To be 0.2– 0.3– 0.6–1.3 0.7–1.3 0.7–1.3 0.5–2.0

0.6 1.2
PN determined

analyser

Efficiency E(dp) is defined as the ratio in the readings of the PN analyser system
to a reference Condensation Particle Counter (CPC)’s (d50%=10 nm or lower,
checked for linearity and calibrated with an electrometer) or an Electrometer’s
number concentration measuring in parallel monodisperse aerosol of mobility
diameter dp and normalized at the same temperature and pressure conditions

The efficiency requirements will need to be adapted, in order to make sure that
the efficiency of the PN analysers remains consistent with the margin PN. The
material should be thermally stable soot-like (e.g. spark discharged graphite or
diffusion flame soot with thermal pre-treatment). If the efficiency curve is
measured with a different aerosol (e.g. NaCl), the correlation to the soot-like
curve must be provided as a chart, which compares the efficiencies obtained using
both test aerosols. The differences in the counting efficiencies have to be taken
into account by adjusting the measured efficiencies based on the provided chart
to give soot-like aerosol efficiencies. The correction for multiply charged
particles should be applied and documented but shall not exceed 10 %. These
efficiencies refer to the PN analysers with the sampling line. The PN analyser can
also be calibrated in parts (i.e. the pre-conditioning unit separately from the
particle detector) as long as it is proven that PN analyser and the sampling line
together fulfill the requirements of Table 3 A of this Appendix. The measured
signal from the detector shall be > 2 times the limit of detection (here defined as
the zero level plus 3 standard deviations).

6.3 Linearity requirements

The PN analyser including the sampling line shall fulfil the linearity requirements
of clause 3.2 in this Appendix using monodisperse or polydisperse soot-like
particles. The particle size (mobility diameter or count median diameter) should
be larger than 45 nm. The reference instrument shall be an Electrometer or a
Condensation Particle Counter (CPC) with d50=10 nm or lower, verified for
linearity. Alternatively, a particle number system compliant with caluse 4.3 of
Annex B5 of this Regulation.

In addition the differences of the PN analyser from the reference instrument at all
points checked (except the zero point) shall be within 15% of their mean value.
At least 5 points equally distributed (plus the zero) shall be checked. The
maximum checked concentration shall be the maximum allowed concentration of
the PN analyser.

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If the PN analyser is calibrated in parts, then the linearity can be checked only
for the PN detector, but the efficiencies of the rest parts and the sampling line
have to be considered in the slope calculation.

6.4 Volatile removal efficiency

The system shall achieve > 99% removal of ≥ 30 nm tetracontane

(CH3(CH2)38CH3) particles with an inlet concentration of ≥10,000 particles per
cubic-centimetre at the minimum dilution.

The system shall also achieve a > 99% removal efficiency of polydisperse alcane
(decane or higher) or emery oil with count median diameter > 50 nm and mass
>1 mg/m3.

The volatile removal efficiency with tetracontane and/or polydisperse alcane or

oil have to be proven only once for the instrument family. The instrument
manufacturer though has to provide the maintenance or replacement interval that
ensures that the removal efficiency does not drop below the technical
requirements. If such information is not provided, the volatile removal efficiency
has to be checked yearly for each instrument.

7.0 INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW

7.1 General

Instruments, sensors or signals for measuring the exhaust mass flow rate shall
have a measuring range and response time appropriate for the accuracy required
to measure the exhaust mass flow rate under transient and steady state conditions.
The sensitivity of instruments, sensors and signals to shocks, vibration, aging,
variability in temperature, ambient air pressure, electromagnetic interferences
and other impacts related to vehicle and instrument operation shall be on a level
as to minimize additional errors.

7.2 Instrument Specifications

The exhaust mass flow rate shall be determined by a direct measurement method
applied in either of the following instruments:

(a) Pitot-based flow devices;

(b) Pressure differential devices like flow nozzle (details see

ISO 5167);

(c) Ultrasonic flow meter;

(d) Vortex flow meter.

Each individual exhaust mass flow meter shall fulfil the linearity requirements set
out in clause 3 of this Appendix. Furthermore, the instrument manufacturer shall
demonstrate the compliance of each type of exhaust mass flow meter with the
specifications in clause 7.2.3 to 7.2.9. of this Appendix.

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If the PN analyser is calibrated in parts, then the linearity can be checked only
for the PN detector, but the efficiencies of the rest parts and the sampling line
have to be considered in the slope calculation.

6.4 Volatile removal efficiency

The system shall achieve > 99% removal of ≥ 30 nm tetracontane

(CH3(CH2)38CH3) particles with an inlet concentration of ≥10,000 particles per
cubic-centimetre at the minimum dilution.

The system shall also achieve a > 99% removal efficiency of polydisperse alcane
(decane or higher) or emery oil with count median diameter > 50 nm and mass
>1 mg/m3.

The volatile removal efficiency with tetracontane and/or polydisperse alcane or

oil have to be proven only once for the instrument family. The instrument
manufacturer though has to provide the maintenance or replacement interval that
ensures that the removal efficiency does not drop below the technical
requirements. If such information is not provided, the volatile removal efficiency
has to be checked yearly for each instrument.

7.0 INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW

7.1 General

Instruments, sensors or signals for measuring the exhaust mass flow rate shall
have a measuring range and response time appropriate for the accuracy required
to measure the exhaust mass flow rate under transient and steady state conditions.
The sensitivity of instruments, sensors and signals to shocks, vibration, aging,
variability in temperature, ambient air pressure, electromagnetic interferences
and other impacts related to vehicle and instrument operation shall be on a level
as to minimize additional errors.

7.2 Instrument Specifications

The exhaust mass flow rate shall be determined by a direct measurement method
applied in either of the following instruments:

(a) Pitot-based flow devices;

(b) Pressure differential devices like flow nozzle (details see

ISO 5167);

(c) Ultrasonic flow meter;

(d) Vortex flow meter.

Each individual exhaust mass flow meter shall fulfil the linearity requirements set
out in clause 3 of this Appendix. Furthermore, the instrument manufacturer shall
demonstrate the compliance of each type of exhaust mass flow meter with the
specifications in clause 7.2.3 to 7.2.9. of this Appendix.

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It is permissible to calculate the exhaust mass flow rate based on air flow and fuel
flow measurements obtained from traceably calibrated sensors if these fulfil the
linearity requirements of clause 3 of this Appendix, the accuracy requirements of
clause 8 of this Appendix and if the resulting exhaust mass flow rate is validated
according to clause 4 of Appendix 3 of this Annex.

In addition, other methods that determine the exhaust mass flow rate based on not
directly traceable instruments and signals, such as simplified exhaust mass flow
meters or ECU signals are permissible if the resulting exhaust mass flow rate
fulfils the linearity requirements of clause 3 of this Appendix and is validated
according to clause 4 of Appendix 3 of this Annex.

7.2.1 Calibration and Verification Standards

The measurement performance of exhaust mass flow meters shall be verified with
air or exhaust gas against a traceable standard such as, e.g. a calibrated exhaust
mass flow meter or a full flow dilution tunnel.

7.2.2 Frequency of Verification

The compliance of exhaust mass flow meters with clause 7.2.3 and 7.2.9 of this
Appendix shall be verified no longer than one year before the actual test.

7.2.3 Accuracy

The accuracy of the EFM, defined as the deviation of the EFM reading from the
reference flow value, shall not exceed ± 3 per cent of the reading, or 0.3 per cent
of full scale, whichever is larger.

7.2.4 Precision

The precision, defined as 2.5 times the standard deviation of 10 repetitive

responses to a given nominal flow, approximately in the middle of the calibration
range, shall not exceed 1 % of the maximum flow at which the EFM has been
calibrated.

7.2.5 Noise

The noise, defined as two times the root mean square of ten standard deviations,
each calculated from the zero responses measured at a constant recording
frequency of at least 1.0 Hz during a period of 30 s, shall not exceed 2 % of the
maximum calibrated flow value. Each of the 10 measurement periods shall be
interspersed with an interval of 30 s in which the EFM is exposed to the maximum
calibrated flow.

7.2.6 Zero Response Drift

The zero response drift is defined as the mean response to zero flow during a time
interval of at least 30 s. The zero response drift can be verified based on the
reported primary signals, e.g., pressure. The drift of the primary signals over a

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It is permissible to calculate the exhaust mass flow rate based on air flow and fuel
flow measurements obtained from traceably calibrated sensors if these fulfil the
linearity requirements of clause 3 of this Appendix, the accuracy requirements of
clause 8 of this Appendix and if the resulting exhaust mass flow rate is validated
according to clause 4 of Appendix 3 of this Annex.

In addition, other methods that determine the exhaust mass flow rate based on not
directly traceable instruments and signals, such as simplified exhaust mass flow
meters or ECU signals are permissible if the resulting exhaust mass flow rate
fulfils the linearity requirements of clause 3 of this Appendix and is validated
according to clause 4 of Appendix 3 of this Annex.

7.2.1 Calibration and Verification Standards

The measurement performance of exhaust mass flow meters shall be verified with
air or exhaust gas against a traceable standard such as, e.g. a calibrated exhaust
mass flow meter or a full flow dilution tunnel.

7.2.2 Frequency of Verification

The compliance of exhaust mass flow meters with clause 7.2.3 and 7.2.9 of this
Appendix shall be verified no longer than one year before the actual test.

7.2.3 Accuracy

The accuracy of the EFM, defined as the deviation of the EFM reading from the
reference flow value, shall not exceed ± 3 per cent of the reading, or 0.3 per cent
of full scale, whichever is larger.

7.2.4 Precision

The precision, defined as 2.5 times the standard deviation of 10 repetitive

responses to a given nominal flow, approximately in the middle of the calibration
range, shall not exceed 1 % of the maximum flow at which the EFM has been
calibrated.

7.2.5 Noise

The noise, defined as two times the root mean square of ten standard deviations,
each calculated from the zero responses measured at a constant recording
frequency of at least 1.0 Hz during a period of 30 s, shall not exceed 2 % of the
maximum calibrated flow value. Each of the 10 measurement periods shall be
interspersed with an interval of 30 s in which the EFM is exposed to the maximum
calibrated flow.

7.2.6 Zero Response Drift

The zero response drift is defined as the mean response to zero flow during a time
interval of at least 30 s. The zero response drift can be verified based on the
reported primary signals, e.g., pressure. The drift of the primary signals over a

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period of 4h shall be less than ± 2 % of the maximum value of the primary signal
recorded at the flow at which the EFM was calibrated.

7.2.7 Span Response Drift

The span response drift is defined as the mean response to a span flow during a
time interval of at least 30 s. The span response drift can be verified based on the
reported primary signals, e.g., pressure. The drift of the primary signals over a
period of 4 h shall be less than ± 2 % of the maximum value of the primary signal
recorded at the flow at which the EFM was calibrated.

7.2.8 Rise Time

The rise time of the exhaust flow instruments and methods should match as far as
possible the rise time of the gas analysers as specified in clause 4.2.7 of this
Appendix but shall not exceed 1 s.

7.2.9 Response Time Check

The response time of exhaust mass flow meters shall be determined by applying
similar parameters as those applied for the emissions test (i.e., pressure, flow
rates, filter settings and all other response time influences). The response time
determination shall be done with gas switching directly at the inlet of the exhaust
mass flow meter. The gas flow switching shall be done as fast as possible, but
highly recommended in less than 0.1 s. The gas flow rate used for the test shall
cause a flow rate change of at least 60 % full scale of the exhaust mass flow meter.
The gas flow shall be recorded. The delay time is defined as the time from the gas
flow switching (t0) until the response is 10 % (t10) of the final reading. The rise
time is defined as the time between 10 % and 90 % response (t90 – t10) of the
final reading. The response time (t90) is defined as the sum of the delay time and
the rise time. The exhaust mass flow meter response time (t90) shall be ≤ 3 s with
a rise time (t90 – t10) of ≤ 1 s in accordance with clause 7.2.8. of this Appendix.

8.0 SENSORS AND AUXILIARY EQUIPMENT

Any sensor and auxiliary equipment used to determine, e.g., temperature,

atmospheric pressure, ambient humidity, vehicle speed, fuel flow or intake air
flow shall not alter or unduly affect the performance of the vehicle's engine and
exhaust after-treatment system. The accuracy of sensors and auxiliary equipment
shall fulfil the requirements of Table 4 of this Appendix. Compliance with the
requirements of Table 4 shall be demonstrated at intervals specified by the
instrument manufacturer, as required by internal audit procedures or in
accordance with ISO 9000.

Table 4

Accuracy Requirements for Measurement Parameters

Measurement parameter Accuracy

Fuel flow(1) ±1% of reading(3)

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period of 4h shall be less than ± 2 % of the maximum value of the primary signal
recorded at the flow at which the EFM was calibrated.

7.2.7 Span Response Drift

The span response drift is defined as the mean response to a span flow during a
time interval of at least 30 s. The span response drift can be verified based on the
reported primary signals, e.g., pressure. The drift of the primary signals over a
period of 4 h shall be less than ± 2 % of the maximum value of the primary signal
recorded at the flow at which the EFM was calibrated.

7.2.8 Rise Time

The rise time of the exhaust flow instruments and methods should match as far as
possible the rise time of the gas analysers as specified in clause 4.2.7 of this
Appendix but shall not exceed 1 s.

7.2.9 Response Time Check

The response time of exhaust mass flow meters shall be determined by applying
similar parameters as those applied for the emissions test (i.e., pressure, flow
rates, filter settings and all other response time influences). The response time
determination shall be done with gas switching directly at the inlet of the exhaust
mass flow meter. The gas flow switching shall be done as fast as possible, but
highly recommended in less than 0.1 s. The gas flow rate used for the test shall
cause a flow rate change of at least 60 % full scale of the exhaust mass flow meter.
The gas flow shall be recorded. The delay time is defined as the time from the gas
flow switching (t0) until the response is 10 % (t10) of the final reading. The rise
time is defined as the time between 10 % and 90 % response (t90 – t10) of the
final reading. The response time (t90) is defined as the sum of the delay time and
the rise time. The exhaust mass flow meter response time (t90) shall be ≤ 3 s with
a rise time (t90 – t10) of ≤ 1 s in accordance with clause 7.2.8. of this Appendix.

8.0 SENSORS AND AUXILIARY EQUIPMENT

Any sensor and auxiliary equipment used to determine, e.g., temperature,

atmospheric pressure, ambient humidity, vehicle speed, fuel flow or intake air
flow shall not alter or unduly affect the performance of the vehicle's engine and
exhaust after-treatment system. The accuracy of sensors and auxiliary equipment
shall fulfil the requirements of Table 4 of this Appendix. Compliance with the
requirements of Table 4 shall be demonstrated at intervals specified by the
instrument manufacturer, as required by internal audit procedures or in
accordance with ISO 9000.

Table 4

Accuracy Requirements for Measurement Parameters

Measurement parameter Accuracy

Fuel flow(1) ±1% of reading(3)

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Air flow(1) ±2% of reading

Vehicle speed(2) ±1.0km/h absolute

Temperatures ≤600K ±2K absolute

Temperatures >600K ±0.4% of reading in Kelvin

Ambient pressure ±0.2kPa absolute

Relative humidity ±5% absolute

Absolute humidity ±10% of reading or, 1gH2O/kg dry

air, whichever is larger
(1)
Optional to determine exhaust mass flow
(2)
This general requirement applies to the speed sensor only; if vehicle speed is
used to determine parameters like acceleration, the product of speed and
positive acceleration, or RPA, the speed signal shall have an accuracy of
0.1% above 3 km/h and a sampling frequency of 1 Hz. This accuracy
requirement can be met by using the signal of a wheel rotational speed
sensor.
(3)
The accuracy shall be 0.02 % of reading if used to calculate the air and exhaust
mass flow rate from the fuel flow according to clause 10 of Appendix 4 of
this Annex.

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Air flow(1) ±2% of reading

Vehicle speed(2) ±1.0km/h absolute

Temperatures ≤600K ±2K absolute

Temperatures >600K ±0.4% of reading in Kelvin

Ambient pressure ±0.2kPa absolute

Relative humidity ±5% absolute

Absolute humidity ±10% of reading or, 1gH2O/kg dry

air, whichever is larger
(1)
Optional to determine exhaust mass flow
(2)
This general requirement applies to the speed sensor only; if vehicle speed is
used to determine parameters like acceleration, the product of speed and
positive acceleration, or RPA, the speed signal shall have an accuracy of
0.1% above 3 km/h and a sampling frequency of 1 Hz. This accuracy
requirement can be met by using the signal of a wheel rotational speed
sensor.
(3)
The accuracy shall be 0.02 % of reading if used to calculate the air and exhaust
mass flow rate from the fuel flow according to clause 10 of Appendix 4 of
this Annex.

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Annex C6- Appendix 3

Validation of PEMS and Non-Traceable Exhaust Mass Flow Rate

1.0 INTRODUCTION

This Appendix describes the requirements to validate under transient conditions

the functionality of the installed PEMS as well as the correctness of the exhaust
mass flow rate obtained from non-traceable exhaust mass flow meters or
calculated from ECU signals.

2.0 SYMBOLS, PARAMETERS AND UNITS

% Per cent

#/km Number per kilometer

a0 y intercept of the regression line

a1 Slope of the regression line

g/km Gram per kilometer

Hz Hertz

km Kilometer

m Meter

mg/km Milligram per kilometer

r2 Coefficient of determination

x Actual value of the reference signal

y Actual value of the signal under validation

3.0 VALIDATION PROCEDURE FOR PEMS

3.1 Frequency of PEMS Validation

It is recommended to validate the correct installation of a PEMS on a vehicle

via comparison with laboratory installed equipment on a test performed on a
chassis dynamometer either before the RDE test or, alternatively, after the
completion of the test.

3.2 PEMS Validation Procedure

3.2.1 PEMS Installation

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Annex C6- Appendix 3

Validation of PEMS and Non-Traceable Exhaust Mass Flow Rate

1.0 INTRODUCTION

This Appendix describes the requirements to validate under transient conditions

the functionality of the installed PEMS as well as the correctness of the exhaust
mass flow rate obtained from non-traceable exhaust mass flow meters or
calculated from ECU signals.

2.0 SYMBOLS, PARAMETERS AND UNITS

% Per cent

#/km Number per kilometer

a0 y intercept of the regression line

a1 Slope of the regression line

g/km Gram per kilometer

Hz Hertz

km Kilometer

m Meter

mg/km Milligram per kilometer

r2 Coefficient of determination

x Actual value of the reference signal

y Actual value of the signal under validation

3.0 VALIDATION PROCEDURE FOR PEMS

3.1 Frequency of PEMS Validation

It is recommended to validate the correct installation of a PEMS on a vehicle

via comparison with laboratory installed equipment on a test performed on a
chassis dynamometer either before the RDE test or, alternatively, after the
completion of the test.

3.2 PEMS Validation Procedure

3.2.1 PEMS Installation

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The PEMS shall be installed and prepared according to the requirements of

Appendix 1 of this Annex. The PEMS installation shall be kept unchanged in
the time period between the validation and the RDE test.

3.2.2 Test Conditions

The validation test shall be conducted on a chassis dynamometer, using an

applicable Type Approval test cycle

It is recommended to feed the exhaust flow extracted by the PEMS during the
validation test back to the CVS. If this is not feasible, the CVS results shall be
corrected for the extracted exhaust mass. If the exhaust mass flow rate is
validated with an exhaust mass flow meter, it is recommended to cross-check
the mass flow rate measurements with data obtained from a sensor or the ECU.

3.2.3 Data Analysis

The total distance-specific emissions [g/km] measured with laboratory

equipment shall be calculated following Annex B6 of this Regulation . The
emissions as measured with the PEMS shall be calculated according to clause
9 of Appendix 4 of this Annex, summed to give the total mass of pollutant
emissions [g] and then divided by the test distance [km] as obtained from the
chassis dynamometer. The total distance-specific mass of pollutants [g/km], as
determined by the PEMS and the reference laboratory system, shall be
compared and evaluated against the requirements specified in clause 3.3 of this
Appendix. For the validation of NOX emission measurements, humidity
correction shall be applied as per Annex B7 of this Regulation.

3.3 Permissible Tolerances for PEMS Validation

The PEMS validation results shall fulfil the requirements given in Table 1 of
this Appendix. If any permissible tolerance is not met, corrective action shall
be taken and the PEMS validation shall be repeated.

Table 1

Permissible Tolerances

Parameter [Unit] Permissible tolerance

Distance [km](1) ±250m of the laboratory reference

THC(2) [mg/km] ±15mg/km or 15% of the laboratory reference,

whichever is larger

CH4(2) [mg/km] ±15mg/km or 15% of the laboratory reference,

whichever is larger

NMHC(2) [mg/km] ±20mg/km or 20% of the laboratory reference,

whichever is larger

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The PEMS shall be installed and prepared according to the requirements of

Appendix 1 of this Annex. The PEMS installation shall be kept unchanged in
the time period between the validation and the RDE test.

3.2.2 Test Conditions

The validation test shall be conducted on a chassis dynamometer, using an

applicable Type Approval test cycle

It is recommended to feed the exhaust flow extracted by the PEMS during the
validation test back to the CVS. If this is not feasible, the CVS results shall be
corrected for the extracted exhaust mass. If the exhaust mass flow rate is
validated with an exhaust mass flow meter, it is recommended to cross-check
the mass flow rate measurements with data obtained from a sensor or the ECU.

3.2.3 Data Analysis

The total distance-specific emissions [g/km] measured with laboratory

equipment shall be calculated following Annex B6 of this Regulation . The
emissions as measured with the PEMS shall be calculated according to clause
9 of Appendix 4 of this Annex, summed to give the total mass of pollutant
emissions [g] and then divided by the test distance [km] as obtained from the
chassis dynamometer. The total distance-specific mass of pollutants [g/km], as
determined by the PEMS and the reference laboratory system, shall be
compared and evaluated against the requirements specified in clause 3.3 of this
Appendix. For the validation of NOX emission measurements, humidity
correction shall be applied as per Annex B7 of this Regulation.

3.3 Permissible Tolerances for PEMS Validation

The PEMS validation results shall fulfil the requirements given in Table 1 of
this Appendix. If any permissible tolerance is not met, corrective action shall
be taken and the PEMS validation shall be repeated.

Table 1

Permissible Tolerances

Parameter [Unit] Permissible tolerance

Distance [km](1) ±250m of the laboratory reference

THC(2) [mg/km] ±15mg/km or 15% of the laboratory reference,

whichever is larger

CH4(2) [mg/km] ±15mg/km or 15% of the laboratory reference,

whichever is larger

NMHC(2) [mg/km] ±20mg/km or 20% of the laboratory reference,

whichever is larger

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PN(2) [#/km] ±1·1011 p/km or 50% of the laboratory reference(3)

whichever is larger

CO(2) [mg/km] ±150mg/km or 15% of the laboratory reference,

whichever is larger

CO2 [g/km] ±10g/km or 10% of the laboratory reference, whichever

is larger

NOx(2) [mg/km] ±15mg/km or 15% of the laboratory reference,

whichever is larger
(1)
Only applicable if vehicle speed is determined by the ECU; to meet the
permissible tolerance it is permitted to adjust the ECU vehicle speed
measurements based on the outcome of the validation test.
(2)
Parameter only mandatory if measurement required by clause 2.1 of this
Annex.
(3)
PMP System

4.0 VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE

DETERMINED BY NON-TRACEABLE INSTRUMENTS AND SENSORS

4.1 Frequency of Validation

In addition to fulfilling the linearity requirements of point 3 of Appendix 2

under steady-state conditions, the linearity of non-traceable exhaust mass flow
meters or the exhaust mass flow rate calculated from non-traceable sensors or
ECU signals shall be validated under transient conditions for each test vehicle
against a calibrated exhaust mass flow meter or the CVS.

4.2 Validation Procedure

The validation shall be conducted on a chassis dynamometer under type

approval conditions, as far as applicable, by following the requirements of
Annex B6 of this Regulation. The test cycle shall be the WLTC. As reference,
a traceably calibrated flow meter shall be used. The ambient temperature can be
any within the range specified in Point 5.2 of this Annex. The installation of the
exhaust mass flow meter and the execution of the test shall fulfil the requirement
of clause 3.4.3 of Appendix 1 of this Annex.

The following calculation steps shall be taken to validate the linearity:

(a) The signal under validation and the reference signal shall be time
corrected by following, as far as applicable, the requirements of clause
3 of Appendix 4 of this Annex.

(b) Points below 10 % of the maximum flow value shall be excluded from
the further analysis.

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PN(2) [#/km] ±1·1011 p/km or 50% of the laboratory reference(3)

whichever is larger

CO(2) [mg/km] ±150mg/km or 15% of the laboratory reference,

whichever is larger

CO2 [g/km] ±10g/km or 10% of the laboratory reference, whichever

is larger

NOx(2) [mg/km] ±15mg/km or 15% of the laboratory reference,

whichever is larger
(1)
Only applicable if vehicle speed is determined by the ECU; to meet the
permissible tolerance it is permitted to adjust the ECU vehicle speed
measurements based on the outcome of the validation test.
(2)
Parameter only mandatory if measurement required by clause 2.1 of this
Annex.
(3)
PMP System

4.0 VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE

DETERMINED BY NON-TRACEABLE INSTRUMENTS AND SENSORS

4.1 Frequency of Validation

In addition to fulfilling the linearity requirements of point 3 of Appendix 2

under steady-state conditions, the linearity of non-traceable exhaust mass flow
meters or the exhaust mass flow rate calculated from non-traceable sensors or
ECU signals shall be validated under transient conditions for each test vehicle
against a calibrated exhaust mass flow meter or the CVS.

4.2 Validation Procedure

The validation shall be conducted on a chassis dynamometer under type

approval conditions, as far as applicable, by following the requirements of
Annex B6 of this Regulation. The test cycle shall be the WLTC. As reference,
a traceably calibrated flow meter shall be used. The ambient temperature can be
any within the range specified in Point 5.2 of this Annex. The installation of the
exhaust mass flow meter and the execution of the test shall fulfil the requirement
of clause 3.4.3 of Appendix 1 of this Annex.

The following calculation steps shall be taken to validate the linearity:

(a) The signal under validation and the reference signal shall be time
corrected by following, as far as applicable, the requirements of clause
3 of Appendix 4 of this Annex.

(b) Points below 10 % of the maximum flow value shall be excluded from
the further analysis.

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(c) At a constant frequency of at least 1.0 Hz, the signal under validation
and the reference signal shall be correlated using the best-fit equation
having the form:

y = a1 x + a0

where:

y = Actual value of the signal under validation

a1 = Slope of the regression line

x = Actual value of the reference signal

a0 = y intercept of the regression line

The standard error of estimate (SEE) of y on x and the coefficient of

determination (r2) shall be calculated for each measurement parameter and
system.

(d) The linear regression parameters shall meet the requirements specified
in Table 2 of this Appendix.

4.3 Requirements

The linearity requirements given in Table 2 of this Appendix shall be fulfilled.

If any permissible tolerance is not met, corrective action shall be taken and the
validation shall be repeated.

Table 2

Linearity Requirements of Calculated and Measured Exhaust Mass Flow

Measurement a0 Slope a1 Standard Coefficient of

parameter/ error SEE determination r2
system

Exhaust mass 0.0 ± 3.0 kg/h 1.00 ± 0.075 ≤10% max ≥0.90
flow

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(c) At a constant frequency of at least 1.0 Hz, the signal under validation
and the reference signal shall be correlated using the best-fit equation
having the form:

y = a1 x + a0

where:

y = Actual value of the signal under validation

a1 = Slope of the regression line

x = Actual value of the reference signal

a0 = y intercept of the regression line

The standard error of estimate (SEE) of y on x and the coefficient of

determination (r2) shall be calculated for each measurement parameter and
system.

(d) The linear regression parameters shall meet the requirements specified
in Table 2 of this Appendix.

4.3 Requirements

The linearity requirements given in Table 2 of this Appendix shall be fulfilled.

If any permissible tolerance is not met, corrective action shall be taken and the
validation shall be repeated.

Table 2

Linearity Requirements of Calculated and Measured Exhaust Mass Flow

Measurement a0 Slope a1 Standard Coefficient of

parameter/ error SEE determination r2
system

Exhaust mass 0.0 ± 3.0 kg/h 1.00 ± 0.075 ≤10% max ≥0.90
flow

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Annex C6- Appendix 4

Determination of Instantaneous Emissions

1.0 INTRODUCTION

This Appendix describes the procedure to determine the instantaneous mass

and particle number emissions [g/s; #/s], following application of the data
consistency rules of Appendix 1. The instantaneous mass and particle number
emissions shall then be used for the subsequent evaluation of a RDE trip and
the calculation of the intermediate and final emission result as described in
Appendix 10 of this Annex.

2.0 SYMBOLS, PARAMETERS AND UNITS

% Per cent

< Smaller than

#/s Number per second

α Molar hydrogen ratio (H/C)

β Molar carbon ratio (C/C)

γ Molar sulphur ratio (S/C)

δ Molar nitrogen ratio (N/C)

∆tt,i Transformation time t of the analyser [s]

∆tt,m Transformation time t of the exhaust mass flow meter [s]

ε Molar oxygen ratio (O/C)

ρe Density of the exhaust

ρgas Density of the exhaust component "gas"

λ Excess air ratio

λi Instantaneous excess air ratio

A/Fst Stoichiometric air-to-fuel ratio [kg/kg]

°C Degrees centigrade

CCH4 Concentration of methane

CCO Dry CO concentration [%]

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Annex C6- Appendix 4

Determination of Instantaneous Emissions

1.0 INTRODUCTION

This Appendix describes the procedure to determine the instantaneous mass

and particle number emissions [g/s; #/s], following application of the data
consistency rules of Appendix 1. The instantaneous mass and particle number
emissions shall then be used for the subsequent evaluation of a RDE trip and
the calculation of the intermediate and final emission result as described in
Appendix 10 of this Annex.

2.0 SYMBOLS, PARAMETERS AND UNITS

% Per cent

< Smaller than

#/s Number per second

α Molar hydrogen ratio (H/C)

β Molar carbon ratio (C/C)

γ Molar sulphur ratio (S/C)

δ Molar nitrogen ratio (N/C)

∆tt,i Transformation time t of the analyser [s]

∆tt,m Transformation time t of the exhaust mass flow meter [s]

ε Molar oxygen ratio (O/C)

ρe Density of the exhaust

ρgas Density of the exhaust component "gas"

λ Excess air ratio

λi Instantaneous excess air ratio

A/Fst Stoichiometric air-to-fuel ratio [kg/kg]

°C Degrees centigrade

CCH4 Concentration of methane

CCO Dry CO concentration [%]

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CCO2 Dry CO2 concentration [%]

Cdry Dry concentration of a pollutant in ppm or per cent volume

Cgas,i Instantaneous concentration of the exhaust component "gas" [ppm]

CHCw Wet HC concentration [ppm]

CHC(w/NM HC concentration with CH4 or C2H6 flowing through the NMC

C) [ppmC1]

CHC(w/oN HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]

MC)

Ci,c Time-corrected concentration of component i [ppm]

Ci,r Concentration of component i [ppm] in the exhaust

CNMHC Concentration of non-methane hydrocarbons

Cwet Wet concentration of a pollutant in ppm or per cent volume

EE Ethane efficiency

EM Methane efficiency

g Gram

g/s Gram per second

Ha Intake air humidity [g water per kg dry air]

i Number of the measurement

kg Kilogram

kg/h Kilogram per hour

kg/s Kilogram per second

kw Dry-wet correction factor

m Meter

mgas,i Mass of the exhaust component "gas" [g/s]

qmaw,i Instantaneous intake air mass flow rate [kg/s]

qm,c Time-corrected exhaust mass flow rate [kg/s]

qmaw,i Instantaneous exhaust mass flow rate [kg/s]

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CCO2 Dry CO2 concentration [%]

Cdry Dry concentration of a pollutant in ppm or per cent volume

Cgas,i Instantaneous concentration of the exhaust component "gas" [ppm]

CHCw Wet HC concentration [ppm]

CHC(w/NM HC concentration with CH4 or C2H6 flowing through the NMC

C) [ppmC1]

CHC(w/oN HC concentration with CH4 or C2H6 bypassing the NMC [ppmC1]

MC)

Ci,c Time-corrected concentration of component i [ppm]

Ci,r Concentration of component i [ppm] in the exhaust

CNMHC Concentration of non-methane hydrocarbons

Cwet Wet concentration of a pollutant in ppm or per cent volume

EE Ethane efficiency

EM Methane efficiency

g Gram

g/s Gram per second

Ha Intake air humidity [g water per kg dry air]

i Number of the measurement

kg Kilogram

kg/h Kilogram per hour

kg/s Kilogram per second

kw Dry-wet correction factor

m Meter

mgas,i Mass of the exhaust component "gas" [g/s]

qmaw,i Instantaneous intake air mass flow rate [kg/s]

qm,c Time-corrected exhaust mass flow rate [kg/s]

qmaw,i Instantaneous exhaust mass flow rate [kg/s]

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qmf,i Instantaneous fuel mass flow rate [kg/s]

qm,r Raw exhaust mass flow rate [kg/s]

r Cross-correlation coefficient

r2 Coefficient of determination

rh Hydrocarbon response factor

rpm Revolutions per minute

s Second

ugas u value of the exhaust component "gas"

3.0 TIME CORRECTION OF PARAMETERS

For the correct calculation of distance-specific emissions, the recorded traces

of component concentrations, exhaust mass flow rate, vehicle speed, and other
vehicle data shall be time corrected. To facilitate the time correction, data
which are subject to time alignment shall be recorded either in a single data
recording device or with a synchronised timestamp following point 5.1 of
Appendix 1. The time correction and alignment of parameters shall be carried
out by following the sequence described in points 3.1 to 3.3 of this Appendix.

3.1 Time Correction of Component Concentrations

The recorded traces of all component concentrations shall be time corrected by

reverse shifting according to the transformation times of the respective
analysers. The transformation time of analysers shall be determined according
to clause 4.4 of Appendix 2 of this Annex:

Ci,c(t- ∆tt,i)=Ci,r(t)

where:

Ci,c = Time-corrected concentration of component i as function of time t

Ci,r = Raw concentration of component i as function of time t

∆tt,i = Transformation time t of the analyser measuring component i

3.2 Time Correction of Exhaust Mass Flow Rate

The exhaust mass flow rate measured with an exhaust flow meter shall be time
corrected by reverse shifting according to the transformation time of the
exhaust mass flow meter. The transformation time of the mass flow meter shall
be determined according to clause 4.4 of Appendix 2 of this Annex:

qm,c(t-∆tt,m)=qm,r(t)

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qmf,i Instantaneous fuel mass flow rate [kg/s]

qm,r Raw exhaust mass flow rate [kg/s]

r Cross-correlation coefficient

r2 Coefficient of determination

rh Hydrocarbon response factor

rpm Revolutions per minute

s Second

ugas u value of the exhaust component "gas"

3.0 TIME CORRECTION OF PARAMETERS

For the correct calculation of distance-specific emissions, the recorded traces

of component concentrations, exhaust mass flow rate, vehicle speed, and other
vehicle data shall be time corrected. To facilitate the time correction, data
which are subject to time alignment shall be recorded either in a single data
recording device or with a synchronised timestamp following point 5.1 of
Appendix 1. The time correction and alignment of parameters shall be carried
out by following the sequence described in points 3.1 to 3.3 of this Appendix.

3.1 Time Correction of Component Concentrations

The recorded traces of all component concentrations shall be time corrected by

reverse shifting according to the transformation times of the respective
analysers. The transformation time of analysers shall be determined according
to clause 4.4 of Appendix 2 of this Annex:

Ci,c(t- ∆tt,i)=Ci,r(t)

where:

Ci,c = Time-corrected concentration of component i as function of time t

Ci,r = Raw concentration of component i as function of time t

∆tt,i = Transformation time t of the analyser measuring component i

3.2 Time Correction of Exhaust Mass Flow Rate

The exhaust mass flow rate measured with an exhaust flow meter shall be time
corrected by reverse shifting according to the transformation time of the
exhaust mass flow meter. The transformation time of the mass flow meter shall
be determined according to clause 4.4 of Appendix 2 of this Annex:

qm,c(t-∆tt,m)=qm,r(t)

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where:

qm,c = Time-corrected exhaust mass flow rate as function of time t

qm,r = Raw exhaust mass flow rate as function of time t

∆tt,m = Transformation time t of the exhaust mass flow meter

In case the exhaust mass flow rate is determined by ECU data or a sensor, an
additional transformation time shall be considered and obtained by cross-
correlation between the calculated exhaust mass flow rate and the exhaust
mass flow rate measured following clause 4 of Appendix 3 of this Annex.

3.3 Time Alignment of Vehicle Data

Other data obtained from a sensor or the ECU shall be time-aligned by cross-
correlation with suitable emission data (e.g., component concentrations).

3.3.1 Vehicle Speed from Different Sources

To time align vehicle speed with the exhaust mass flow rate, it is first necessary
to establish one valid speed trace. In case vehicle speed is obtained from
multiple sources (e.g., the GNSS, a sensor or the ECU), the speed values shall
be time aligned by cross-correlation.

3.3.2 Vehicle Speed with Exhaust Mass Flow Rate

Vehicle speed shall be time aligned with the exhaust mass flow rate by cross-
correlation between the exhaust mass flow rate and the product of vehicle
speed and positive acceleration.

3.3.3 Further Signals

The time alignment of signals whose values change slowly and within a small
value range, e.g. ambient temperature, can be omitted.

4.0 COLD START

Cold start for the purposes of RDE is the period from the test start until the
point when the vehicle has run for 5 minutes. If the coolant temperature is
determined, the cold start period ends once the coolant is at least 70 °C for the
first time but no later than 5 minutes after test start.

5.0 EMISSION MEASUREMENTS DURING STOP OF THE COMBUSTION

ENGINE

Any instantaneous emissions or exhaust flow measurements obtained while the

combustion engine is deactivated shall be recorded. In a separate step, the
recorded values shall afterward be set to zero by the data post processing. The
combustion engine shall be considered as deactivated if two of the following
criteria apply: the recorded engine speed is <50rpm; the exhaust mass flow rate

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where:

qm,c = Time-corrected exhaust mass flow rate as function of time t

qm,r = Raw exhaust mass flow rate as function of time t

∆tt,m = Transformation time t of the exhaust mass flow meter

In case the exhaust mass flow rate is determined by ECU data or a sensor, an
additional transformation time shall be considered and obtained by cross-
correlation between the calculated exhaust mass flow rate and the exhaust
mass flow rate measured following clause 4 of Appendix 3 of this Annex.

3.3 Time Alignment of Vehicle Data

Other data obtained from a sensor or the ECU shall be time-aligned by cross-
correlation with suitable emission data (e.g., component concentrations).

3.3.1 Vehicle Speed from Different Sources

To time align vehicle speed with the exhaust mass flow rate, it is first necessary
to establish one valid speed trace. In case vehicle speed is obtained from
multiple sources (e.g., the GNSS, a sensor or the ECU), the speed values shall
be time aligned by cross-correlation.

3.3.2 Vehicle Speed with Exhaust Mass Flow Rate

Vehicle speed shall be time aligned with the exhaust mass flow rate by cross-
correlation between the exhaust mass flow rate and the product of vehicle
speed and positive acceleration.

3.3.3 Further Signals

The time alignment of signals whose values change slowly and within a small
value range, e.g. ambient temperature, can be omitted.

4.0 COLD START

Cold start for the purposes of RDE is the period from the test start until the
point when the vehicle has run for 5 minutes. If the coolant temperature is
determined, the cold start period ends once the coolant is at least 70 °C for the
first time but no later than 5 minutes after test start.

5.0 EMISSION MEASUREMENTS DURING STOP OF THE COMBUSTION

ENGINE

Any instantaneous emissions or exhaust flow measurements obtained while the

combustion engine is deactivated shall be recorded. In a separate step, the
recorded values shall afterward be set to zero by the data post processing. The
combustion engine shall be considered as deactivated if two of the following
criteria apply: the recorded engine speed is <50rpm; the exhaust mass flow rate

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is measured at < 3kg/h; the measured exhaust mass flow rate drops to <15% of
the typical steady-state exhaust mass flow rate at idling.

8.0 CORRECTION OF EMISSIONS

8.1 Dry-wet Correction

If the emissions are measured on a dry basis, the measured concentrations shall
be converted to a wet basis as:

cwet = kw ⋅ cdry

where:

Cwet = Wet concentration of a pollutant in ppm or per cent volume

Cdry = Dry concentration of a pollutant in ppm or per cent volume

Kw = dry-wet correction factor

The following equation shall be used to calculate kw:

1
𝑘𝑤 = ( − 𝑘𝑤1 ) × 1.008
1 + 𝑎 × 0.005 × (𝐶𝑐𝑜2 + 𝐶𝑐𝑜 )

where:

1.608 × 𝐻𝑎
𝐾𝑤1 =
1000 + (1.608 × 𝐻𝑎 )

Ha Intake air humidity [g water per kg dry air]

CCO2 Dry CO2 concentration [%]

CCO Dry CO concentration [%]

𝑎 Molar hydrogen ratio

8.2 Correction of NOx for Ambient Humidity and Temperature

NOx emissions shall not be corrected for ambient temperature and humidity.

8.3 Correction of negative emission results

Negative intermediate results shall not be corrected.

Negative final results shall be set to zero.

9.0 DETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST

COMPONENTS

9.1 Introduction

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is measured at < 3kg/h; the measured exhaust mass flow rate drops to <15% of
the typical steady-state exhaust mass flow rate at idling.

8.0 CORRECTION OF EMISSIONS

8.1 Dry-wet Correction

If the emissions are measured on a dry basis, the measured concentrations shall
be converted to a wet basis as:

cwet = kw ⋅ cdry

where:

Cwet = Wet concentration of a pollutant in ppm or per cent volume

Cdry = Dry concentration of a pollutant in ppm or per cent volume

Kw = dry-wet correction factor

The following equation shall be used to calculate kw:

1
𝑘𝑤 = ( − 𝑘𝑤1 ) × 1.008
1 + 𝑎 × 0.005 × (𝐶𝑐𝑜2 + 𝐶𝑐𝑜 )

where:

1.608 × 𝐻𝑎
𝐾𝑤1 =
1000 + (1.608 × 𝐻𝑎 )

Ha Intake air humidity [g water per kg dry air]

CCO2 Dry CO2 concentration [%]

CCO Dry CO concentration [%]

𝑎 Molar hydrogen ratio

8.2 Correction of NOx for Ambient Humidity and Temperature

NOx emissions shall not be corrected for ambient temperature and humidity.

8.3 Correction of negative emission results

Negative intermediate results shall not be corrected.

Negative final results shall be set to zero.

9.0 DETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST

COMPONENTS

9.1 Introduction

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The components in the raw exhaust gas shall be measured with the
measurement and sampling analysers described in Appendix 2 of this Annex.
The raw concentrations of relevant components shall be measured in
accordance with Appendix 1 of this Annex. The data shall be time corrected
and aligned in accordance with clause 3 of this Appendix.

9.2 Calculating NMHC and CH4 Concentrations

For methane measurement using a NMC-FID, the calculation of NMHC

depends on the calibration gas/method used for the zero/span calibration
adjustment. When a FID is used for THC measurement without a NMC, it shall
be calibrated with propane/air or propane/N2 in the normal manner. For the
calibration of the FID in series with a NMC, the following methods are
permitted:

(a) The calibration gas consisting of propane/air

bypasses the NMC;

(b) The calibration gas consisting of methane/air

passes through the NMC.

It is strongly recommended to calibrate the methane FID with methane/air

through the NMC.

In method (a), the concentrations of CH4 and NMHC shall be calculated as

follows:

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐻𝐶 𝑁𝑀𝐶
𝐶𝐶𝐻4 =
(𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
− 𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝐸
𝑁𝑀𝐶 𝑜𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
𝑟ℎ × (𝐸𝐸 − 𝐸𝑀 )

In method (b), the concentration of CH4 and NMHC shall be calculated as

follows:

𝐶𝐻𝐶( 𝑤
)
× 𝑟ℎ × (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝐸 )
𝑂𝑁𝑀𝐶 𝑂𝑁𝑀𝐶
𝐶𝐶𝐻4 =
𝑟ℎ × (𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
× 𝑟ℎ × (1 − 𝐸𝑀 )
𝑂𝑁𝑀𝐶 𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
(𝐸𝐸 − 𝐸𝑀 )

where:

CHC(w/oNMC) = HC concentration with CH4 or C2H6 bypassing the NMC

[ppmC1]

CHC(w/NMC) = HC concentration with CH4 or C2H6 flowing through the

NMC [ppmC1]

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The components in the raw exhaust gas shall be measured with the
measurement and sampling analysers described in Appendix 2 of this Annex.
The raw concentrations of relevant components shall be measured in
accordance with Appendix 1 of this Annex. The data shall be time corrected
and aligned in accordance with clause 3 of this Appendix.

9.2 Calculating NMHC and CH4 Concentrations

For methane measurement using a NMC-FID, the calculation of NMHC

depends on the calibration gas/method used for the zero/span calibration
adjustment. When a FID is used for THC measurement without a NMC, it shall
be calibrated with propane/air or propane/N2 in the normal manner. For the
calibration of the FID in series with a NMC, the following methods are
permitted:

(a) The calibration gas consisting of propane/air

bypasses the NMC;

(b) The calibration gas consisting of methane/air

passes through the NMC.

It is strongly recommended to calibrate the methane FID with methane/air

through the NMC.

In method (a), the concentrations of CH4 and NMHC shall be calculated as

follows:

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
𝑜𝑁𝑀𝐻𝐶 𝑁𝑀𝐶
𝐶𝐶𝐻4 =
(𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
− 𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝐸
𝑁𝑀𝐶 𝑜𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
𝑟ℎ × (𝐸𝐸 − 𝐸𝑀 )

In method (b), the concentration of CH4 and NMHC shall be calculated as

follows:

𝐶𝐻𝐶( 𝑤
)
× 𝑟ℎ × (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝐸 )
𝑂𝑁𝑀𝐶 𝑂𝑁𝑀𝐶
𝐶𝐶𝐻4 =
𝑟ℎ × (𝐸𝐸 − 𝐸𝑀 )

𝐶𝐻𝐶( 𝑤
)
× (1 − 𝐸𝑀 ) − 𝐶𝐻𝐶( 𝑤
)
× 𝑟ℎ × (1 − 𝐸𝑀 )
𝑂𝑁𝑀𝐶 𝑁𝑀𝐶
𝐶𝑁𝑀𝐻𝐶 =
(𝐸𝐸 − 𝐸𝑀 )

where:

CHC(w/oNMC) = HC concentration with CH4 or C2H6 bypassing the NMC

[ppmC1]

CHC(w/NMC) = HC concentration with CH4 or C2H6 flowing through the

NMC [ppmC1]

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𝑟ℎ = Hydrocarbon response factor as determined in clause 4.3.3.(b) of

Appendix 2 of this Annex.

EM = Methane efficiency as determined in clause 4.3.4. (a) Of Appendix 2 of

this Annex.

EE = Ethane efficiency as determined in clause 4.3.4(b) of Appendix 2 of this

Annex.

If the methane FID is calibrated through the cutter (Method b), then the
methane conversion efficiency as determined in clause 4.3.4. (a) of Appendix
2 of this Annex is zero. The density used for calculating the NMHC mass shall
be equal to that of total hydrocarbons at 273.15 K and 101.325 kPa and is fuel-
dependent.

10.0 DETERMINATION OF EXHAUST MASS FLOW

10.1 Introduction

The calculation of instantaneous mass emissions according to points 11 and 12

requires determining the exhaust mass flow rate. The exhaust mass flow rate
shall be determined by one of the direct measurement methods specified in
point 7.2 of Appendix 2. Alternatively, it is permissible to calculate the exhaust
mass flow rate as described in points 10.2 to 10.4.

10.2 Calculation Method Using Air Mass flow Rate and Fuel Mass Flow Rate

The instantaneous exhaust mass flow rate can be calculated from the air mass
flow rate and the fuel mass flow rate as follows:

qmew,i = qmaw,i + qmf.i

where:

qmew,i instantaneous exhaust mass flow rate [kg/s]

qmaw,i instantaneous intake air mass flow rate [kg/s]

qmf,i instantaneous fuel mass flow rate [kg/s]

If the air mass flow rate and the fuel mass flow rate or the exhaust mass flow
rate are determined from ECU recording, the calculated instantaneous exhaust
mass flow rate shall meet the linearity requirements specified for the exhaust
mass flow rate in point 3 of Appendix 2 and the validation requirements
specified in point 4.3 of Appendix 3.

10.3 Calculation Method Using Air Mass Flow and Air-to-fuel Ratio

The instantaneous exhaust mass flow rate can be calculated from the air mass
flow rate and the air-to-fuel ratio as follows:

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𝑟ℎ = Hydrocarbon response factor as determined in clause 4.3.3.(b) of

Appendix 2 of this Annex.

EM = Methane efficiency as determined in clause 4.3.4. (a) Of Appendix 2 of

this Annex.

EE = Ethane efficiency as determined in clause 4.3.4(b) of Appendix 2 of this

Annex.

If the methane FID is calibrated through the cutter (Method b), then the
methane conversion efficiency as determined in clause 4.3.4. (a) of Appendix
2 of this Annex is zero. The density used for calculating the NMHC mass shall
be equal to that of total hydrocarbons at 273.15 K and 101.325 kPa and is fuel-
dependent.

10.0 DETERMINATION OF EXHAUST MASS FLOW

10.1 Introduction

The calculation of instantaneous mass emissions according to points 11 and 12

requires determining the exhaust mass flow rate. The exhaust mass flow rate
shall be determined by one of the direct measurement methods specified in
point 7.2 of Appendix 2. Alternatively, it is permissible to calculate the exhaust
mass flow rate as described in points 10.2 to 10.4.

10.2 Calculation Method Using Air Mass flow Rate and Fuel Mass Flow Rate

The instantaneous exhaust mass flow rate can be calculated from the air mass
flow rate and the fuel mass flow rate as follows:

qmew,i = qmaw,i + qmf.i

where:

qmew,i instantaneous exhaust mass flow rate [kg/s]

qmaw,i instantaneous intake air mass flow rate [kg/s]

qmf,i instantaneous fuel mass flow rate [kg/s]

If the air mass flow rate and the fuel mass flow rate or the exhaust mass flow
rate are determined from ECU recording, the calculated instantaneous exhaust
mass flow rate shall meet the linearity requirements specified for the exhaust
mass flow rate in point 3 of Appendix 2 and the validation requirements
specified in point 4.3 of Appendix 3.

10.3 Calculation Method Using Air Mass Flow and Air-to-fuel Ratio

The instantaneous exhaust mass flow rate can be calculated from the air mass
flow rate and the air-to-fuel ratio as follows:

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1
𝑞𝑚𝑒𝑤,𝑖 = 𝑞𝑚𝑎𝑤,𝑖 × (1 + )
𝐴
𝐹𝑠𝑡 × 𝜆𝑖

where:
𝑎 𝜀
𝐴 138.0 × (1 + 4 − 2 + 𝛾)
=
𝐹𝑠𝑡 12.011 + 1.008 × 𝑎 + 15.9994 × 𝜀 + 14.0067 × 𝛿 + 32.0675 × 𝛶

𝜆𝑖
2 × 𝐶𝐶𝑂 × 10−4
−4 1−
𝐶𝐶𝑂 × 10 𝑎 3.5 × 𝐶𝐶𝑂2 𝜀 𝛿
(100 − − 𝐶𝐻𝐶𝑊 × 10−4 ) + (4 × −4 − 2 − 2) × (𝐶𝐶𝑂
2 𝐶 × 10
1 + 𝐶𝑜
3.5 × 𝐶𝐶𝑂2
=
𝑎 𝐶
4.764 × (1 + 4 − 2 + 𝛶) × (𝐶𝐶𝑂2 + 𝐶𝐶𝑂 × 10−4 + 𝐶𝐻𝐶𝑊 × 10−4 )

where:

qmaw,i Instantaneous intake air mass flow rate [kg/s]

A/Fst Stoichiometric air-to-fuel ratio [kg/kg]

λi Instantaneous excess air ratio

CCO2 Dry CO2 concentration [%]

Cco Dry CO concentration [ppm]

CHCW Wet HC concentration [ppm]

α Molar hydrogen ratio (H/C)

β Molar carbon ratio (C/C)

γ Molar sulphur ratio (S/C)

δ Molar nitrogen ratio (N/C)

ε Molar oxygen ratio (O/C)

Coefficients refer to a fuel Cβ Hα Oε Nδ Sγ with β = 1 for carbon based fuels.

The concentration of HC emissions is typically low and may be omitted when
calculating λi.

If the air mass flow rate and air-to-fuel ratio are determined from ECU
recording, the calculated instantaneous exhaust mass flow rate shall meet the
linearity requirements specified for the exhaust mass flow rate in clause 3 of

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1
𝑞𝑚𝑒𝑤,𝑖 = 𝑞𝑚𝑎𝑤,𝑖 × (1 + )
𝐴
𝐹𝑠𝑡 × 𝜆𝑖

where:
𝑎 𝜀
𝐴 138.0 × (1 + 4 − 2 + 𝛾)
=
𝐹𝑠𝑡 12.011 + 1.008 × 𝑎 + 15.9994 × 𝜀 + 14.0067 × 𝛿 + 32.0675 × 𝛶

𝜆𝑖
2 × 𝐶𝐶𝑂 × 10−4
−4 1−
𝐶𝐶𝑂 × 10 𝑎 3.5 × 𝐶𝐶𝑂2 𝜀 𝛿
(100 − − 𝐶𝐻𝐶𝑊 × 10−4 ) + (4 × −4 − 2 − 2) × (𝐶𝐶𝑂
2 𝐶 × 10
1 + 𝐶𝑜
3.5 × 𝐶𝐶𝑂2
=
𝑎 𝐶
4.764 × (1 + 4 − 2 + 𝛶) × (𝐶𝐶𝑂2 + 𝐶𝐶𝑂 × 10−4 + 𝐶𝐻𝐶𝑊 × 10−4 )

where:

qmaw,i Instantaneous intake air mass flow rate [kg/s]

A/Fst Stoichiometric air-to-fuel ratio [kg/kg]

λi Instantaneous excess air ratio

CCO2 Dry CO2 concentration [%]

Cco Dry CO concentration [ppm]

CHCW Wet HC concentration [ppm]

α Molar hydrogen ratio (H/C)

β Molar carbon ratio (C/C)

γ Molar sulphur ratio (S/C)

δ Molar nitrogen ratio (N/C)

ε Molar oxygen ratio (O/C)

Coefficients refer to a fuel Cβ Hα Oε Nδ Sγ with β = 1 for carbon based fuels.

The concentration of HC emissions is typically low and may be omitted when
calculating λi.

If the air mass flow rate and air-to-fuel ratio are determined from ECU
recording, the calculated instantaneous exhaust mass flow rate shall meet the
linearity requirements specified for the exhaust mass flow rate in clause 3 of

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Appendix 2 of this Annex and the validation requirements specified in Point

4.3 of Appendix 3 of this Annex.

10.4 Calculation Method Using Fuel Mass Flow and Air-to-fuel Ratio

The instantaneous exhaust mass flow rate can be calculated from the fuel flow
and the air-to-fuel ratio (calculated with A/Fst and λi according to clause 10.3
of this Appendix) as follows:

𝐴
𝑞𝑚𝑒𝑤,𝑖 = 𝑞𝑚𝑓,𝑖 × (1 + × 𝜆𝑖 )
𝐹𝑠𝑡

𝑞𝑚𝑒𝑤,𝑖 = 𝑞𝑚𝑎𝑤,𝑖 × (1 + 𝐴/𝐹𝑠𝑡 × 𝑖 )

The calculated instantaneous exhaust mass flow rate shall meet the linearity
requirements specified for the exhaust gas mass flow rate in clause 3 of
Appendix 2 of this Annex and the validation requirements specified in clause
4.3 of Appendix 3 of this Annex.

11.0 CALCULATING THE INSTANTANEOUS MASS EMISSIONS

The instantaneous mass emissions [g/s] shall be determined by multiplying

the instantaneous concentration of the pollutant under consideration [ppm]
with the instantaneous exhaust mass flow rate [kg/s], both corrected and
aligned for the transformation time, and the respective u value of Table 1 of
this Appendix. If measured on a dry basis, the dry-wet correction according to
clause 8.1 of this Appendix shall be applied to the instantaneous component
concentrations before executing any further calculations. If applicable,
negative instantaneous emission values shall enter all subsequent data
evaluations. All significant digits of intermediate results shall enter the
calculation of instantaneous emissions. The following equation shall be
applied:

𝑚𝑔𝑎𝑠,𝑖 = 𝑢𝑔𝑎𝑠 . 𝑐𝑔𝑎𝑠.𝑖 . 𝑞𝑚𝑒𝑤.𝑖

where:

mgas,i is mass of the exhaust component "gas" [g/s]

ugas is ratio of the density of the exhaust component "gas" and the overall
density of the exhaust as listed in Table 1 of this Appendix.

cgas,I is measured concentration of the exhaust component "gas" in the

exhaust [ppm]

qmew,I is measured exhaust mass flow rate [kg/s]

Gas is respective component

i is number of the measurement

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Appendix 2 of this Annex and the validation requirements specified in Point

4.3 of Appendix 3 of this Annex.

10.4 Calculation Method Using Fuel Mass Flow and Air-to-fuel Ratio

The instantaneous exhaust mass flow rate can be calculated from the fuel flow
and the air-to-fuel ratio (calculated with A/Fst and λi according to clause 10.3
of this Appendix) as follows:

𝐴
𝑞𝑚𝑒𝑤,𝑖 = 𝑞𝑚𝑓,𝑖 × (1 + × 𝜆𝑖 )
𝐹𝑠𝑡

𝑞𝑚𝑒𝑤,𝑖 = 𝑞𝑚𝑎𝑤,𝑖 × (1 + 𝐴/𝐹𝑠𝑡 × 𝑖 )

The calculated instantaneous exhaust mass flow rate shall meet the linearity
requirements specified for the exhaust gas mass flow rate in clause 3 of
Appendix 2 of this Annex and the validation requirements specified in clause
4.3 of Appendix 3 of this Annex.

11.0 CALCULATING THE INSTANTANEOUS MASS EMISSIONS

The instantaneous mass emissions [g/s] shall be determined by multiplying

the instantaneous concentration of the pollutant under consideration [ppm]
with the instantaneous exhaust mass flow rate [kg/s], both corrected and
aligned for the transformation time, and the respective u value of Table 1 of
this Appendix. If measured on a dry basis, the dry-wet correction according to
clause 8.1 of this Appendix shall be applied to the instantaneous component
concentrations before executing any further calculations. If applicable,
negative instantaneous emission values shall enter all subsequent data
evaluations. All significant digits of intermediate results shall enter the
calculation of instantaneous emissions. The following equation shall be
applied:

𝑚𝑔𝑎𝑠,𝑖 = 𝑢𝑔𝑎𝑠 . 𝑐𝑔𝑎𝑠.𝑖 . 𝑞𝑚𝑒𝑤.𝑖

where:

mgas,i is mass of the exhaust component "gas" [g/s]

ugas is ratio of the density of the exhaust component "gas" and the overall
density of the exhaust as listed in Table 1 of this Appendix.

cgas,I is measured concentration of the exhaust component "gas" in the

exhaust [ppm]

qmew,I is measured exhaust mass flow rate [kg/s]

Gas is respective component

i is number of the measurement

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Table 1

Raw Exhaust Gas u Values Depicting the Ratio between the Densities of
Exhaust Component or Pollutant [kg/m3] and the Density of the Exhaust Gas
[kg/m3]

Fuel ρe Component or pollutant i

[kg/m3] NOx CO HC CO2 O2 CH4

ρgas [kg/m3]

2.052 1.249 (1) 1.9630 1.4276 0.715

ugas (2,6)

Diesel 1.2893 0.001593 0.000969 0.000480 0.00152 0.00110 0.0005

(B0) 3 8 55

Diesel 1.2893 0.001593 0.000969 0.000480 0.00152 0.00110 0.0005

(B5) 3 8 55

Diesel 1.2894 0.001593 0.000969 0.000480 0.00152 0.00110 0.0005

(B7) 3 8 55

Ethano 1.2768 0.001609 0.000980 0.000780 0.00153 0.00111 0.0005

l 9 9 61
(ED95
)

CNG(3 1.2661 0.001621 0.000987 0.000528(4 0.00155 0.00112 0.0005

) ) 1 8 65

Propan 1.2805 0.001603 0.000976 0.000512 0.00153 0.00111 0.0005

e 3 5 59

Butane 1.2832 0.001600 0.000974 0.000505 0.00153 0.00111 0.0005

0 3 58

LPG(5 1.2811 0.001602 0.000976 0.000510 0.00153 0.00111 0.0005

) 3 5 59

Petrol 1.2910 0.001591 0.000968 0.000480 0.00152 0.00110 0.0005

(E0) 1 6 54

Petrol 1.2897 0.001592 0.000969 0.000480 0.00152 0.00110 0.0005

(E5) 3 8 55

Petrol 1.2883 0.001594 0.000970 0.000481 0.00152 0.00110 0.0005

(E10) 4 9 55

Petrol [RESERVED]
(E20)

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Table 1

Raw Exhaust Gas u Values Depicting the Ratio between the Densities of
Exhaust Component or Pollutant [kg/m3] and the Density of the Exhaust Gas
[kg/m3]

Fuel ρe Component or pollutant i

[kg/m3] NOx CO HC CO2 O2 CH4

ρgas [kg/m3]

2.052 1.249 (1) 1.9630 1.4276 0.715

ugas (2,6)

Diesel 1.2893 0.001593 0.000969 0.000480 0.00152 0.00110 0.0005

(B0) 3 8 55

Diesel 1.2893 0.001593 0.000969 0.000480 0.00152 0.00110 0.0005

(B5) 3 8 55

Diesel 1.2894 0.001593 0.000969 0.000480 0.00152 0.00110 0.0005

(B7) 3 8 55

Ethano 1.2768 0.001609 0.000980 0.000780 0.00153 0.00111 0.0005

l 9 9 61
(ED95
)

CNG(3 1.2661 0.001621 0.000987 0.000528(4 0.00155 0.00112 0.0005

) ) 1 8 65

Propan 1.2805 0.001603 0.000976 0.000512 0.00153 0.00111 0.0005

e 3 5 59

Butane 1.2832 0.001600 0.000974 0.000505 0.00153 0.00111 0.0005

0 3 58

LPG(5 1.2811 0.001602 0.000976 0.000510 0.00153 0.00111 0.0005

) 3 5 59

Petrol 1.2910 0.001591 0.000968 0.000480 0.00152 0.00110 0.0005

(E0) 1 6 54

Petrol 1.2897 0.001592 0.000969 0.000480 0.00152 0.00110 0.0005

(E5) 3 8 55

Petrol 1.2883 0.001594 0.000970 0.000481 0.00152 0.00110 0.0005

(E10) 4 9 55

Petrol [RESERVED]
(E20)

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Ethano 1.2797 0.001604 0.000977 0.000730 0.00153 0.00111 0.0005
l (E85) 4 6 59

(1) Depending on fuel

(2) at λ = 2, dry air, 273K, 101.3kPa

(3) u values accurate within 0.2% for mass composition of: C=66-76%;
H=22-25%; N=0- 12%

(4) NMHC on the basis of CH2.93 (for THC the ugas coefficient of CH4
shall be used)

(5) u accurate within 0.2% for mass composition of: C3=70 - 90%; C4 =
10 - 30%

(6) ugas is a unitless parameter; the ugas values include unit conversions to
ensure that the instantaneous emissions are obtained in the specified
physical unit, i.e., g/s

12.0 CALCULATING THE INSTANTANEOUS PARTICLE NUMBER

EMISSIONS

Calculating the instantaneous particle number emissions.

The instantaneous particle number emissions [particles/s] shall be determined

by multiplying the instantaneous concentration of the pollutant under
consideration [particles/cm3] with the instantaneous exhaust mass flow rate
[kg/s], both corrected and aligned for the transformation time. If applicable,
negative instantaneous emission values shall enter all subsequent data
evaluations. All significant digits of intermediate results shall enter the
calculation of the instantaneous emissions. The following equation shall apply:

𝑃𝑁, 𝑖 = 𝐶𝑃𝑁,𝑖 𝑞𝑚𝑒𝑤,𝑖 /𝜌𝑒

where:

PN,i = particle number flux [particles/s]

C𝑃𝑁,𝑖 = measured particle number concentration [#/m3] normalized at 0°C

𝑞𝑚𝑒𝑤,𝑖 = measured exhaust mass flow rate [kg/s]

𝜌𝑒 = density of the exhaust gas [kg/m3] at 0°C (Table 1)";

13.0 DATA REPORTING AND EXCHANGE

The data shall be exchanged between the measurement systems and the data
evaluation software by a standardized reporting file as specified in clause 2 of
Appendix 8 of this Annex. Any pre-processing of data (e.g. time correction
according to clause 3 of this Appendix or the correction of the GNSS vehicle
speed signal according to clause 7 of this Appendix) shall be done with the
control software of the measurement systems and shall be completed before
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Ethano 1.2797 0.001604 0.000977 0.000730 0.00153 0.00111 0.0005
l (E85) 4 6 59

(1) Depending on fuel

(2) at λ = 2, dry air, 273K, 101.3kPa

(3) u values accurate within 0.2% for mass composition of: C=66-76%;
H=22-25%; N=0- 12%

(4) NMHC on the basis of CH2.93 (for THC the ugas coefficient of CH4
shall be used)

(5) u accurate within 0.2% for mass composition of: C3=70 - 90%; C4 =
10 - 30%

(6) ugas is a unitless parameter; the ugas values include unit conversions to
ensure that the instantaneous emissions are obtained in the specified
physical unit, i.e., g/s

12.0 CALCULATING THE INSTANTANEOUS PARTICLE NUMBER

EMISSIONS

Calculating the instantaneous particle number emissions.

The instantaneous particle number emissions [particles/s] shall be determined

by multiplying the instantaneous concentration of the pollutant under
consideration [particles/cm3] with the instantaneous exhaust mass flow rate
[kg/s], both corrected and aligned for the transformation time. If applicable,
negative instantaneous emission values shall enter all subsequent data
evaluations. All significant digits of intermediate results shall enter the
calculation of the instantaneous emissions. The following equation shall apply:

𝑃𝑁, 𝑖 = 𝐶𝑃𝑁,𝑖 𝑞𝑚𝑒𝑤,𝑖 /𝜌𝑒

where:

PN,i = particle number flux [particles/s]

C𝑃𝑁,𝑖 = measured particle number concentration [#/m3] normalized at 0°C

𝑞𝑚𝑒𝑤,𝑖 = measured exhaust mass flow rate [kg/s]

𝜌𝑒 = density of the exhaust gas [kg/m3] at 0°C (Table 1)";

13.0 DATA REPORTING AND EXCHANGE

The data shall be exchanged between the measurement systems and the data
evaluation software by a standardized reporting file as specified in clause 2 of
Appendix 8 of this Annex. Any pre-processing of data (e.g. time correction
according to clause 3 of this Appendix or the correction of the GNSS vehicle
speed signal according to clause 7 of this Appendix) shall be done with the
control software of the measurement systems and shall be completed before
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the data reporting file is generated. If data are corrected or processed prior to
entering the data reporting file, the original raw data shall be kept for quality
assurance and control. Rounding of intermediate values is not permitted.

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the data reporting file is generated. If data are corrected or processed prior to
entering the data reporting file, the original raw data shall be kept for quality
assurance and control. Rounding of intermediate values is not permitted.

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Annex C6 – Appendix 5

Assessment of overall trip validity using the moving averaging window method

1.0 INTRODUCTION

The Moving Averaging Window method is used to assess the overall trip
dynamics. The test is divided in sub-sections (windows) and the subsequent
analysis aims at determining whether the trip is valid for RDE purposes.

The ‘normality’ of the windows is assessed by comparing their CO2 distance-

specific emissions with a reference curve obtained from the vehicle CO2
emissions measured in accordance with the applicable type approval cycle.

2.0 SYMBOLS, PARAMETERS AND UNITS

Index (i) refers to the time step

Index (j) refers to the window

Index (k) refers to the category (t=total, u=urban, r=rural, m=motorway) or to

the CO2 characteristic curve (cc)

Index "gas" refers to the regulated exhaust gas components (e.g. NOx, CO,
PN)

∆ Difference

≥ Larger or equal

# Number

% Per cent

≤ Smaller or equal

a1, b1 Coefficients of the CO2 characteristic curve

a2, b2 Coefficients of the CO2 characteristic curve

dj Distance covered by window j [km]

MCO2,ref Reference CO2 mass [g]

Mgas Mass or particle number of the exhaust component "gas"[g] or [#]

Mgas,j Mass or particle number of the exhaust component "gas" in window

j [g] or [#]

Mgas,d distance-specific emission for the exhaust component "gas" [g/km]

or [#/km]

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Annex C6 – Appendix 5

Assessment of overall trip validity using the moving averaging window method

1.0 INTRODUCTION

The Moving Averaging Window method is used to assess the overall trip
dynamics. The test is divided in sub-sections (windows) and the subsequent
analysis aims at determining whether the trip is valid for RDE purposes.

The ‘normality’ of the windows is assessed by comparing their CO2 distance-

specific emissions with a reference curve obtained from the vehicle CO2
emissions measured in accordance with the applicable type approval cycle.

2.0 SYMBOLS, PARAMETERS AND UNITS

Index (i) refers to the time step

Index (j) refers to the window

Index (k) refers to the category (t=total, u=urban, r=rural, m=motorway) or to

the CO2 characteristic curve (cc)

Index "gas" refers to the regulated exhaust gas components (e.g. NOx, CO,
PN)

∆ Difference

≥ Larger or equal

# Number

% Per cent

≤ Smaller or equal

a1, b1 Coefficients of the CO2 characteristic curve

a2, b2 Coefficients of the CO2 characteristic curve

dj Distance covered by window j [km]

MCO2,ref Reference CO2 mass [g]

Mgas Mass or particle number of the exhaust component "gas"[g] or [#]

Mgas,j Mass or particle number of the exhaust component "gas" in window

j [g] or [#]

Mgas,d distance-specific emission for the exhaust component "gas" [g/km]

or [#/km]

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Mgas,d,j distance-specific emission for the exhaust component "gas" in

window j

Nk number of windows for urban, rural, and motorway shares

P1, P2, P3 reference points

t time [s]

t1,j first second of the jth averaging window [s]

t2,j last second of the jth averaging window [s]

ti total time in step i [s]

ti,j total time in Step i considering window j [s]

tol1H upper tolerance for the vehicle CO2 characteristic curve, [%]

tol1L lower tolerance for the vehicle CO2 characteristic curve, [%]

tt duration of a test [s]

v vehicle speed [km/h]

𝑣̅ average speed of windows [km/h]

#
𝑣𝑃1
̅̅̅̅̅ Average Speed of the respective Low Speed phase of the respective
Type-1 WLTP cycle depending upon the class of vehicle. (km/h)

vt actual vehicle speed in time step i [km/h]

𝑣̅𝑗 average vehicle speed in window j [km/h]

𝑣𝑃2
̅̅̅̅̅ For M, N1 & #M1/N1 Low powered Category of Vehicle.

Average speed of the respective Medium speed phase of the

respective Type-1 WLTP cycle km/h

𝑣𝑃3
̅̅̅̅̅ For M & N1 & #M1/N1 Low powered Category of Vehicle.

Average Speed of the respective High Speed phase of the respective Type-1
WLTP cycle depending upon the class of vehicle
#
Reserved for M1/N1 Low Powered Category of Vehicles

3.0 MOVING AVERAGING WINDOWS

3.1 Definition of Averaging Windows

The instantaneous CO2 emissions calculated according to Appendix 4 shall be

integrated using a moving averaging window method, based on an appropriate

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Mgas,d,j distance-specific emission for the exhaust component "gas" in

window j

Nk number of windows for urban, rural, and motorway shares

P1, P2, P3 reference points

t time [s]

t1,j first second of the jth averaging window [s]

t2,j last second of the jth averaging window [s]

ti total time in step i [s]

ti,j total time in Step i considering window j [s]

tol1H upper tolerance for the vehicle CO2 characteristic curve, [%]

tol1L lower tolerance for the vehicle CO2 characteristic curve, [%]

tt duration of a test [s]

v vehicle speed [km/h]

𝑣̅ average speed of windows [km/h]

#
𝑣𝑃1
̅̅̅̅̅ Average Speed of the respective Low Speed phase of the respective
Type-1 WLTP cycle depending upon the class of vehicle. (km/h)

vt actual vehicle speed in time step i [km/h]

𝑣̅𝑗 average vehicle speed in window j [km/h]

𝑣𝑃2
̅̅̅̅̅ For M, N1 & #M1/N1 Low powered Category of Vehicle.

Average speed of the respective Medium speed phase of the

respective Type-1 WLTP cycle km/h

𝑣𝑃3
̅̅̅̅̅ For M & N1 & #M1/N1 Low powered Category of Vehicle.

Average Speed of the respective High Speed phase of the respective Type-1
WLTP cycle depending upon the class of vehicle
#
Reserved for M1/N1 Low Powered Category of Vehicles

3.0 MOVING AVERAGING WINDOWS

3.1 Definition of Averaging Windows

The instantaneous CO2 emissions calculated according to Appendix 4 shall be

integrated using a moving averaging window method, based on an appropriate

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reference CO2 mass. The reference CO2 mass shall be half of the Type I cycle
(WLTC).

Note: The above reference CO2 value may be updated, if required, based on
validation activity & analysis of existing data with intended PEMS software.

The moving window calculations are conducted with a time increment Δt

corresponding to the data sampling frequency. These sub-sets used to calculate
the vehicle on-road CO2 emissions and its average speed are referred to as
‘averaging windows’ in the following sections. The calculation described in
the present point shall be run from the first data point (forward) as shown in
Figure 1.

The usage of the reference CO2 mass is illustrated in Figure 2. The principle
of the calculation is as follows: The RDE distance-specific CO2 mass
emissions are not calculated for the complete data set, but for sub-sets of the
complete data set, the length of these sub-sets being determined so as to match
always the same fraction of the CO2 mass emitted by the vehicle over the
applicable WLTP test.

The following data shall not be considered for the calculation of the CO2 mass,
the distance and the vehicle average speed in each averaging window:

- The periodic verification of the instruments and/or after the zero drift
verifications;

- Vehicle ground speed <1km/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 M(CO2,j) shall be determined by integrating the

instantaneous emissions in g/s as specified in Appendix 4 of this Chapter.

Figure 1

Vehicle Speed Versus Time – Vehicle Averaged Emissions Versus Time,

starting from the First Averaging Window

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reference CO2 mass. The reference CO2 mass shall be half of the Type I cycle
(WLTC).

The moving window calculations are conducted with a time increment Δt

corresponding to the data sampling frequency. These sub-sets used to calculate
the vehicle on-road CO2 emissions and its average speed are referred to as
‘averaging windows’ in the following sections. The calculation described in
the present point shall be run from the first data point (forward) as shown in
Figure 1.

The usage of the reference CO2 mass is illustrated in Figure 2. The principle
of the calculation is as follows: The RDE distance-specific CO2 mass
emissions are not calculated for the complete data set, but for sub-sets of the
complete data set, the length of these sub-sets being determined so as to match
always the same fraction of the CO2 mass emitted by the vehicle over the
applicable WLTP test.

The following data shall not be considered for the calculation of the CO2 mass,
the distance and the vehicle average speed in each averaging window:

- The periodic verification of the instruments and/or after the zero drift
verifications;

- Vehicle ground speed <1km/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 M(CO2,j) shall be determined by integrating the

instantaneous emissions in g/s as specified in Appendix 4 of this Chapter.

Figure 1

Vehicle Speed Versus Time – Vehicle Averaged Emissions Versus Time,

starting from the First Averaging Window

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Figure 2

Definition of CO2 Mass Based Averaging Windows

The duration (t2,j – t1,j ) of the jth averaging window is determined by:

MCO2 (t2, j) − MCO2 (t1, j) ≥ MCO2,ref

where:

MCO2 (ti, j) is the CO2 mass measured between the test start and time (ti, j), [g];

MCO2, ref is the reference CO2 mass (half of the CO2 mass emitted by the
vehicle over the applicable WLTP test as per Annex B6 of this regulation t2,j
shall be selected such as:.

𝑀𝐶𝑂2 (𝑡2,𝑗 − 𝛥𝑡) − 𝑀𝐶𝑂2 (𝑡1,𝑗 ) < 𝑀𝐶𝑂2, 𝑟𝑒𝑓 ≤ 𝑀𝐶𝑂2 (𝑡2,𝑗 ) − 𝑀𝐶𝑂2 (𝑡1,𝑗 )

where ∆t is the data sampling period

3.2 Calculation of Window Emissions and Averages

The following shall be calculated for each window determined in accordance

with clause 3.1 of this Appendix.

The distance-specific CO2 emissions MCO2,d,j;

The average vehicle speed 𝑣̅j

4.0 EVALUATION OF WINDOWS

4.1 Introduction

The windows are assessed by comparing their CO2 distance-specific emissions

with a curve obtained from the vehicle CO2 emissions measured in accordance
with the applicable type approval cycle. For that purpose, the windows are
classified in urban, rural and motorway average speed classes.

4.2 CO2 Characteristic Curve Reference Points

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Figure 2

Definition of CO2 Mass Based Averaging Windows

The duration (t2,j – t1,j ) of the jth averaging window is determined by:

MCO2 (t2, j) − MCO2 (t1, j) ≥ MCO2,ref

where:

MCO2 (ti, j) is the CO2 mass measured between the test start and time (ti, j), [g];

MCO2, ref is the reference CO2 mass (half of the CO2 mass emitted by the
vehicle over the applicable WLTP test as per Annex B6 of this regulation t2,j
shall be selected such as:.

𝑀𝐶𝑂2 (𝑡2,𝑗 − 𝛥𝑡) − 𝑀𝐶𝑂2 (𝑡1,𝑗 ) < 𝑀𝐶𝑂2, 𝑟𝑒𝑓 ≤ 𝑀𝐶𝑂2 (𝑡2,𝑗 ) − 𝑀𝐶𝑂2 (𝑡1,𝑗 )

where ∆t is the data sampling period

3.2 Calculation of Window Emissions and Averages

The following shall be calculated for each window determined in accordance

with clause 3.1 of this Appendix.

The distance-specific CO2 emissions MCO2,d,j;

The average vehicle speed 𝑣̅j

4.0 EVALUATION OF WINDOWS

4.1 Introduction

The windows are assessed by comparing their CO2 distance-specific emissions

with a curve obtained from the vehicle CO2 emissions measured in accordance
with the applicable type approval cycle. For that purpose, the windows are
classified in urban, rural and motorway average speed classes.

4.2 CO2 Characteristic Curve Reference Points

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The distance-specific CO2 emissions to be considered in this paragraph for the

definition of the characteristic curve shall be obtained from the tests conducted
on the vehicle using the applicable type approval cycle(s).

For OVC-HEV vehicles, the values shall be obtained from the applicable type
approval cycle conducted using the Charge Sustaining mode.

The reference Points P1, P2 and P3 required to define the curve shall be
established as follows:

4.2.1 Point P1 –Low speed point

𝑉𝑃1= Average Speed of the respective Low Speed phase of the respective
Type-1 WLTP cycle depending upon the class of vehicle

MCO2,d,P1 = Vehicle CO2 emissions over the Low Speed phase of the WLTP
cycle [g/km]

4.2.2 Point P2 – Medium speed point

𝑉𝑝2 = Average Speed of the respective Medium speed phase of the

respective Type-1 WLTP cycle depending upon the class of vehicle

MCO2,d,P2 = Vehicle CO2 emissions over the Medium Speed phase of the
WLTP cycle [g/km]

4.2.3 Point P3 – High speed point

𝑉𝑝3 = Average Speed of the respective High Speed phase of the respective
Type-1 WLTP cycle depending upon the class of vehicle.

#For M1/N1 Low Powered

Average Speed of the Low Speed phase of the Type-1 WLTP cycle (Class 1
Cycle)

MCO2,d,P3 = Vehicle CO2 emissions over the High Speed phase of the WLTP
cycle [g/km]

#For M1/N1 Low Powered

MCO2,d,P3 = MCO2,d,P2

# Reserved for M1/N1 Low Powered Category of Vehicles

4.3 CO2 characteristic curve definition

Using the reference points defined in clause 4.2 of this Appendix, 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 120 km/h on the vehicle speed axis. The characteristic curve is
defined by equations as follows:

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The distance-specific CO2 emissions to be considered in this paragraph for the

definition of the characteristic curve shall be obtained from the tests conducted
on the vehicle using the applicable type approval cycle(s).

For OVC-HEV vehicles, the values shall be obtained from the applicable type
approval cycle conducted using the Charge Sustaining mode.

The reference Points P1, P2 and P3 required to define the curve shall be
established as follows:

4.2.1 Point P1 –Low speed point

𝑉𝑃1= Average Speed of the respective Low Speed phase of the respective
Type-1 WLTP cycle depending upon the class of vehicle

For M1/N1 Low powered vehicles:

Vp1= Arithmetic mean of, average speed of Low phase (low 1) and average
speed of additional low phase (low 1) of the Type-1 WLTP cycle.

MCO2,d,P1 = Vehicle CO2 emissions over the Low Speed phase of the WLTP
cycle [g/km]

For M1/N1 Low powered vehicles:

MCO2,d,P1 = Arithmetic average of, CO2 emission over the Low phase (low
1) and additional low phase (low 1) of theType-1 WLTP cycle.

4.2.2 Point P2 – Medium speed point

𝑉𝑝2 = Average Speed of the respective Medium speed phase of the

respective Type-1 WLTP cycle depending upon the class of vehicle

MCO2,d,P2 = Vehicle CO2 emissions over the Medium Speed phase of the
WLTP cycle [g/km]

4.2.3 Point P3 – High speed point

𝑉𝑝3 = Average Speed of the respective High Speed phase of the respective
Type-1 WLTP cycle depending upon the class of vehicle.

For M1/N1 Low powered vehicles:

Vp3 = 70 km/h

MCO2,d,P3 = Vehicle CO2 emissions over the High Speed phase of the WLTP
cycle [g/km]

For M1/ N1 Low powered vehicles:

MCO2,d,P3 = MCO2,d,P2

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For the section ((P1, P2 ):

𝑀𝐶𝑂2 ,𝑑,𝑐𝑐 (𝑣̅ ) = 𝑎1 𝑣̅ + 𝑏1

With:

𝑎1 = (𝑀𝐶𝑂2,𝑑,𝑝2 − 𝑀𝐶𝑂2,𝑑,𝑝1 )/(𝑣

̅̅̅̅̅
𝑝2 − ̅̅̅̅̅)
𝑣𝑝1

And

𝑏1 = 𝑀𝐶𝑜2,𝑑,𝑝1 − 𝑎1 ̅̅̅̅̅
𝑣𝑝1

For the section (P_2,P_3):

𝑀𝐶𝑂2 ,𝑑,𝐶𝐶 (𝑣̅ ) = 𝑎2 𝑣̅ + 𝑏2

𝑤𝑖𝑡ℎ: 𝑎2 = (𝑀𝐶𝑂2 ,𝑑,𝑃3 − 𝑀𝐶𝑂2,𝑑,𝑃2 )⁄(𝑣

̅̅̅̅̅
𝑃3 − ̅̅̅̅̅)
𝑣𝑃2

𝑎𝑛𝑑: 𝑏2 = 𝑀𝐶𝑂2 ,𝑑,𝑃2 − 𝑎2 ̅̅̅̅̅

𝑣𝑃2

Figure 3

Vehicle CO2 characteristic curve and tolerances for ICE and NOVC-
HEV vehicles(Illustrated for the case

𝑀𝐶𝑂2 ,𝑑,𝑃3 ≠ 𝑀𝐶𝑂2,𝑑,𝑃2 )

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4.3 CO2 characteristic curve definition

Using the reference points defined in clause 4.2 of this Appendix, 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 120 km/h on the vehicle speed axis. The characteristic curve is
defined by equations as follows:

For the section ((P1, P2 ):

𝑀𝐶𝑂2 ,𝑑,𝑐𝑐 (𝑣̅ ) = 𝑎1 𝑣̅ + 𝑏1

With:

𝑎1 = (𝑀𝐶𝑂2,𝑑,𝑝2 − 𝑀𝐶𝑂2,𝑑,𝑝1 )/(𝑣

̅̅̅̅̅
𝑝2 − ̅̅̅̅̅)
𝑣𝑝1

And

𝑏1 = 𝑀𝐶𝑜2,𝑑,𝑝1 − 𝑎1 ̅̅̅̅̅
𝑣𝑝1

For the section (P_2,P_3):

𝑀𝐶𝑂2 ,𝑑,𝐶𝐶 (𝑣̅ ) = 𝑎2 𝑣̅ + 𝑏2

𝑤𝑖𝑡ℎ: 𝑎2 = (𝑀𝐶𝑂2 ,𝑑,𝑃3 − 𝑀𝐶𝑂2,𝑑,𝑃2 )⁄(𝑣

̅̅̅̅̅
𝑃3 − ̅̅̅̅̅)
𝑣𝑃2

𝑎𝑛𝑑: 𝑏2 = 𝑀𝐶𝑂2 ,𝑑,𝑃2 − 𝑎2 ̅̅̅̅̅

𝑣𝑃2

Figure 3

Vehicle CO2 characteristic curve and tolerances for ICE and NOVC-
HEV vehicles(Illustrated for the case

𝑀𝐶𝑂2 ,𝑑,𝑃3 ≠ 𝑀𝐶𝑂2,𝑑,𝑃2 )

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Figure 4:

Vehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles

(Illustrated for the case

𝑀𝐶𝑂2 ,𝑑,𝑃3 ≠ 𝑀𝐶𝑂2 ,𝑑,𝑃2

4.4 Urban, Rural and Motorway Windows

4.4.1 Urban windows are characterized by average vehicle ground speeds smaller
than 35 km/h for M, N1 & M1/N1 Low powered categories of vehicles.

4.4.2 Rural windows are characterized by average vehicle ground speeds 𝑣𝑗̅̅̅̅greater
than or equal to 35 km/h and smaller than 55 km/h for M & N1 categories of
vehicles and for M1/N1 low powered categories of vehicles since only 2 phases
considered will be higher than or equal to 35 km/h.

4.4.3 Motorway windows are characterized by average vehicle ground speeds 𝑣𝑗 ̅̅̅̅
greater than or equal to 55 km/h and smaller than 120 km/h for M category
vehicles & 𝑣𝑗
̅̅̅̅greater than or equal to 55km/h and smaller than 80km/h for N1
category vehicles..

Note: The above values may be updated, if required, based on validation

activity & analysis of existing data with intended PEMS software.

Figure 5

Vehicle CO2 Characteristic Curve: Urban, Rural and

Motorway Driving Definitions (Illustrated for WLTP 3 phases ICE and

NOVC-HEV vehicles)

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Figure 4:

Vehicle CO2 characteristic curve and tolerances for OVC-HEV vehicles

(Illustrated for the case

𝑀𝐶𝑂2 ,𝑑,𝑃3 ≠ 𝑀𝐶𝑂2 ,𝑑,𝑃2

4.4 Urban, Rural and Motorway Windows

4.4.1 Urban windows are characterized by average vehicle ground speeds smaller
than 35 km/h for M, N1 & M1/N1 Low powered categories of vehicles.

4.4.2 Rural windows are characterized by average vehicle ground speeds 𝑣𝑗̅̅̅̅greater
than or equal to 35 km/h and smaller than 55 km/h for M & N1 categories of
vehicles and for M1/N1 low powered categories of vehicles since only 2 phases
considered will be higher than or equal to 35 km/h.

4.4.3 Motorway windows are characterized by average vehicle ground speeds 𝑣𝑗 ̅̅̅̅
greater than or equal to 55 km/h and smaller than 120 km/h for M category
vehicles & 𝑣𝑗
̅̅̅̅greater than or equal to 55km/h and smaller than 80km/h for N1
category vehicles..

Figure 5

Vehicle CO2 Characteristic Curve: Urban, Rural and

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Figure 6

Vehicle CO2 Characteristic Curve: Urban, Rural and

Motorway Driving Definitions (Illustrated for WLTP 3 phases OVC-

HEV vehicles)

5.0 Verification of trip validity

5.1 Tolerances Around the Vehicle CO2 Characteristic Curve

The upper tolerance of the vehicle CO2 characteristic curve is tol1H = 45 % for
urban driving and tol1H = 40 % for rural and motorway driving.

The lower tolerance of the vehicle CO2 characteristic curve is tol1L = 25 % for
ICE and NOVC-HEV vehicles and tol1L = 100 % for OVC-HEV vehicles.

Note: The above criteria may be reviewed, if required, based on validation

activity & analysis of existing data with intended PEMS software.

5.2 Reserved

5.3 Verification of Test Normality

The test is valid when it comprises at least 50 % of the urban, rural and
motorway 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 tol1H and tol1L is not met, the upper positive tolerance tol1H may be
increased by steps of 1 % until the 50 % target is reached. When using this
mechanism, the value of tol1H shall never exceed 50 %.

ANNEX C6 - APPENDIX 6

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Motorway Driving Definitions (Illustrated for WLTP 3 phases ICE and

NOVC-HEV vehicles)

Figure 6

Vehicle CO2 Characteristic Curve: Urban, Rural and

Motorway Driving Definitions (Illustrated for WLTP 3 phases OVC-

HEV vehicles)

5.0 Verification of trip validity

5.1 Tolerances Around the Vehicle CO2 Characteristic Curve

The upper tolerance of the vehicle CO2 characteristic curve is tol1H = 45 % for
urban driving and tol1H = 40 % for rural and motorway driving.

The lower tolerance of the vehicle CO2 characteristic curve is tol1L = 25 % for
ICE and NOVC-HEV vehicles and tol1L = 100 % for OVC-HEV vehicles.

For M1/N1 Low Powered vehicles:

The lower tolerance of the vehicle CO2 characteristic curve is tol1L =

30 %

Note: The above criteria may be reviewed, if required, based on validation

activity & analysis of existing data with intended PEMS software.

5.2 Reserved

5.3 Verification of Test Normality

The test is valid when it comprises at least 50 % of the urban, rural and
motorway 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 tol1H and tol1L is not met, the upper positive tolerance tol1H may be
increased by steps of 1 % until the 50 % target is reached. When using this
mechanism, the value of tol1H shall never exceed 50 %.

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RESERVED

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ANNEX C6 - APPENDIX 6

RESERVED

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ANNEX C6 - APPENDIX 7

SELECTION OF VEHICLES FOR PEMS TESTING AT INITIAL TYPE

APPROVAL

1.0 INTRODUCTION

PEMS tests are not required to be performed for each ‘vehicle type with regard
to emissions’ as defined in this Regulation, hereinafter ‘vehicle emission type’.
Several vehicle emission types may be put together by the vehicle manufacturer
to form a ‘PEMS test family’ in accordance with the requirements of clause 3 of
this Appendix, which shall be validated according to the requirements of clause
4 of this Appendix.

2.0 SYMBOLS, PARAMETERS AND UNITS

N = Number of vehicle emission types

NT = Minimum number of vehicle emission types

PMRH = Highest power-to-mass-ratio of all vehicles in the PEMS test family

PMRL = Lowest power-to-mass-ratio of all vehicles in the PEMS test family

V_eng_max = Maximum engine volume of all vehicles within the PEMS test family

3.0 PEMS TEST FAMILY BUILDING

A PEMS test family shall comprise finished vehicles with similar emission
characteristics. Vehicle emission types may be included in a PEMS test family
only as long as the completed vehicles within a PEMS test family are identical
with respect to the characteristics in clause 3.1. and 3.2 of this Appendix.

3.1 Administrative criteria

3.1.1 The Test Agency issuing the emission type approval as per AIS 175.

3.1.2 A Single Vehicle Manufacturer having received the emission type approval as
per AIS 175.

3.2 Technical Criteria

3.2.1 Propulsion type (e.g. ICE, NOVC-HEV, OVC-HEV)

3.2.2 Type(s) of fuel(s) (e.g. gasoline, diesel, LPG, NG, …). Bi- or flex- fuelled
vehicles may be grouped with other vehicles, with which they have one of the
fuels in common.

3.2.3 Combustion Process (e.g. two stroke, four stroke)

3.2.4 Number of Cylinders

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ANNEX C6 - APPENDIX 7

SELECTION OF VEHICLES FOR PEMS TESTING AT INITIAL TYPE

APPROVAL

1.0 INTRODUCTION

PEMS tests are not required to be performed for each ‘vehicle type with regard
to emissions’ as defined in this Regulation, hereinafter ‘vehicle emission type’.
Several vehicle emission types may be put together by the vehicle manufacturer
to form a ‘PEMS test family’ in accordance with the requirements of clause 3 of
this Appendix, which shall be validated according to the requirements of clause
4 of this Appendix.

2.0 SYMBOLS, PARAMETERS AND UNITS

N = Number of vehicle emission types

NT = Minimum number of vehicle emission types

PMRH = Highest power-to-mass-ratio of all vehicles in the PEMS test family

PMRL = Lowest power-to-mass-ratio of all vehicles in the PEMS test family

V_eng_max = Maximum engine volume of all vehicles within the PEMS test family

3.0 PEMS TEST FAMILY BUILDING

A PEMS test family shall comprise finished vehicles with similar emission
characteristics. Vehicle emission types may be included in a PEMS test family
only as long as the completed vehicles within a PEMS test family are identical
with respect to the characteristics in clause 3.1. and 3.2 of this Appendix.

3.1 Administrative criteria

3.1.1 The Test Agency issuing the emission type approval as per AIS 175.

3.1.2 A Single Vehicle Manufacturer having received the emission type approval as
per AIS 175.

3.2 Technical Criteria

3.2.1 Propulsion type (e.g. ICE, NOVC-HEV, OVC-HEV)

3.2.2 Type(s) of fuel(s) (e.g. gasoline, diesel, LPG, NG, …). Bi- or flex- fuelled
vehicles may be grouped with other vehicles, with which they have one of the
fuels in common.

3.2.3 Combustion Process (e.g. two stroke, four stroke)

3.2.4 Number of Cylinders

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3.2.5 Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed)

3.2.6 Engine Volume

The vehicle manufacturer shall specify a value V_eng_max (=maximum engine

volume of all vehicles within the PEMS test family). The engine volume of
vehicles in the PEMS test family shall not deviate more than -5% from
V_eng_max if V_eng_max ≥ 1500 cc and -7% from V_eng_max if V_eng_max
< 1500 cc.

3.2.7 Method of Engine Fuelling (e.g. indirect or direct or combined injection)

3.2.8 Type of Cooling System (e.g. air, water, oil)

3.2.9 Method of aspiration such as naturally aspirated, pressure charged, type of

pressure charger (e.g. externally driven , single or multiple turbo, variable
geometries …)

3.2.10 Types and sequence of exhaust after-treatment components (e.g. three- way
catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate
trap).

3.2.11 Exhaust Gas Recirculation (with or without, internal/external,

cooled/non-cooled, low/high pressure)

3.3 Extension of a PEMS Test Family

An existing PEMS test family may be extended by adding new vehicle emission
types to it. The extended PEMS test family and its validation must also fulfill
the requirements of clause 3 and 4 of this Appendix. This may in particular
require the PEMS testing of additional vehicles to validate the extended PEMS
test family according to clause 4 of this Appendix.

4.0 VALIDATION OF A PEMS TEST FAMILY

4.1 General Requirements for Validating a PEMS Fest family

4.1.1 The vehicle manufacturer presents a representative vehicle of the PEMS test
family to the Test Agency. The vehicle shall be subject to a PEMS test carried
out by a Test Agency to demonstrate compliance of the representative vehicle
with the requirements of this Annex

4.1.2 The Test Agency selects additional vehicles according to the requirements of
clause 4.2 of this Appendix for PEMS testing carried out by a Test Agency to
demonstrate compliance of the selected vehicles with the requirements of this
Annex. The technical criteria for selection of an additional vehicle according to
clause 4.2 of this Appendix shall be recorded with the test results.

4.1.3 With agreement of the Test Agency, a PEMS test can also be driven by a
different operator witnessed by a Test Agency, provided that at least the tests of
the vehicles required by points 4.2.2 and 4.2.6 of this Appendix and in total at
least 50 % of the PEMS tests required by this Appendix for validating the PEMS
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3.2.5 Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed)

3.2.6 Engine Volume

The vehicle manufacturer shall specify a value V_eng_max (=maximum engine

volume of all vehicles within the PEMS test family). The engine volume of
vehicles in the PEMS test family shall not deviate more than -5% from
V_eng_max if V_eng_max ≥ 1500 cc and -7% from V_eng_max if V_eng_max
< 1500 cc.

3.2.7 Method of Engine Fuelling (e.g. indirect or direct or combined injection)

3.2.8 Type of Cooling System (e.g. air, water, oil)

3.2.9 Method of aspiration such as naturally aspirated, pressure charged, type of

pressure charger (e.g. externally driven , single or multiple turbo, variable
geometries …)

3.2.10 Types and sequence of exhaust after-treatment components (e.g. three- way
catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate
trap).

3.2.11 Exhaust Gas Recirculation (with or without, internal/external,

cooled/non-cooled, low/high pressure)

3.3 Extension of a PEMS Test Family

An existing PEMS test family may be extended by adding new vehicle emission
types to it. The extended PEMS test family and its validation must also fulfill
the requirements of clause 3 and 4 of this Appendix. This may in particular
require the PEMS testing of additional vehicles to validate the extended PEMS
test family according to clause 4 of this Appendix.

4.0 VALIDATION OF A PEMS TEST FAMILY

4.1 General Requirements for Validating a PEMS Fest family

4.1.1 The vehicle manufacturer presents a representative vehicle of the PEMS test
family to the Test Agency. The vehicle shall be subject to a PEMS test carried
out by a Test Agency to demonstrate compliance of the representative vehicle
with the requirements of this Annex

4.1.2 The Test Agency selects additional vehicles according to the requirements of
clause 4.2 of this Appendix for PEMS testing carried out by a Test Agency to
demonstrate compliance of the selected vehicles with the requirements of this
Annex. The technical criteria for selection of an additional vehicle according to
clause 4.2 of this Appendix shall be recorded with the test results.

4.1.3 With agreement of the Test Agency, a PEMS test can also be driven by a
different operator witnessed by a Test Agency, provided that at least the tests of
the vehicles required by points 4.2.2 and 4.2.6 of this Appendix and in total at
least 50 % of the PEMS tests required by this Appendix for validating the PEMS
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test family are driven by a Test Agency. In such case the Test Agency remains
responsible for the proper execution of all PEMS tests pursuant to the
requirements of this Annex.

4.1.4 A PEMS test results of a specific vehicle may be used for validating different
PEMS test families according to the requirements of this Appendix under the
following conditions:

the vehicles included in all PEMS test families to be validated are approved by
a single Test Agency according to the requirements of this Part and this Test
Agency agrees to the use of the specific vehicle's PEMS test results for validating
different PEMS test families;

each PEMS test family to be validated includes a vehicle emission type, which
comprises the specific vehicle;

For each validation the applicable responsibilities are considered to be borne by

the manufacturer of the vehicles in the respective family, regardless of whether
this manufacturer was involved in the PEMS test of the specific vehicle emission
type.

4.2 Selection of Vehicles for PEMS Testing when Validating a PEMS Test Family

By selecting vehicles from a PEMS test family it should be ensured that the
following technical characteristics relevant for pollutant emissions are covered
by a PEMS test. One vehicle selected for testing can be representative for
different technical characteristics. For the validation of a PEMS test family
vehicles shall be selected for PEMS testing as follows:

4.2.1 For each combination of fuels (e.g. gasoline-LPG, petrol-NG, petrol only), on
which some vehicle of the PEMS test family can operate, at least one vehicle
that can operate on this combination of fuels shall be selected for PEMS testing.

4.2.2 The manufacturer shall specify a value PMRH (= highest power-to- mass-ratio
of all vehicles in the PEMS test family) and a value PMRL (= lowest power-to-
mass-ratio of all vehicles in the PEMS test family). Here the "power-to-mass-
ratio" corresponds to the ratio of the maximum net power of the internal
combustion engine and of the reference mass. At least one vehicle configuration
representative for the specified PMRH and one vehicle configuration
representative for the specified PMRL of a PEMS test family shall be selected
for testing. If the power-to-mass ratio of a vehicle deviates by not more than 5%
from the specified value for PMRH, or PMRL, the vehicle should be considered
as representative for this value.

4.2.3 At least one vehicle for each transmission type (e.g., manual, automatic, DCT,
CVT, AMT) installed in vehicles of the PEMS test family shall be selected for
testing.

4.2.4 At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing
if such vehicles are part of the PEMS test family.

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test family are driven by a Test Agency. In such case the Test Agency remains
responsible for the proper execution of all PEMS tests pursuant to the
requirements of this Annex.

4.1.4 A PEMS test results of a specific vehicle may be used for validating different
PEMS test families according to the requirements of this Appendix under the
following conditions:

the vehicles included in all PEMS test families to be validated are approved by
a single Test Agency according to the requirements of this Part and this Test
Agency agrees to the use of the specific vehicle's PEMS test results for validating
different PEMS test families;

each PEMS test family to be validated includes a vehicle emission type, which
comprises the specific vehicle;

For each validation the applicable responsibilities are considered to be borne by

the manufacturer of the vehicles in the respective family, regardless of whether
this manufacturer was involved in the PEMS test of the specific vehicle emission
type.

4.2 Selection of Vehicles for PEMS Testing when Validating a PEMS Test Family

By selecting vehicles from a PEMS test family it should be ensured that the
following technical characteristics relevant for pollutant emissions are covered
by a PEMS test. One vehicle selected for testing can be representative for
different technical characteristics. For the validation of a PEMS test family
vehicles shall be selected for PEMS testing as follows:

4.2.1 For each combination of fuels (e.g. gasoline-LPG, petrol-NG, petrol only), on
which some vehicle of the PEMS test family can operate, at least one vehicle
that can operate on this combination of fuels shall be selected for PEMS testing.

4.2.2 The manufacturer shall specify a value PMRH (= highest power-to- mass-ratio
of all vehicles in the PEMS test family) and a value PMRL (= lowest power-to-
mass-ratio of all vehicles in the PEMS test family). Here the "power-to-mass-
ratio" corresponds to the ratio of the maximum net power of the internal
combustion engine and of the mass in running order minus 75 kg. At least one
vehicle configuration representative for the specified PMRH and one vehicle
configuration representative for the specified PMRL of a PEMS test family shall
be selected for testing. If the power-to-mass ratio of a vehicle deviates by not
more than 5% from the specified value for PMRH, or PMRL, the vehicle should
be considered as representative for this value.

4.2.3 At least one vehicle for each transmission type (e.g., manual, automatic, DCT,
CVT, AMT) installed in vehicles of the PEMS test family shall be selected for
testing.

4.2.4 At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing
if such vehicles are part of the PEMS test family.

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4.2.5 For each engine volume occurring on a vehicle in the PEMS family at least one
representative vehicle shall be tested.

4.2.6 At least one vehicle for each number of installed exhaust after- treatment
components shall be selected for testing.

4.2.7 RDE test shall be conducted in Cold & Hot conditions. For hot condition 50%
of the selected vehicles to be tested and shall be rounded to the next higher
integer number.

4.2.8 At least 1 vehicle with Minimum & 1 vehicle with Maximum Road Load forces
at 80 Km/h shall be selected for RDE testing.

4.2.9 Notwithstanding the provisions in Points 4.2.1 to 4.2.8, at least the following
number of vehicle emission types of a given PEMS test family shall be selected
for testing:

Number N of vehicle emission Minimum number NT of vehicle

types in a PEMS test family emission types selected for PEMS
testing

1 1

from 2 to 4 2

from 5 to 7 3

from 8 to 10 4

from 11 to 49 NT = 3 + 0.1 x N(*)

more than 49 NT = 3 + 0.15 x N(*)

(*) NT shall be rounded to the next higher integer number

4.2.10 If required, based on mutual agreement between manufacturer & test agency
additional test may be conducted for validating the PEMS Family.

5.0 REPORTING

5.1 The vehicle manufacturer provides a full description of the PEMS test family,
which includes in particular the technical criteria described in clause 3.2 of this
Appendix and submits it to the Test Agency.

5.2 The manufacturer attributes a unique identification number of the format TA-
OEM-X-Y to the PEMS test family and communicates it to the Test Agency.
Here TA is the distinguishing number of the Test Agency issuing Approval,
OEM is the 3 character manufacturer, X is a sequential number identifying the
original PEMS test family and Y is a counter for its extensions (starting with 0
for a PEMS test family not extended yet).

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4.2.5 For each engine volume occurring on a vehicle in the PEMS family at least one
representative vehicle shall be tested.

4.2.6 At least one vehicle for each number of installed exhaust after- treatment
components shall be selected for testing.

4.2.7 RDE test shall be conducted in Cold & Hot conditions. For hot condition 50%
of the selected vehicles to be tested and shall be rounded to the next higher
integer number.

4.2.8 At least 1 vehicle with Minimum & 1 vehicle with Maximum Road Load forces
at 80 Km/h shall be selected for RDE testing.

4.2.9 Notwithstanding the provisions in Points 4.2.1 to 4.2.8, at least the following
number of vehicle emission types of a given PEMS test family shall be selected
for testing:

Number N of vehicle emission Minimum number NT of vehicle

types in a PEMS test family emission types selected for PEMS
testing

1 1

from 2 to 4 2

from 5 to 7 3

from 8 to 10 4

from 11 to 49 NT = 3 + 0.1 x N(*)

more than 49 NT = 3 + 0.15 x N(*)

(*) NT shall be rounded to the next higher integer number

4.2.10 If required, based on mutual agreement between manufacturer & test agency
additional test may be conducted for validating the PEMS Family.

5.0 REPORTING

5.1 The vehicle manufacturer provides a full description of the PEMS test family,
which includes in particular the technical criteria described in clause 3.2 of this
Appendix and submits it to the Test Agency.

5.2 The manufacturer attributes a unique identification number of the format TA-
OEM-X-Y to the PEMS test family and communicates it to the Test Agency.
Here TA is the distinguishing number of the Test Agency issuing Approval,
OEM is the 3 character manufacturer, X is a sequential number identifying the
original PEMS test family and Y is a counter for its extensions (starting with 0
for a PEMS test family not extended yet).

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5.3 The Test Agency and the vehicle manufacturer shall maintain a list of vehicle
emission types being part of a given PEMS test family on the basis of emission
type approval numbers. For each emission type all corresponding combinations
of vehicle type approval numbers, types, variants and versions shall be provided.

5.4 The Test Agency and the vehicle manufacturer shall maintain a list of vehicle
emission types selected for PEMS testing in order validate a PEMS test family
in accordance with clause 4 of this Appendix, which also provides the necessary
information on how the selection criteria of clause 4.2 of this Appendix are
covered.

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5.3 The Test Agency and the vehicle manufacturer shall maintain a list of vehicle
emission types being part of a given PEMS test family on the basis of emission
type approval numbers. For each emission type all corresponding combinations
of vehicle type approval numbers, types, variants and versions shall be provided.

5.4 The Test Agency and the vehicle manufacturer shall maintain a list of vehicle
emission types selected for PEMS testing in order validate a PEMS test family
in accordance with clause 4 of this Appendix, which also provides the necessary
information on how the selection criteria of clause 4.2 of this Appendix are
covered.

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ANNEX C6 - APPENDIX 7A

Assessment of Excess or Absence of Trip Dynamics

1.0 INTRODUCTION

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

2.0 SYMBOLS, PARAMETERS AND UNITS

RPA Relative Positive Acceleration

∆ Difference

> Larger

≥ Larger or equal

% Per cent

< Smaller

≤ Smaller or equal

a Acceleration [m/s2]

ai Acceleration in time Step i [m/s2]

apos Positive acceleration greater than 0.1m/s2 [m/s2]

apos,i,k Positive acceleration greater than 0.1m/s2 in time

Step i considering theurban, 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) Refers to the time step

Index (j) Refers to the 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

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ANNEX C6 - APPENDIX 7A

Assessment of Excess or Absence of Trip Dynamics

1.0 INTRODUCTION

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

2.0 SYMBOLS, PARAMETERS AND UNITS

RPA Relative Positive Acceleration

∆ Difference

> Larger

≥ Larger or equal

% Per cent

< Smaller

≤ Smaller or equal

a Acceleration [m/s2]

ai Acceleration in time Step i [m/s2]

apos Positive acceleration greater than 0.1m/s2 [m/s2]

apos,i,k Positive acceleration greater than 0.1m/s2 in time

Step i considering theurban, 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) Refers to the time step

Index (j) Refers to the 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

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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 x a)I Actual vehicle speed per acceleration in time Step i [m2/s3 or

W/kg]

(v x apos)j,k Actual vehicle speed per positive acceleration greater than

0.1m/s2 in time Step j considering the urban, rural and
motorway shares [m2/s3 or W/kg].

(v x apos)k [95] 95th percentile of the product of vehicle speed per positive
acceleration greater than 0.1m/s2 for urban, rural and
motorway shares [m2/s3 or W/kg]

vk average vehicle speed for urban, rural and motorway shares

[km/h]

3.0 TRIP INDICATORS

3.1 Calculations

3.1.1 Data Pre-processing

Dynamic parameters, such as acceleration, (𝑣×𝑎𝑝os) or RPA, shall be determined

with a speed signal of an accuracy of 0.1 per cent 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×𝑎𝑝os) 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)

Calculation of distance, acceleration and (𝑣×𝑎). The following calculations shall

be performed over the whole time based speed trace (1 Hz resolution) from
second 1 to second Nt (last second).

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

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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 x a)I Actual vehicle speed per acceleration in time Step i [m2/s3 or

W/kg]

(v x apos)j,k Actual vehicle speed per positive acceleration greater than

0.1m/s2 in time Step j considering the urban, rural and
motorway shares [m2/s3 or W/kg].

(v x apos)k [95] 95th percentile of the product of vehicle speed per positive
acceleration greater than 0.1m/s2 for urban, rural and
motorway shares [m2/s3 or W/kg]

vk average vehicle speed for urban, rural and motorway shares

[km/h]

3.0 TRIP INDICATORS

3.1 Calculations

3.1.1 Data Pre-processing

Dynamic parameters, such as acceleration, (𝑣×𝑎𝑝os) or RPA, shall be determined

with a speed signal of an accuracy of 0.1 per cent 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×𝑎𝑝os) 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)

Calculation of distance, acceleration and (𝑣×𝑎). The following calculations shall

be performed over the whole time based speed trace (1 Hz resolution) from
second 1 to second Nt (last second).

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

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𝑣
𝑑𝑖 = 3.6𝑖 , i =1 to Nt

𝑑𝑖 Distance covered in time step i [m]

𝑣𝑖 Actual vehicle speed in time step i [km/h]

𝑁𝑡 Total number of samples

The acceleration shall be calculated as follows:

𝑣𝑖+1 − 𝑣𝑖−1
𝑎𝑖 = , 𝑖 = 1 𝑡𝑜 𝑁𝑡
(2)𝑥(3.6)

where:

ai 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:

(𝑣×𝑎)i = vi x ai /3.6, i = 1 to Nt

where:
𝑣𝑖 𝑥 𝑎𝑖
(𝑣 × 𝑎))𝑖 = ( ) , 𝑖 = 1 𝑡𝑜 𝑁𝑡
3.6
(𝑣 × 𝑎)𝑖 Product of the actual vehicle speed per acceleration in time step i
[m2/s3 or W/kg].

3.1.3 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.

For M category vehicles, All datasets with vi < 45 km/h belong to the Phase I
speed bin, all datasets with 45 km/h ≤ vi < 65 km/h belong to the Phase II
speed bin and all datasets with vi ≥ 65 km/h belong to the Phase III speed bin.

For N1 category vehicles, all datasets with vi < 40 km/h belong to the Phase I
speed bin, all datasets with 40 km/h ≤ vi < 60 km/h belong to the Phase II speed
bin and all datasets with vi ≥ 60 km/h belong to the Phase III speed bin.

For M1/N1 Low powered category vehicles, all datasets with vi < 45 km/h
belong to the Phase I speed bin and all datasets with vi ≥ 45 km/h belong to the
Phase II speed bin.

For M & N1 category vehicles, The number of datasets with acceleration values
ai > 0.1m/s2 shall be bigger or equal to 150 in each Phase I & Phase II speed
bin and bigger or equal to 100 in Phase III speed bin.

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𝑣
𝑑𝑖 = 3.6𝑖 , i =1 to Nt

𝑑𝑖 Distance covered in time step i [m]

𝑣𝑖 Actual vehicle speed in time step i [km/h]

𝑁𝑡 Total number of samples

The acceleration shall be calculated as follows:

𝑣𝑖+1 − 𝑣𝑖−1
𝑎𝑖 = , 𝑖 = 1 𝑡𝑜 𝑁𝑡
(2)𝑥(3.6)

where:

ai 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:

(𝑣×𝑎)i = vi x ai /3.6, i = 1 to Nt

where:
𝑣𝑖 𝑥 𝑎𝑖
(𝑣 × 𝑎))𝑖 = ( ) , 𝑖 = 1 𝑡𝑜 𝑁𝑡
3.6
(𝑣 × 𝑎)𝑖 Product of the actual vehicle speed per acceleration in time step i
[m2/s3 or W/kg].

3.1.3 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.

For M category vehicles, All datasets with vi < 45 km/h belong to the Phase I
speed bin, all datasets with 45 km/h ≤ vi < 65 km/h belong to the Phase II
speed bin and all datasets with vi ≥ 65 km/h belong to the Phase III speed bin.

For N1 category vehicles, all datasets with vi < 40 km/h belong to the Phase I
speed bin, all datasets with 40 km/h ≤ vi < 60 km/h belong to the Phase II speed
bin and all datasets with vi ≥ 60 km/h belong to the Phase III speed bin.

For M1/N1 Low powered category vehicles, all datasets with vi < 45 km/h
belong to the Phase I speed bin and all datasets with vi ≥ 45 km/h belong to the
Phase II speed bin.

For M & N1 category vehicles, The number of datasets with acceleration values
ai > 0.1m/s2 shall be bigger or equal to 150 in each Phase I & Phase II speed
bin and bigger or equal to 100 in Phase III speed bin.

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For M1/N1 Low powered category vehicles, the number of datasets with
acceleration values ai > 0.1 m/s2 shall be bigger or equal to 150 in Phase I speed
bin and bigger or equal to 100 in Phase II speed bin.

For each speed bin the average vehicle speed 𝑉̅ k shall be calculated as follows:

(∑ 𝑣𝑖𝑘 )
̅̅̅
𝑉𝑘 = , 𝑖 = 1 𝑡𝑜 𝑁𝑘, 𝑘 = 𝑢, 𝑟, 𝑚
𝑁𝑘

Where:

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

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

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

The (𝑣×𝑎)i,k values in each speed bin shall be ranked in ascending order for all
datasets with ai,k > 0.1 m/s2 and the total number of these samples Mk shall be
determined.

Percentile values are then assigned to the (v×apos)j,k values with ai,k >0.1m/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·a pos)j,k value, with j/ Mk = 95%. If j/ Mk = 95% cannot be

met, (v×apos)k_[95] shall be calculated by liner 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:
∑𝑗 (∆𝒕 × (𝑣 × 𝑎𝑝𝑜𝑠 )𝑗,𝑘 )
𝑅𝑃𝐴𝑘 = , 𝑗 = 1 𝑡𝑜 𝑀𝑘 , 𝑖 = 1 𝑡𝑜 𝑁𝑘 , 𝑘 = 𝑢, 𝑟, 𝑚
∑𝑖 𝑑𝑖,𝑘

where:

RPAk is the relative positive acceleration for urban, rural and motorway shares
in [m/s2 or kWs/(kg*km)]

∆t is a time difference equal to 1s

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

4.0 VERIFICATION OF TRIP VALIDITY

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For M1/N1 Low powered category vehicles, the number of datasets with
acceleration values ai > 0.1 m/s2 shall be bigger or equal to 150 in Phase I speed
bin and bigger or equal to 100 in Phase II speed bin.

For each speed bin the average vehicle speed 𝑉̅ k shall be calculated as follows:

(∑ 𝑣𝑖𝑘 )
̅̅̅
𝑉𝑘 = , 𝑖 = 1 𝑡𝑜 𝑁𝑘, 𝑘 = 𝑢, 𝑟, 𝑚
𝑁𝑘

Where:

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

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

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

The (𝑣×𝑎)i,k values in each speed bin shall be ranked in ascending order for all
datasets with ai,k > 0.1 m/s2 and the total number of these samples Mk shall be
determined.

Percentile values are then assigned to the (v×apos)j,k values with ai,k >0.1m/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 liner 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:
∑𝑗 (∆𝒕 × (𝑣 × 𝑎𝑝𝑜𝑠 )𝑗,𝑘 )
𝑅𝑃𝐴𝑘 = , 𝑗 = 1 𝑡𝑜 𝑀𝑘 , 𝑖 = 1 𝑡𝑜 𝑁𝑘 , 𝑘 = 𝑢, 𝑟, 𝑚
∑𝑖 𝑑𝑖,𝑘

where:

RPAk is the relative positive acceleration for urban, rural and motorway shares
in [m/s2 or kWs/(kg*km)]

∆t is a time difference equal to 1s

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

4.0 VERIFICATION OF TRIP VALIDITY

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The trip validity shall be checked against the following criteria selected by
Contracting Parties in order to reflect typical driving in their region, in order to
avoid too aggressive or too mild driving during an RDE test.

Assessment of (v x apos) k_95 per speed bin (with v in [km/h])

4.1.1 Verification of v x apos_[95] per speed bin (with v in [km/h])

For M category of vehicles,

If 𝑣𝑘 ≤ 56.9 km/h and

(v x apos)k_[95] > (0.0467 x ̅̅̅+

𝑣𝑘 12.2490) is fulfilled, the trip is invalid.

If ̅̅̅>
𝑣𝑘 56.9 km/h and

(v x apos)k_[95] > (0.1665 x ̅̅̅+

𝑣𝑘 5.4352) is fulfilled, the trip is invalid.

For N1 category of vehicles,

𝑣𝑘 ≤ 51.4 km/h and

If ̅̅̅

(v x apos)k_ [95] > (0.0614 x ̅̅̅+

𝑣𝑘 6.9439) is fulfilled, the trip is invalid.

If ̅̅̅
𝑣𝑘 > 51.4 km/h and

(v x apos)k_ [95] > (0.0045 x ̅̅̅+

𝑣𝑘 9.8664) is fulfilled, the trip is invalid.

For M1 / N1 low powered category of vehicles,

If (v x apos)k_ [95] > (0.0142 x ̅̅̅+

𝑣𝑘 4.6214) is fulfilled, the trip is invalid.

4.1.2. Verification of RPA per speed bin

For M category of vehicles,

𝑣𝑘 ≤ 55.9 km/h and RPA < (-0.001825 x ̅̅̅+

If ̅̅̅ 𝑣𝑘 0.1755) is fulfilled, the trip is
invalid.

If ̅̅̅>
𝑣𝑘 55.9 km/h and RPA < (-0.0011x ̅̅̅+
𝑣𝑘 0.1350) is fulfilled, the trip is
invalid.

For N1 category of vehicles,

RPA < (-0.0016x ̅̅̅+

𝑣𝑘 0.1406) is fulfilled, the trip is invalid.

For M1/N1 low powered category of vehicles,

𝑣𝑘 54.76 km/h and RPA < (-0.0022 x ̅̅̅+

If ̅̅̅≤ 𝑣𝑘 0.1271) is fulfilled, the trip is
invalid.

If ̅̅̅>
𝑣𝑘 54.76 km/h and RPA < 0.0066 is fulfilled, the trip is invalid.

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The trip validity shall be checked against the following criteria selected by
Contracting Parties in order to reflect typical driving in their region, in order to
avoid too aggressive or too mild driving during an RDE test.

Assessment of (v x apos) k_95 per speed bin (with v in [km/h])

4.1.1 Verification of v x apos_[95] per speed bin (with v in [km/h])

For M category of vehicles,

If 𝑣𝑘 ≤ 56.9 km/h and

(v x apos)k_[95] > (0.0467 x ̅̅̅+

𝑣𝑘 12.2490) is fulfilled, the trip is invalid.

If ̅̅̅>
𝑣𝑘 56.9 km/h and

(v x apos)k_[95] > (0.1665 x ̅̅̅+

𝑣𝑘 5.4352) is fulfilled, the trip is invalid.

For N1 category of vehicles,

𝑣𝑘 ≤ 51.4 km/h and

If ̅̅̅

(v x apos)k_ [95] > (0.0614 x ̅̅̅+

𝑣𝑘 6.9439) is fulfilled, the trip is invalid.

If ̅̅̅
𝑣𝑘 > 51.4 km/h and

(v x apos)k_ [95] > (0.0045 x ̅̅̅+

𝑣𝑘 9.8664) is fulfilled, the trip is invalid.

For M1 / N1 low powered category of vehicles,

If (v x apos)k_ [95] > (0.0142 x ̅̅̅+

𝑣𝑘 4.6214) is fulfilled, the trip is invalid.

4.1.2. Verification of RPA per speed bin

For M category of vehicles,

𝑣𝑘 ≤ 55.9 km/h and RPA < (-0.001825 x ̅̅̅+

If ̅̅̅ 𝑣𝑘 0.1755) is fulfilled, the trip is
invalid.

If ̅̅̅>
𝑣𝑘 55.9 km/h and RPA < (-0.0011x ̅̅̅+
𝑣𝑘 0.1350) is fulfilled, the trip is
invalid.

For N1 category of vehicles,

RPA < (-0.0016x ̅̅̅+

𝑣𝑘 0.1406) is fulfilled, the trip is invalid.

For M1/N1 low powered category of vehicles,

𝑣𝑘 54.76 km/h and RPA < (-0.0022 x ̅̅̅+

If ̅̅̅≤ 𝑣𝑘 0.1271) is fulfilled, the trip is
invalid.

If ̅̅̅>
𝑣𝑘 54.76 km/h and RPA < 0.0066 is fulfilled, the trip is invalid.

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ANNEX C6 - APPENDIX 7B

PROCEDURE TO DETERMINE THE CUMULATIVE POSITIVE ELEVATION

GAIN OF A RDE TRIP

1.0 INTRODUCTION

This Appendix describes the procedure to determine the cumulative elevation

gain of a RDE trip.

2.0 SYMBOLS, PARAMETERS AND UNITS

d(0) Distance at the start of a trip [m]

d Cumulative distance travelled at the discrete way point under

consideration [m]

d0 Cumulative distance travelled until the measurement directly before the

respective way Point d [m]

d1 Cumulative distance travelled until the measurement directly after the

respective way Point d [m]

da Reference way point at d(0) [m]

de Cumulative distance travelled until the last discrete way point [m]

di Instantaneous distance [m]

dtot 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]

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ANNEX C6 - APPENDIX 7B

PROCEDURE TO DETERMINE THE CUMULATIVE POSITIVE ELEVATION

GAIN OF A RDE TRIP

1.0 INTRODUCTION

This Appendix describes the procedure to determine the cumulative elevation

gain of a RDE trip.

2.0 SYMBOLS, PARAMETERS AND UNITS

d(0) Distance at the start of a trip [m]

d Cumulative distance travelled at the discrete way point under

consideration [m]

d0 Cumulative distance travelled until the measurement directly before the

respective way Point d [m]

d1 Cumulative distance travelled until the measurement directly after the

respective way Point d [m]

da Reference way point at d(0) [m]

de Cumulative distance travelled until the last discrete way point [m]

di Instantaneous distance [m]

dtot 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]

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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]

hint(d) Interpolated altitude at the discrete way point under

consideration d[m above sea level]

hint,sm,1(d) Smoothed and interpolated altitude, after the first smoothing run
at the discrete way point under consideration d [m above sea
level]

hmap(t) Vehicle altitude based on topographic map at data point t [m

above sea level]

Hz Hertz

km/h Kilometer per hour

m Metre

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]

3.0 GENERAL REQUIREMENTS

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 vi [km/h]
recorded at a frequency of 1 Hz and the corresponding time t [s] that has passed
since test start

4.0 CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN

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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]

hint(d) Interpolated altitude at the discrete way point under

consideration d[m above sea level]

hint,sm,1(d) Smoothed and interpolated altitude, after the first smoothing run
at the discrete way point under consideration d [m above sea
level]

hmap(t) Vehicle altitude based on topographic map at data point t [m

above sea level]

Hz Hertz

km/h Kilometer per hour

m Metre

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]

3.0 GENERAL REQUIREMENTS

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 vi [km/h]
recorded at a frequency of 1 Hz and the corresponding time t [s] that has passed
since test start

4.0 CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN

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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 Screening and Principle Verification of Data Quality

The instantaneous vehicle speed data shall be checked for completeness.

Correcting for missing data is permitted if gaps remain within the requirements
specified in clause 7 of Appendix 4 of this Annex; else, the test results shall be
voided. The instantaneous altitude data shall be checked for completeness. Data
gaps shall be completed by data interpolation. The correctness of interpolated
data shall be verified by a topographic map. It is recommended to correct
interpolated data if the following condition applies:

|ℎ𝐺NSS(𝑡) − ℎ𝑚𝑎𝑝(𝑡)| > 40𝑚

The altitude correction shall be applied so that:

h(t) = hmap(t)

where:

h(t) Vehicle altitude after the screening and principle verification of data
quality at data point t [m above sea level]

hGNSS(t) Vehicle altitude measured with GNSS at data point t [m above sea
level

hmap(t) Vehicle altitude based on topographic map at data point t [m above

sea level]

4.3 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 40m. Any instantaneous altitude data h(t) shall be
corrected if the following condition applies:

𝑣(𝑡)
|ℎ(𝑡) − ℎ(𝑡 − 1)| > ∗ 𝑠𝑖𝑛 45°
3.6
The altitude correction shall be applied so that:

hcorr(t) = hcorr(t-1)

where:

h(t) Vehicle altitude after the screening and principle verification of data
quality at data point t [m above sea level]

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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 Screening and Principle Verification of Data Quality

The instantaneous vehicle speed data shall be checked for completeness.

Correcting for missing data is permitted if gaps remain within the requirements
specified in clause 7 of Appendix 4 of this Annex; else, the test results shall be
voided. The instantaneous altitude data shall be checked for completeness. Data
gaps shall be completed by data interpolation. The correctness of interpolated
data shall be verified by a topographic map. It is recommended to correct
interpolated data if the following condition applies:

|ℎ𝐺NSS(𝑡) − ℎ𝑚𝑎𝑝(𝑡)| > 40𝑚

The altitude correction shall be applied so that:

h(t) = hmap(t)

where:

h(t) Vehicle altitude after the screening and principle verification of data
quality at data point t [m above sea level]

hGNSS(t) Vehicle altitude measured with GNSS at data point t [m above sea
level

hmap(t) Vehicle altitude based on topographic map at data point t [m above

sea level]

4.3 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 40m. Any instantaneous altitude data h(t) shall be
corrected if the following condition applies:

𝑣(𝑡)
|ℎ(𝑡) − ℎ(𝑡 − 1)| > ∗ 𝑠𝑖𝑛 45°
3.6
The altitude correction shall be applied so that:

hcorr(t) = hcorr(t-1)

where:

h(t) Vehicle altitude after the screening and principle verification of data
quality at data point t [m above sea level]

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h(t-1) Vehicle altitude after the screening and principle verification 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 clause 4.4 pf this Appendix.

4.4 Final Calculation of the Cumulative Positive Elevation Gain

4.4.1 Establishment of a Uniform Spatial Resolution

The total distance dtot[m] covered by a trip shall be determined as sum of the
instantaneous distances di. The instantaneous distance di shall be determined
as:

𝑉𝑖
𝑑𝑖 =
3.6
Where:

di = Instantaneous distance [m]

Vi= Instantaneous vehicle speed [km/h]

The cumulative elevation gain shall be calculated from data of a constant spatial
resolution of 1m starting with the first measurement at the start of a trip d(0).
The discrete data points at a resolution of 1m 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:

ℎ𝑐𝑜𝑟𝑟 (1) − ℎ𝑐𝑜𝑟𝑟 (0)

ℎ𝑖𝑛𝑡 (𝑑) = ℎ𝑐𝑜𝑟𝑟 (0) + ∙ (𝑑 − 𝑑0 )
𝑑1 − 𝑑0

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]

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h(t-1) Vehicle altitude after the screening and principle verification 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 clause 4.4 pf this Appendix.

4.4 Final Calculation of the Cumulative Positive Elevation Gain

4.4.1 Establishment of a Uniform Spatial Resolution

The total distance dtot[m] covered by a trip shall be determined as sum of the
instantaneous distances di. The instantaneous distance di shall be determined
as:

𝑉𝑖
𝑑𝑖 =
3.6
Where:

di = Instantaneous distance [m]

Vi= Instantaneous vehicle speed [km/h]

The cumulative elevation gain shall be calculated from data of a constant spatial
resolution of 1m starting with the first measurement at the start of a trip d(0).
The discrete data points at a resolution of 1m 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:

ℎ𝑐𝑜𝑟𝑟 (1) − ℎ𝑐𝑜𝑟𝑟 (0)

ℎ𝑖𝑛𝑡 (𝑑) = ℎ𝑐𝑜𝑟𝑟 (0) + ∙ (𝑑 − 𝑑0 )
𝑑1 − 𝑑0

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]

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hcorr(1) Corrected altitude directly before the respective way point d [m above
sea level]

d Cumulative distance traveled until 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]

4.4.2 Additional Data Smoothing

The altitude data obtained for each discrete way point shall be smoothed by
applying a two-step procedure; da and de denote the first and last data point
respectively (Figure 1 of this Appendix). The first smoothing run shall be
applied as follows:

For d ≤ 200m

ℎ𝑖𝑛𝑡 (𝑑 + 200𝑚) − ℎ𝑖𝑛𝑡 (𝑑𝑎)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1(𝑑) =
(𝑑 + 200𝑚)

For 200 m < d < (de - 200m)

ℎ𝑖𝑛𝑡 (𝑑 + 200𝑚) − ℎ𝑖𝑛𝑡 (𝑑 − 200𝑚)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1(𝑑) =
(𝑑 + 200𝑚) − (𝑑 − 200𝑚)

For d ≥ (de -200m)

ℎ𝑖𝑛𝑡 (𝑑𝑒 ) − ℎ𝑖𝑛𝑡 (𝑑 − 200𝑚)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1(𝑑) =
(𝑑𝑒 ) − (𝑑 − 200𝑚)

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑) = ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑 − 1𝑚) + 𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (𝑑), 𝑑 = 𝑑𝑎 + 1 𝑡𝑜 𝑑𝑒

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑) = ℎ𝑖𝑛𝑡 (𝑑𝑎 ) + 𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (𝑑𝑎)

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]

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hcorr(1) Corrected altitude directly before the respective way point d [m above
sea level]

d Cumulative distance traveled until 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]

4.4.2 Additional Data Smoothing

The altitude data obtained for each discrete way point shall be smoothed by
applying a two-step procedure; da and de denote the first and last data point
respectively (Figure 1 of this Appendix). The first smoothing run shall be
applied as follows:

For d ≤ 200m

ℎ𝑖𝑛𝑡 (𝑑 + 200𝑚) − ℎ𝑖𝑛𝑡 (𝑑𝑎)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1(𝑑) =
(𝑑 + 200𝑚)

For 200 m < d < (de - 200m)

ℎ𝑖𝑛𝑡 (𝑑 + 200𝑚) − ℎ𝑖𝑛𝑡 (𝑑 − 200𝑚)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1(𝑑) =
(𝑑 + 200𝑚) − (𝑑 − 200𝑚)

For d ≥ (de -200m)

ℎ𝑖𝑛𝑡 (𝑑𝑒 ) − ℎ𝑖𝑛𝑡 (𝑑 − 200𝑚)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1(𝑑) =
(𝑑𝑒 ) − (𝑑 − 200𝑚)

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑) = ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑 − 1𝑚) + 𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (𝑑), 𝑑 = 𝑑𝑎 + 1 𝑡𝑜 𝑑𝑒

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑) = ℎ𝑖𝑛𝑡 (𝑑𝑎 ) + 𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (𝑑𝑎)

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]

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da Reference way point at meters [m] a distance of

zero

de Cumulative distance travelled until the last discrete way point

[m]

The second smoothing run shall be applied as follows:

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑 + 200𝑚) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑𝑎 )

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2(𝑑) =
(𝑑 + 200 𝑚)

for d≤ 200𝑚
ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑+200𝑚)−ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑−200)
𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2(𝑑) = (𝑑+200 𝑚)−(𝑑−200𝑚)

for 200m< 𝑑 < (𝑑𝑒 − 200𝑚)

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑𝑒 )−ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑−200)
𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2(𝑑) = 𝑑𝑒 −(𝑑−200𝑚)

for d≥ (𝑑𝑒 − 200𝑚)

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 a distance of zero metres [m]

de Cumulative distance travelled until the last discrete way point

[m].

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da Reference way point at meters [m] a distance of

zero

de Cumulative distance travelled until the last discrete way point

[m]

The second smoothing run shall be applied as follows:

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑 + 200𝑚) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑𝑎 )

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2(𝑑) =
(𝑑 + 200 𝑚)

for d≤ 200𝑚
ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑+200𝑚)−ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑−200)
𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2(𝑑) = (𝑑+200 𝑚)−(𝑑−200𝑚)

for 200m< 𝑑 < (𝑑𝑒 − 200𝑚)

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑𝑒 )−ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑑−200)
𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2(𝑑) = 𝑑𝑒 −(𝑑−200𝑚)

for d≥ (𝑑𝑒 − 200𝑚)

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 a distance of zero metres [m]

de Cumulative distance travelled until the last discrete way point

[m].

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Figure 1 Illustration of the Procedure

to Smooth the Interpolated Altitude Signals

4.4.3 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 dtot
and expressed in meters of cumulative elevation gain per one hundred
kilometers of distance.

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

All datasets with vw ≤ speed of clause 6.3 of Annex C6 of this regulation 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 trip shall then be
calculated by dividing the urban elevation gain by the urban test distance, and
expressed in meters of cumulative elevation gain per one hundred kilometers of
distance.

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Figure 1 Illustration of the Procedure

to Smooth the Interpolated Altitude Signals

4.4.3 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 dtot
and expressed in meters of cumulative elevation gain per one hundred
kilometers of distance.

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

All datasets with vw ≤ speed of clause 6.3 of Annex C6 of this regulation 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 trip shall then be
calculated by dividing the urban elevation gain by the urban test distance, and
expressed in meters of cumulative elevation gain per one hundred kilometers of
distance.

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5.0 NUMERICAL EXAMPLE

Tables 1 and 2 of this Appendix show the steps performed in order to to calculate
the positive elevation gain on the basis of data recorded during an on-road test
performed with PEMS. For the sake of brevity an extract of 800 m and 160 s is
presented here.

5.1 Screening and Principle Verification of Data Quality

The screening and principle verification of data quality consists of two steps.
First, the completeness of vehicle speed data is checked. No data gaps related
to vehicle speed are detected in the present data sample (see Table 1 of this
Appendix). Second, the altitude data are checked for completeness; in the data
sample, altitude data related to seconds 2 and 3 are missing. The gaps are filled
by interpolating the GNSS signal. In addition, the GNSS altitude is verified by
a topographic map; this verification includes the altitude h(0) at the start of the
trip. Altitude data related to seconds 112-114 are corrected on the basis of the
topographic map to satisfy the following condition:

hGNSS(t) – hmap(t) < – 40 m

As result of the applied data verification, the data in the fifth column h(t) are
obtained.

5.2 Correction of Instantaneous Vehicle Altitude Data

As a next step, the altitude data h(t) of seconds 1 to 4, 111 to 112 and 159 to
160 are corrected assuming the altitude values of seconds 0, 110 and 158
respectively since the following condition applies:

𝑣(𝑡)
|ℎ(𝑡) − ℎ(𝑡 − 1)| > ( ∗ 𝑠𝑖𝑛 45°)
3.6

As result of the applied data correction, the data in the sixth column hcorr(t)
are obtained. The effect of the applied verification and correction steps on the
altitude data is depicted in Figure 2 of this Appendix.

5.3 Calculation of the Cumulative Positive Elevation Gain

5.3.1 Establishment of a Uniform Spatial Resolution

The instantaneous distance di is calculated by dividing the instantaneous vehicle

speed measured in km/h by 3.6 (Column 7 in Table 1 of this Appendix).
Recalculating the altitude data to obtain a uniform spatial resolution of 1m
yields the discrete way points d (Column 1 in Table 2 of this Appendix) and
their corresponding altitude values hint(d) (Column 7 in Table 2 of this
Appendix). The altitude of each discrete way Point d is calculated through
interpolation of the measured instantaneous altitude hcorr as:

120.3 − 120.3
ℎ𝑖𝑛𝑡 (0) = 120.3 ∗ (0 − 0) = 120.3
0.1 − 0

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5.0 NUMERICAL EXAMPLE

Tables 1 and 2 of this Appendix show the steps performed in order to to calculate
the positive elevation gain on the basis of data recorded during an on-road test
performed with PEMS. For the sake of brevity an extract of 800 m and 160 s is
presented here.

5.1 Screening and Principle Verification of Data Quality

The screening and principle verification of data quality consists of two steps.
First, the completeness of vehicle speed data is checked. No data gaps related
to vehicle speed are detected in the present data sample (see Table 1 of this
Appendix). Second, the altitude data are checked for completeness; in the data
sample, altitude data related to seconds 2 and 3 are missing. The gaps are filled
by interpolating the GNSS signal. In addition, the GNSS altitude is verified by
a topographic map; this verification includes the altitude h(0) at the start of the
trip. Altitude data related to seconds 112-114 are corrected on the basis of the
topographic map to satisfy the following condition:

hGNSS(t) – hmap(t) < – 40 m

As result of the applied data verification, the data in the fifth column h(t) are
obtained.

5.2 Correction of Instantaneous Vehicle Altitude Data

As a next step, the altitude data h(t) of seconds 1 to 4, 111 to 112 and 159 to
160 are corrected assuming the altitude values of seconds 0, 110 and 158
respectively since the following condition applies:

𝑣(𝑡)
|ℎ(𝑡) − ℎ(𝑡 − 1)| > ( ∗ 𝑠𝑖𝑛 45°)
3.6

As result of the applied data correction, the data in the sixth column hcorr(t)
are obtained. The effect of the applied verification and correction steps on the
altitude data is depicted in Figure 2 of this Appendix.

5.3 Calculation of the Cumulative Positive Elevation Gain

5.3.1 Establishment of a Uniform Spatial Resolution

The instantaneous distance di is calculated by dividing the instantaneous vehicle

speed measured in km/h by 3.6 (Column 7 in Table 1 of this Appendix).
Recalculating the altitude data to obtain a uniform spatial resolution of 1m
yields the discrete way points d (Column 1 in Table 2 of this Appendix) and
their corresponding altitude values hint(d) (Column 7 in Table 2 of this
Appendix). The altitude of each discrete way Point d is calculated through
interpolation of the measured instantaneous altitude hcorr as:

120.3 − 120.3
ℎ𝑖𝑛𝑡 (0) = 120.3 ∗ (0 − 0) = 120.3
0.1 − 0

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132.6 − 132.5
ℎ𝑖𝑛𝑡 (520) = 132.5 ∗ (520 − 519.9) = 132.5027
523.6 − 519.9
5.3.2 Additional Data Smoothing

In Table 2 of this Appendix, the first and last discrete way points are: da=0 m
and de=799 m, respectively. The altitude data of each discrete way point is
smoothed by applying a two steps procedure. The first smoothing run consists
of:
ℎ𝑖𝑛𝑡 (200𝑚)−ℎ𝑖𝑛𝑡 (𝑜) 120.9682−120.3000
𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (𝑜) = (0)+(200𝑚)
= =0.0033
200

chosen to demonstrate the smoothing for d ≤ 200m

ℎ𝑖𝑛𝑡 (520)−ℎ𝑖𝑛𝑡 (120) 132.5027−121.9808

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (320) = (520)+(120)
= =0.0288
400

chosen to demonstrate the smoothing for 200 m < d < (599m)

ℎ𝑖𝑛𝑡 (799)−ℎ𝑖𝑛𝑡 (520) 121.2000−132.5027

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (720) = (799)+(520)
= =-0.0405
279

chosen to demonstrate the smoothing for d ≥ (599m)

The smoothed and interpolated altitude is calculated as:

hint, sm,1 (0 ) = hint (0 ) + road grade,1 (0 ) = 120 .3 + 0.0033 ≈ 120 .3033 m

h int,sm,1 (799 ) = h int,sm,1 (798) + road grade,1 (799 ) = 121.2550 - 0.0220 =

121.2330m

Second smoothing run:

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (200) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑜) 119.9618 − 120.3033

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2 (𝑜) = =
200 200
= −0.0017

chosen to demonstrate the smoothing for d ≤ 200m

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (520) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (120)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2 (320) =
520 − 120
123.6809 − 120.1843
= = 0.0087
400

chosen to demonstrate the smoothing for 200m < d < (599m)

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132.6 − 132.5
ℎ𝑖𝑛𝑡 (520) = 132.5 ∗ (520 − 519.9) = 132.5027
523.6 − 519.9
5.3.2 Additional Data Smoothing

In Table 2 of this Appendix, the first and last discrete way points are: da=0 m
and de=799 m, respectively. The altitude data of each discrete way point is
smoothed by applying a two steps procedure. The first smoothing run consists
of:
ℎ𝑖𝑛𝑡 (200𝑚)−ℎ𝑖𝑛𝑡 (𝑜) 120.9682−120.3000
𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (𝑜) = (0)+(200𝑚)
= =0.0033
200

chosen to demonstrate the smoothing for d ≤ 200m

ℎ𝑖𝑛𝑡 (520)−ℎ𝑖𝑛𝑡 (120) 132.5027−121.9808

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (320) = (520)+(120)
= =0.0288
400

chosen to demonstrate the smoothing for 200 m < d < (599m)

ℎ𝑖𝑛𝑡 (799)−ℎ𝑖𝑛𝑡 (520) 121.2000−132.5027

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,1 (720) = (799)+(520)
= =-0.0405
279

chosen to demonstrate the smoothing for d ≥ (599m)

The smoothed and interpolated altitude is calculated as:

hint, sm,1 (0 ) = hint (0 ) + road grade,1 (0 ) = 120 .3 + 0.0033 ≈ 120 .3033 m

h int,sm,1 (799 ) = h int,sm,1 (798) + road grade,1 (799 ) = 121.2550 - 0.0220 =

121.2330m

Second smoothing run:

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (200) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (𝑜) 119.9618 − 120.3033

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2 (𝑜) = =
200 200
= −0.0017

chosen to demonstrate the smoothing for d ≤ 200m

ℎ𝑖𝑛𝑡,𝑠𝑚,1 (520) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (120)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2 (320) =
520 − 120
123.6809 − 120.1843
= = 0.0087
400

chosen to demonstrate the smoothing for 200m < d < (599m)

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ℎ𝑖𝑛𝑡,𝑠𝑚,1 (799) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (520)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2 (720) =
799 − 520
121.2330 − 123.6809
= = −0.0088
279
chosen to demonstrate the smoothing for d ≥ (599m)

5.3.3 Calculation of the Final Result

The positive cumulative elevation gain of a trip is calculated by integrating all

positive interpolated and smoothed road grades, i.e. roadgrade,2(d). For the
presented example total covered distance was dtot= 139.7km and all positive
interpolated and smoothed road grades were of 516 m. Therefore the positive
cumulative elevation gain reached 516*100/139.7 = 370m/100km was
achieved.

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ℎ𝑖𝑛𝑡,𝑠𝑚,1 (799) − ℎ𝑖𝑛𝑡,𝑠𝑚,1 (520)

𝑟𝑜𝑎𝑑𝑔𝑟𝑎𝑑𝑒,2 (720) =
799 − 520
121.2330 − 123.6809
= = −0.0088
279
chosen to demonstrate the smoothing for d ≥ (599m)

5.3.3 Calculation of the Final Result

The positive cumulative elevation gain of a trip is calculated by integrating all

positive interpolated and smoothed road grades, i.e. roadgrade,2(d). For the
presented example total covered distance was dtot= 139.7km and all positive
interpolated and smoothed road grades were of 516 m. Therefore the positive
cumulative elevation gain reached 516*100/139.7 = 370m/100km was
achieved.

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Table 1

Correction of Instantaneous Vehicle Altitude Data

Time (t) v(t) hGNSS(t) hmap(t) h(t) hcorr(t) di Cum.d

[s] [km/h] [m] [m] [m] [m] [m] [m]

0 0.00 122.7 129.0 122.7 122.7 0.0 0.0

1 0.00 122.8 129.0 122.8 122.7 0.0 0.0

2 0.00 - 129.1 123.6 122.7 0.0 0.0

3 0.00 - 129.2 124.3 122.7 0.0 0.0

4 0.00 125.1 129.0 125.1 122.7 0.0 0.0

… … … … … … …

18 0.00 120.2 129.4 120.2 120.2 0.0 0.0

19 0.32 120.2 129.4 120.2 120.2 0.1 0.1

… … … … … … …

37 24.31 120.9 132.7 120.9 120.9 6.8 117.9

38 28.18 121.2 133.0 121.2 121.2 7.8 125.7

… … … … … … …

46 13.52 121.4 131.9 121.4 121.4 3.8 193.4

47 38.48 120.7 131.5 120.7 120.7 10.7 204.1

… … … … … … …

56 42.67 119.8 125.2 119.8 119.8 11.9 308.4

57 41.70 119.7 124.8 119.7 119.7 11.6 320.0

… … … … … … …

110 10.95 125.2 132.2 125.2 125.2 3.0 509.0

111 11.75 100.8 132.3 100.8 125.2 3.3 512.2

112 13.52 0.0 132.4 132.4 125.2 3.8 516.0

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Table 1

Correction of Instantaneous Vehicle Altitude Data

Time (t) v(t) hGNSS(t) hmap(t) h(t) hcorr(t) di Cum.d

[s] [km/h] [m] [m] [m] [m] [m] [m]

0 0.00 122.7 129.0 122.7 122.7 0.0 0.0

1 0.00 122.8 129.0 122.8 122.7 0.0 0.0

2 0.00 - 129.1 123.6 122.7 0.0 0.0

3 0.00 - 129.2 124.3 122.7 0.0 0.0

4 0.00 125.1 129.0 125.1 122.7 0.0 0.0

… … … … … … …

18 0.00 120.2 129.4 120.2 120.2 0.0 0.0

19 0.32 120.2 129.4 120.2 120.2 0.1 0.1

… … … … … … …

37 24.31 120.9 132.7 120.9 120.9 6.8 117.9

38 28.18 121.2 133.0 121.2 121.2 7.8 125.7

… … … … … … …

46 13.52 121.4 131.9 121.4 121.4 3.8 193.4

47 38.48 120.7 131.5 120.7 120.7 10.7 204.1

… … … … … … …

56 42.67 119.8 125.2 119.8 119.8 11.9 308.4

57 41.70 119.7 124.8 119.7 119.7 11.6 320.0

… … … … … … …

110 10.95 125.2 132.2 125.2 125.2 3.0 509.0

111 11.75 100.8 132.3 100.8 125.2 3.3 512.2

112 13.52 0.0 132.4 132.4 125.2 3.8 516.0

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113 14.01 0.0 132.5 132.5 132.5 3.9 519.9

114 13.36 24.30 132.6 132.6 132.6 3.7 523.6

… … … … … …

149 39.93 123.6 129.6 123.6 123.6 11.1 719.2

150 39.61 123.4 129.5 123.4 123.4 11.0 730.2

…… … … … … …

157 14.81 121.3 126.1 121.3 121.3 4.1 792.1

158 14.19 121.2 126.2 121.2 121.2 3.9 796.1

159 10.00 128.5 126.1 128.5 121.2 2..8 796.8

160 4.10 130.6 126.0 130.6 121.2 1.2 800.0

… Denotes data gaps.

Table 2 Calculation of Road Grade

d [m] t0 [s] d0[m] d1[m] h0[m] h1[m] hint(d) roadg hint, roadgra
[m] rade,1 sm,1 de,2(d)
(d) (d) [m/m]
[m/m] [m]

0 18 0.0 0.11 120.3 120.4 120.3 0.003 120. –0.0015

5 3

… … … … … … … … … …

120 37 117.9 125.7 120.9 121.2 121.0 – 120. 0.0035

1 00.00 2
19

… … … … … … … … … …

200 46 193.4 204.1 121.4 120.7 121.0 – 120. 0.0051

1 00.00 0
40

… … … … … … … … … …

320 56 308.4 320.0 119.8 119.7 119.7 0.028 121. 0.0088

8 4

… … … … … … … … … …

520 113 519.9 523.6 132.5 132.6 132.5 0.009 123. 0.0037

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113 14.01 0.0 132.5 132.5 132.5 3.9 519.9

114 13.36 24.30 132.6 132.6 132.6 3.7 523.6

… … … … … …

149 39.93 123.6 129.6 123.6 123.6 11.1 719.2

150 39.61 123.4 129.5 123.4 123.4 11.0 730.2

…… … … … … …

157 14.81 121.3 126.1 121.3 121.3 4.1 792.1

158 14.19 121.2 126.2 121.2 121.2 3.9 796.1

159 10.00 128.5 126.1 128.5 121.2 2..8 796.8

160 4.10 130.6 126.0 130.6 121.2 1.2 800.0

… Denotes data gaps.

Table 2 Calculation of Road Grade

d [m] t0 [s] d0[m] d1[m] h0[m] h1[m] hint(d) roadg hint, roadgra
[m] rade,1 sm,1 de,2(d)
(d) (d) [m/m]
[m/m] [m]

0 18 0.0 0.11 120.3 120.4 120.3 0.003 120. –0.0015

5 3

… … … … … … … … … …

120 37 117.9 125.7 120.9 121.2 121.0 – 120. 0.0035

1 00.00 2
19

… … … … … … … … … …

200 46 193.4 204.1 121.4 120.7 121.0 – 120. 0.0051

1 00.00 0
40

… … … … … … … … … …

320 56 308.4 320.0 119.8 119.7 119.7 0.028 121. 0.0088

8 4

… … … … … … … … … …

520 113 519.9 523.6 132.5 132.6 132.5 0.009 123. 0.0037

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7 7

… … … … … … … … … …

720 149 719.2 730.2 123.6 123.4 123.6 – 122. –0.0086

00.04 9
05

… … … … … … … … … …

798 158 796.1 798.8 121.2 121.2 121.2 – 121. –0.0151

00.02 3
19

799 159 798.8 800.0 121.2 121.2 121.2 – 121. –0.0152

00.02 3
20

Figure 2

The Effect of Data Verification and Correction – The Altitude Profile Measured
by GNSS hGNSS(t), the Altitude Profile Provide by the Topographic Map
hmap(t), the Altitude Profile Obtained after the Screening and Principle
Verification of Data Quality at a h(t) and the Correction hcorr(t) of Data Listed in
Table 1 of this Appendix

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7 7

… … … … … … … … … …

720 149 719.2 730.2 123.6 123.4 123.6 – 122. –0.0086

00.04 9
05

… … … … … … … … … …

798 158 796.1 798.8 121.2 121.2 121.2 – 121. –0.0151

00.02 3
19

799 159 798.8 800.0 121.2 121.2 121.2 – 121. –0.0152

00.02 3
20

Figure 2

The Effect of Data Verification and Correction – The Altitude Profile Measured
by GNSS hGNSS(t), the Altitude Profile Provide by the Topographic Map
hmap(t), the Altitude Profile Obtained after the Screening and Principle
Verification of Data Quality at a h(t) and the Correction hcorr(t) of Data Listed in
Table 1 of this Appendix

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Figure 3

Comparison between the Corrected Altitude Profile hcorr(t) and the Smoothed
Interpolated Altitude hint,sm,1

Table 3

Calculation of the Positive Elevation Gain

d [m] t0 [s] d0 d1 h0 [m] h1 [m] hint(d) roadg hint, roadgr

[m] [m] [m] rade, sm,1 ade,2(d
1(d) (d) ) [m/m]

[m/m] [m]

0 18 0.0 0.1 120.3 120.4 120.3 0.003 120. –

5 3 0.0015

--- --- --- --- --- --- --- --- --- ---

120 37 117.9 125.7 120.9 121.2 121.0 – 120. 0.0035

0.001 2
9

--- --- --- --- --- --- --- --- --- ---

200 46 193.4 204.1 121.4 120.7 121.0 – 120. 0.0051

0,004 0
0

--- --- --- --- --- --- --- --- --- ---

320 56 308.4 320.0 119.8 119.7 119.7 0.028 121. 0.0088

8 4

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Figure 3

Comparison between the Corrected Altitude Profile hcorr(t) and the Smoothed
Interpolated Altitude hint,sm,1

Table 3

Calculation of the Positive Elevation Gain

d [m] t0 [s] d0 d1 h0 [m] h1 [m] hint(d) roadg hint, roadgr

[m] [m] [m] rade, sm,1 ade,2(d
1(d) (d) ) [m/m]

[m/m] [m]

0 18 0.0 0.1 120.3 120.4 120.3 0.003 120. –

5 3 0.0015

--- --- --- --- --- --- --- --- --- ---

120 37 117.9 125.7 120.9 121.2 121.0 – 120. 0.0035

0.001 2
9

--- --- --- --- --- --- --- --- --- ---

200 46 193.4 204.1 121.4 120.7 121.0 – 120. 0.0051

0,004 0
0

--- --- --- --- --- --- --- --- --- ---

320 56 308.4 320.0 119.8 119.7 119.7 0.028 121. 0.0088

8 4

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--- --- --- --- --- --- --- --- --- ---

520 113 519.9 523.6 132.5 132.6 132.5 0.009 123. 0.0037
7 7

--- --- --- --- --- --- --- --- --- ---

720 149 719.2 730.2 123.6 123.4 123.6 – 122, –

0.040 9 0,0086
5

--- --- --- --- --- --- --- --- --- ---

798 158 796.1 798.8 121.2 121.2 121.2 – 121. –

0,021 3 0.0151
9

799 159 798.8 800.0 121.2 121.2 121.2 – 121. –

0,022 3 0,0152
0

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--- --- --- --- --- --- --- --- --- ---

520 113 519.9 523.6 132.5 132.6 132.5 0.009 123. 0.0037
7 7

--- --- --- --- --- --- --- --- --- ---

720 149 719.2 730.2 123.6 123.4 123.6 – 122, –

0.040 9 0,0086
5

--- --- --- --- --- --- --- --- --- ---

798 158 796.1 798.8 121.2 121.2 121.2 – 121. –

0,021 3 0.0151
9

799 159 798.8 800.0 121.2 121.2 121.2 – 121. –

0,022 3 0,0152
0

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ANNEX C6 - APPENDIX 8

DATA EXCHANGE AND REPORTING REQUIREMENTS

1.0 INTRODUCTION

This Appendix describes the requirements for the data exchange between the
measurement systems and the data evaluation software and the reporting and
exchange of intermediate and final results after the completion of the data
evaluation.

The exchange and reporting of mandatory and optional parameters shall follow
the requirements of clause 3.2 of Appendix 1 of this Annex. The data specified in
the exchange and reporting files of clause 3 of this Appendix shall be reported to
ensure traceability of final results.

2.0 SYMBOLS, PARAMETERS AND UNITS

a1 Coefficient of the CO2 characteristic curve

b1 Coefficient of the CO2 characteristic curve

a2 Coefficient of the CO2 characteristic curve

b2 Coefficient of the CO2 characteristic curve

tol1H Upper tolerance for the vehicle CO2 characteristic curve, [%]

tol1L Lower tolerance for the vehicle CO2 characteristic curve, [%]

(v · a pos)k_[95] 95th percentile of the product of vehicle speed and positive

acceleration greater than 0.1m/s2 for urban, rural and
motorway driving [m2/s3 or W/kg]

RPAk Relative positive acceleration for urban, rural and motorway

driving [m/s2 or kWs/(kg*km)]

3.0 DATA EXCHANGE AND REPORTING FORMAT

3.1. General

Emission values as well as any other relevant parameters shall be reported and
exchanged as csv-formatted data file. Parameter values shall be separated by a
comma, ASCII-Code #h2C. Sub-parameter values shall be separated by a colon,
ASCII-Code #h3B. The decimal marker of numerical values shall be a point,
ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code
#h0D. No thousands separators shall be used.

3.2. Data Exchange

Data shall be exchanged between the measurement systems and the data evaluation
software by means of a standardised reporting file that contains a minimum set of
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ANNEX C6 - APPENDIX 8

DATA EXCHANGE AND REPORTING REQUIREMENTS

1.0 INTRODUCTION

This Appendix describes the requirements for the data exchange between the
measurement systems and the data evaluation software and the reporting and
exchange of intermediate and final results after the completion of the data
evaluation.

The exchange and reporting of mandatory and optional parameters shall follow
the requirements of clause 3.2 of Appendix 1 of this Annex. The data specified in
the exchange and reporting files of clause 3 of this Appendix shall be reported to
ensure traceability of final results.

2.0 SYMBOLS, PARAMETERS AND UNITS

a1 Coefficient of the CO2 characteristic curve

b1 Coefficient of the CO2 characteristic curve

a2 Coefficient of the CO2 characteristic curve

b2 Coefficient of the CO2 characteristic curve

tol1H Upper tolerance for the vehicle CO2 characteristic curve, [%]

tol1L Lower tolerance for the vehicle CO2 characteristic curve, [%]

(v · apos)k_[95] 95th percentile of the product of vehicle speed and positive

acceleration greater than 0.1m/s2 for urban, rural and
motorway driving [m2/s3 or W/kg]

RPAk Relative positive acceleration for urban, rural and motorway

driving [m/s2 or kWs/(kg*km)]

3.0 DATA EXCHANGE AND REPORTING FORMAT

3.1. General

Emission values as well as any other relevant parameters shall be reported and
exchanged as csv-formatted data file. Parameter values shall be separated by a
comma, ASCII-Code #h2C. Sub-parameter values shall be separated by a colon,
ASCII-Code #h3B. The decimal marker of numerical values shall be a point,
ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code
#h0D. No thousands separators shall be used.

3.2. Data Exchange

Data shall be exchanged between the measurement systems and the data evaluation
software by means of a standardised reporting file that contains a minimum set of
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mandatory and optional parameters. The data exchange file shall be structured as
follows: The first 195 lines shall be reserved for a header that provides specific
information about, e.g., the test conditions, the identity and calibration of the PEMS
equipment (Table 1 of this Appendix). Lines 198-200 shall contain the labels and
units of parameters. Lines 201 and all consecutive data lines shall comprise the
body of the data exchange file and report parameter values (Table 2 of this
Appendix). The body of the data exchange file shall contain at least as many data
lines as the test duration in seconds multiplied by the recording frequency in Hertz.

3.3. Intermediate and Final Results

Summary parameters of intermediate results shall be recorded and structured as

indicated in Table 3 of this Appendix. The information in Table 3 shall be obtained
prior to the application of the data evaluation methods laid down in Appendices 5
and 6 of this Annex.

The vehicle manufacturer shall record the results of the MAW data evaluation
methods in separate files. The results of the data evaluation with the method
described in Appendix 5 of this Annex shall be reported according to Tables 4, 5
and 6 of this Appendix. The header of the data reporting file shall be composed of
three parts. The first 95 lines shall be reserved for specific information about the
settings of the data evaluation method. Lines 101-195 shall report the results of the
data evaluation method. Lines 201-490 shall be reserved for reporting the final
emission results. Line 501 and all consecutive data lines comprise the body of the
data reporting file and shall contain the detailed results of the data evaluation.

4.0 TECHNICAL REPORTING TABLES

4.1. Data Exchange

Table 1

Header of the Data Exchange File

Line Parameter Description/Unit

1 TEST ID [code]

2 Test date [day.month.year]

3 Organisation supervising the test [name of the organization]

4 Test location [city, country]

5 Person supervising the test [name of the principal supervisor]

6 Vehicle driver [name of the driver]

7 Vehicle type [vehicle name]

8 Vehicle manufacturer [name]

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mandatory and optional parameters. The data exchange file shall be structured as
follows: The first 195 lines shall be reserved for a header that provides specific
information about, e.g., the test conditions, the identity and calibration of the PEMS
equipment (Table 1 of this Appendix). Lines 198-200 shall contain the labels and
units of parameters. Lines 201 and all consecutive data lines shall comprise the
body of the data exchange file and report parameter values (Table 2 of this
Appendix). The body of the data exchange file shall contain at least as many data
lines as the test duration in seconds multiplied by the recording frequency in Hertz.

3.3. Intermediate and Final Results

Summary parameters of intermediate results shall be recorded and structured as

indicated in Table 3 of this Appendix. The information in Table 3 shall be obtained
prior to the application of the data evaluation methods laid down in Appendices 5
and 6 of this Annex.

The vehicle manufacturer shall record the results of the MAW data evaluation
methods in separate files. The results of the data evaluation with the method
described in Appendix 5 of this Annex shall be reported according to Tables 4, 5
and 6 of this Appendix. The header of the data reporting file shall be composed of
three parts. The first 95 lines shall be reserved for specific information about the
settings of the data evaluation method. Lines 101-195 shall report the results of the
data evaluation method. Lines 201-490 shall be reserved for reporting the final
emission results. Line 501 and all consecutive data lines comprise the body of the
data reporting file and shall contain the detailed results of the data evaluation.

4.0 TECHNICAL REPORTING TABLES

4.1. Data Exchange

Table 1

Header of the Data Exchange File

Line Parameter Description/Unit

1 TEST ID [code]

2 Test date [day.month.year]

3 Organisation supervising the test [name of the organization]

4 Test location [city, country]

5 Person supervising the test [name of the principal supervisor]

6 Vehicle driver [name of the driver]

7 Vehicle type [vehicle name]

8 Vehicle manufacturer [name]

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9 Vehicle model year [year]

10 Vehicle ID [VIN code]

11 Odometer value at test start [km]

12 Odometer value at test end [km]

13 Vehicle category [category]

14 Type approval emissions limit [Bharat Stage XX]

15 Engine type [e.g., spark ignition, compression

ignition]

16 Engine rated power [kW]

17 Peak torque [Nm]

18 Engine displacement [ccm]

19 Transmission [e.g., manual, automatic]

20 Number of forward gears [#]

21 Fuel [e.g., gasoline, diesel]

22 Lubricant [product label]

23 Tyre size[width/height/rim [width/height/rim diameter]

diameter]

24 Front and rear axle tyre pressure [bar; bar]

25 b Road load parameters from [F0, F1, F2]

MIDC

26 Type-approval test cycle [MIDC, WLTC]

27 Type-approval CO2 emissions [g/km]

28 CO2 emissions in MIDC mode [g/km]

Low Urban

29 CO2 emissions in MIDC mode [g/km]

Extra urban

30 Reserved

31 Reserved
(1) (2)
32 Vehicle test mass [kg;% ]

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9 Vehicle model year [year]

10 Vehicle ID [VIN code]

11 Odometer value at test start [km]

12 Odometer value at test end [km]

13 Vehicle category [category]

14 Type approval emissions limit [Bharat Stage XX]

15 Engine type [e.g., spark ignition, compression

ignition]

16 Engine rated power [kW]

17 Peak torque [Nm]

18 Engine displacement [ccm]

19 Transmission [e.g., manual, automatic]

20 Number of forward gears [#]

21 Fuel [e.g., gasoline, diesel]

22 Lubricant [product label]

23 Tyre size[width/height/rim [width/height/rim diameter]

diameter]

24 Front and rear axle tyre pressure [bar; bar]

25 b Road load parameters from [F0, F1, F2]

MIDC

26 Type-approval test cycle [MIDC, WLTC]

27 Type-approval CO2 emissions [g/km]

28 CO2 emissions in MIDC mode [g/km]

Low Urban

29 CO2 emissions in MIDC mode [g/km]

Extra urban

30 Reserved

31 Reserved
(1) (2)
32 Vehicle test mass [kg;% ]

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33 PEMS manufacturer [name]

34 PEMS type [PEMS name]

35 PEMS serial number [number]

36 PEMS power supply [e.g. % battery type]

37 Gas analyser manufacturer [name]

38 Gas analyser type [type]

39 Gas analyser serial number [number]

(3)
40-50 ... ...

(4)
51 EFM manufacturer [name]

(4)
52 EFM sensor type [functional principle]

(4)
53 EFM serial number [number]

54 Source of exhaust mass flow rate [EFM/ECU/sensor]

55 Air pressure sensor [type, manufacturer]

56 Test date [day.month.year]

57 Start time of pre-test procedure [h:min]

58 Start time of trip [h:min]

59 Start time of post-test procedure [h:min]

60 End time of pre-test procedure [h:min]

61 End time of trip [h:min]

62 End time of post-test procedure [h:min]

(5)
63-70 ... ...

71 Time correction: Shift THC [s]

72 Time correction: Shift CH4 [s]

73 Time correction: Shift NMHC [s]

74 Time correction: Shift O2 [s]

75 Time correction: Shift PN [s]

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33 PEMS manufacturer [name]

34 PEMS type [PEMS name]

35 PEMS serial number [number]

36 PEMS power supply [e.g. % battery type]

37 Gas analyser manufacturer [name]

38 Gas analyser type [type]

39 Gas analyser serial number [number]

(3)
40-50 ... ...

(4)
51 EFM manufacturer [name]

(4)
52 EFM sensor type [functional principle]

(4)
53 EFM serial number [number]

54 Source of exhaust mass flow rate [EFM/ECU/sensor]

55 Air pressure sensor [type, manufacturer]

56 Test date [day.month.year]

57 Start time of pre-test procedure [h:min]

58 Start time of trip [h:min]

59 Start time of post-test procedure [h:min]

60 End time of pre-test procedure [h:min]

61 End time of trip [h:min]

62 End time of post-test procedure [h:min]

(5)
63-70 ... ...

71 Time correction: Shift THC [s]

72 Time correction: Shift CH4 [s]

73 Time correction: Shift NMHC [s]

74 Time correction: Shift O2 [s]

75 Time correction: Shift PN [s]

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76 Time correction: Shift CO [s]

77 Time correction: Shift CO2 [s]

78 Time correction: Shift NO [s]

79 Time correction: Shift NO2 [s]

80 Time correction: Shift exhaust [s]

mass flow rate

81 Span reference value THC [ppm]

82 Span reference value CH4 [ppm]

83 Span reference value NMHC [ppm]

84 Span reference value O2 [%]

85 Span reference value PN [#]

86 Span reference value CO [ppm]

87 Span reference value CO2 [%]

88 Span reference value NO [ppm]

89 Span reference value NO2 [ppm]

90-95(5) ... ...

96 Pre-test zero response THC [ppm]

97 Pre-test zero response CH4 [ppm]

98 Pre-test zero response NMHC [ppm]

99 Pre-test zero response O2 [%]

100 Pre-test zero response PN [#]

101 Pre-test zero response CO [ppm]

102 Pre-test zero response CO2 [%]

103 Pre-test zero response NO [ppm]

104 Pre-test zero response NO2 [ppm]

105 Pre-test span response THC [ppm]

106 Pre-test span response CH4 [ppm]

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76 Time correction: Shift CO [s]

77 Time correction: Shift CO2 [s]

78 Time correction: Shift NO [s]

79 Time correction: Shift NO2 [s]

80 Time correction: Shift exhaust [s]

mass flow rate

81 Span reference value THC [ppm]

82 Span reference value CH4 [ppm]

83 Span reference value NMHC [ppm]

84 Span reference value O2 [%]

85 Span reference value PN [#]

86 Span reference value CO [ppm]

87 Span reference value CO2 [%]

88 Span reference value NO [ppm]

89 Span reference value NO2 [ppm]

90-95(5) ... ...

96 Pre-test zero response THC [ppm]

97 Pre-test zero response CH4 [ppm]

98 Pre-test zero response NMHC [ppm]

99 Pre-test zero response O2 [%]

100 Pre-test zero response PN [#]

101 Pre-test zero response CO [ppm]

102 Pre-test zero response CO2 [%]

103 Pre-test zero response NO [ppm]

104 Pre-test zero response NO2 [ppm]

105 Pre-test span response THC [ppm]

106 Pre-test span response CH4 [ppm]

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107 Pre-test span response NMHC [ppm]

108 Pre-test span response O2 [%]

109 Pre-test span response PN [#]

110 Pre-test span response CO [ppm]

111 Pre-test span response CO2 [%]

112 Pre-test span response NO [ppm]

113 Pre-test span response NO2 [ppm]

114 Post-test zero response THC [ppm]

115 Post-test zero response CH4 [ppm]

116 Post-test zero response NMHC [ppm]

117 Post-test zero response O2 [%]

118 Post-test zero response PN [#]

119 Post-test zero response CO [ppm]

120 Post-test zero response CO2 [%]

121 Post-test zero response NO [ppm]

122 Post-test zero response NO2 [ppm]

123 Post-test span response THC [ppm]

124 Post-test span response CH4 [ppm]

125 Post-test span response NMHC [ppm]

126 Post-test span response O2 [%]

127 Post-test span response PN [#]

128 Post-test span response CO [ppm]

129 Post-test span response CO2 [%]

130 Post-test span response NO [ppm]

131 Post-test span response NO2 [ppm]

132 PEMS validation – results THC [mg/km;%](6)

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107 Pre-test span response NMHC [ppm]

108 Pre-test span response O2 [%]

109 Pre-test span response PN [#]

110 Pre-test span response CO [ppm]

111 Pre-test span response CO2 [%]

112 Pre-test span response NO [ppm]

113 Pre-test span response NO2 [ppm]

114 Post-test zero response THC [ppm]

115 Post-test zero response CH4 [ppm]

116 Post-test zero response NMHC [ppm]

117 Post-test zero response O2 [%]

118 Post-test zero response PN [#]

119 Post-test zero response CO [ppm]

120 Post-test zero response CO2 [%]

121 Post-test zero response NO [ppm]

122 Post-test zero response NO2 [ppm]

123 Post-test span response THC [ppm]

124 Post-test span response CH4 [ppm]

125 Post-test span response NMHC [ppm]

126 Post-test span response O2 [%]

127 Post-test span response PN [#]

128 Post-test span response CO [ppm]

129 Post-test span response CO2 [%]

130 Post-test span response NO [ppm]

131 Post-test span response NO2 [ppm]

132 PEMS validation – results THC [mg/km;%](6)

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133 PEMS validation – results CH4 [mg/km;%] (6)

134 PEMS validation – [mg/km;%] (6)

results NMHC

135 PEMS validation – results PN [#/km;%] (6)

136 PEMS validation – results CO [mg/km;%] (6)

137 PEMS validation – results CO2 [g/km;%] (6)

138 PEMS validation – results NOX [mg/km;%] (6)

--- (7) --- (7) --- (7)

(1)
Mass of the vehicle as tested on the road, including the mass of the driver and
all PEMS components.
(2)
Percentage shall indicate the deviation from the gross vehicle weight.
(3)
Placeholders for additional information about analyser manufacturer and serial
number in case multiple analysers are used. Number of reserved rows is
indicative only; no empty rows shall occur in the completed data reporting file.
(4)
Mandatory if the exhaust mass flow rate is determined by an EFM.
(5)
If required, additional information may be added here.
(6)
PEMS validation is optional; distance-specific emissions as measured with the
PEMS; Percentage shall indicate the deviation from the laboratory reference
(7)
Additional parameters may be added until line 195 to characterize and label
the test.

Table 2

Body of the Data Exchange File; the Rows and Columns of this Table shall be
Transposed in the Body of the Data Exchange File

Line 198 (1) 200 201

199
(2)
Time trip [s]
(3) (2)
Vehicle speed Sensor [km/h]

(3) (2)
Vehicle speed GNSS [km/h]

(3) (2)
Vehicle speed ECU [km/h]

(2)
Latitude GNSS [deg:min:s]

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 Draft AIS 175 / Final Draft
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133 PEMS validation – results CH4 [mg/km;%] (6)

134 PEMS validation – [mg/km;%] (6)

results NMHC

135 PEMS validation – results PN [#/km;%] (6)

136 PEMS validation – results CO [mg/km;%] (6)

137 PEMS validation – results CO2 [g/km;%] (6)

138 PEMS validation – results NOX [mg/km;%] (6)

--- (7) --- (7) --- (7)

(1)
Mass of the vehicle as tested on the road, including the mass of the driver and
all PEMS components.
(2)
Percentage shall indicate the deviation from the gross vehicle weight.
(3)
Placeholders for additional information about analyser manufacturer and serial
number in case multiple analysers are used. Number of reserved rows is
indicative only; no empty rows shall occur in the completed data reporting file.
(4)
Mandatory if the exhaust mass flow rate is determined by an EFM.
(5)
If required, additional information may be added here.
(6)
PEMS validation is optional; distance-specific emissions as measured with the
PEMS; Percentage shall indicate the deviation from the laboratory reference
(7)
Additional parameters may be added until line 195 to characterize and label
the test.

Table 2

Body of the Data Exchange File; the Rows and Columns of this Table shall be
Transposed in the Body of the Data Exchange File

Line 198 (1) 200 201

199
(2)
Time trip [s]
(3) (2)
Vehicle speed Sensor [km/h]

(3) (2)
Vehicle speed GNSS [km/h]

(3) (2)
Vehicle speed ECU [km/h]

(2)
Latitude GNSS [deg:min:s]

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 Draft AIS 175 / Final Draft
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(2)
Longitude GNSS [deg:min:s]
(2)
Altitude(3) GNSS [m]

(2)
Altitude(3) Sensor [m]

(2)
Ambient pressure Sensor [kPa]
(2)
Ambient temperature Sensor [K]
(2)
Ambient humidity Sensor [g/kg; %]
(2)
THC concentration Analyser [ppm]
(2)
CH4 concentration Analyser [ppm]
(2)
NMHC Analyser [ppm]

concentration
(2)
CO concentration Analyser [ppm]
(2)
CO2 concentration Analyser [ppm]
(2)
NOX concentration Analyser [ppm]
(2)
NO concentration Analyser [ppm]
(2)
NO2 concentration Analyser [ppm]
(2)
O2 concentration Analyser [ppm]
(2)
PN concentration Analyser [#/m3]
(2)
Exhaust mass flow EFM [kg/s]
rate
(2)
Exhaust temperature EFM [K]
in the EFM
(2)
Exhaust mass flow Sensor [kg/s]
rate
(2)
Exhaust mass flow ECU [kg/s]
rate
(2)
THC mass Analyser [g/s]
(2)
CH4 mass Analyser [g/s]
(2)
NMHC mass Analyser [g/s]

Page 715 of 761

 Draft AIS 175 / Final Draft
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(2)
Longitude GNSS [deg:min:s]
(2)
Altitude(3) GNSS [m]

(2)
Altitude(3) Sensor [m]

(2)
Ambient pressure Sensor [kPa]
(2)
Ambient temperature Sensor [K]
(2)
Ambient humidity Sensor [g/kg; %]
(2)
THC concentration Analyser [ppm]
(2)
CH4 concentration Analyser [ppm]
(2)
NMHC Analyser [ppm]

concentration
(2)
CO concentration Analyser [ppm]
(2)
CO2 concentration Analyser [ppm]
(2)
NOX concentration Analyser [ppm]
(2)
NO concentration Analyser [ppm]
(2)
NO2 concentration Analyser [ppm]
(2)
O2 concentration Analyser [ppm]
(2)
PN concentration Analyser [#/m3]
(2)
Exhaust mass flow EFM [kg/s]
rate
(2)
Exhaust temperature EFM [K]
in the EFM
(2)
Exhaust mass flow Sensor [kg/s]
rate
(2)
Exhaust mass flow ECU [kg/s]
rate
(2)
THC mass Analyser [g/s]
(2)
CH4 mass Analyser [g/s]
(2)
NMHC mass Analyser [g/s]

Page 715 of 762

 Draft AIS 175 / Final Draft
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(2)
CO mass Analyser [g/s]
(2)
CO2 mass Analyser [g/s]
(2)
NOX mass Analyser [g/s]
(2)
NO mass Analyser [g/s]
(2)
NO2 mass Analyser [g/s]
(2)
O2 mass Analyser [g/s]
(2)
PN Analyser [#/s]
(2)
Gas measurement PEMS [active (1);
active inactive (0);
error (>1)]

Engine speed ECU [rpm] (2)

Engine torque ECU [Nm] (2)

(2)
Torque at driven Sensor [Nm]
axle
(2)
Wheel rotational Sensor [rad/s]
speed
(2)
Fuel rate ECU [g/s]
(2)
Engine fuel flow ECU [g/s]
(2)
Engine intake air ECU [g/s]
flow
(2)
Coolant ECU [K]

temperature
(2)
Oil temperature ECU [K]

Regeneration status ECU – (2)

(2)
Pedal position ECU [%]
(2)
Vehicle status ECU [error (1);
normal (0)]
(2)
Per cent torque ECU [%]
(2)
Per cent friction ECU [%]
torque

Page 716 of 761

 Draft AIS 175 / Final Draft
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(2)
CO mass Analyser [g/s]
(2)
CO2 mass Analyser [g/s]
(2)
NOX mass Analyser [g/s]
(2)
NO mass Analyser [g/s]
(2)
NO2 mass Analyser [g/s]
(2)
O2 mass Analyser [g/s]
(2)
PN Analyser [#/s]
(2)
Gas measurement PEMS [active (1);
active inactive (0);
error (>1)]

Engine speed ECU [rpm] (2)

Engine torque ECU [Nm] (2)

(2)
Torque at driven Sensor [Nm]
axle
(2)
Wheel rotational Sensor [rad/s]
speed
(2)
Fuel rate ECU [g/s]
(2)
Engine fuel flow ECU [g/s]
(2)
Engine intake air ECU [g/s]
flow
(2)
Coolant ECU [K]

temperature
(2)
Oil temperature ECU [K]

Regeneration status ECU – (2)

(2)
Pedal position ECU [%]
(2)
Vehicle status ECU [error (1);
normal (0)]
(2)
Per cent torque ECU [%]
(2)
Per cent friction ECU [%]
torque

Page 716 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023
(2)
State of charge ECU [%]
(4) (4) (4) (2)(4)
…. …. …. …
(1)
This column can be omitted if the parameter source is part of the label in
Column 198.
(2)
Actual values to be included from line 201 onward until the end of data
(3)
To be determined by at least one method
(4)
Additional parameters may be added to characterise vehicle and test
conditions.

4.2 Intermediate and Final Results

4.2.1. Intermediate Results

Table 3

Reporting File #1–- Summary Parameters of Intermediate Results

Line Parameter Description/ Unit

1 Total trip distance [km]

2 Total trip duration [h:min:s]

3 Total stop time [min:s]

4 Trip average speed [km/h]

5 Trip maximum speed [km/h]

6 Altitude at start point of the trip [m above sea level]

7 Altitude at end point of the trip [m above sea level]

8 Cumulative elevation gain during the trip [m/100km ]

9 Average THC concentration [ppm]

10 Average CH4 concentration [ppm]

11 Average NMHC concentration [ppm]

12 Average CO concentration [ppm]

13 Average CO2 concentration [ppm]

14 Average NOX concentration [ppm]

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 Draft AIS 175 / Final Draft
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(2)
State of charge ECU [%]
(4) (4) (4) (2)(4)
…. …. …. …
(1)
This column can be omitted if the parameter source is part of the label in
Column 198.
(2)
Actual values to be included from line 201 onward until the end of data
(3)
To be determined by at least one method
(4)
Additional parameters may be added to characterise vehicle and test
conditions.

4.2 Intermediate and Final Results

4.2.1. Intermediate Results

Table 3

Reporting File #1–- Summary Parameters of Intermediate Results

Line Parameter Description/ Unit

1 Total trip distance [km]

2 Total trip duration [h:min:s]

3 Total stop time [min:s]

4 Trip average speed [km/h]

5 Trip maximum speed [km/h]

6 Altitude at start point of the trip [m above sea level]

7 Altitude at end point of the trip [m above sea level]

8 Cumulative elevation gain during the trip [m/100km ]

9 Average THC concentration [ppm]

10 Average CH4 concentration [ppm]

11 Average NMHC concentration [ppm]

12 Average CO concentration [ppm]

13 Average CO2 concentration [ppm]

14 Average NOX concentration [ppm]

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 Draft AIS 175 / Final Draft
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15 Average PN concentration [#/m3]

16 Average exhaust mass flow rate [kg/s]

17 Average exhaust temperature [K]

18 Maximum exhaust temperature [K]

19 Cumulated THC mass [g]

20 Cumulated CH4 mass [g]

21 Cumulated NMHC mass [g]

22 Cumulated CO mass [g]

23 Cumulated CO2 mass [g]

24 Cumulated NOX mass [g]

25 Cumulated PN [#]

26 Total trip THC emissions [mg/km]

27 Total trip CH4 emissions [mg/km]

28 Total trip NMHC emissions [mg/km]

29 Total trip CO emissions [mg/km]

30 Total trip CO2 emissions [g/km]

31 Total trip NOX emissions [mg/km]

32 Total trip PN emissions [#/km]

33 Distance urban part [km]

34 Duration urban part [h:min:s]

35 Stop time urban part [min:s]

36 Average speed urban part [km/h]

37 Maximum speed urban part [km/h]

38 (v · a pos)k_[95], k = urban [m2/s3]

39 RPAk,k = urban [m/s2]

40 Cumulative urban elevation gain [m/100km

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 Draft AIS 175 / Final Draft
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15 Average PN concentration [#/m3]

16 Average exhaust mass flow rate [kg/s]

17 Average exhaust temperature [K]

18 Maximum exhaust temperature [K]

19 Cumulated THC mass [g]

20 Cumulated CH4 mass [g]

21 Cumulated NMHC mass [g]

22 Cumulated CO mass [g]

23 Cumulated CO2 mass [g]

24 Cumulated NOX mass [g]

25 Cumulated PN [#]

26 Total trip THC emissions [mg/km]

27 Total trip CH4 emissions [mg/km]

28 Total trip NMHC emissions [mg/km]

29 Total trip CO emissions [mg/km]

30 Total trip CO2 emissions [g/km]

31 Total trip NOX emissions [mg/km]

32 Total trip PN emissions [#/km]

33 Distance urban part [km]

34 Duration urban part [h:min:s]

35 Stop time urban part [min:s]

36 Average speed urban part [km/h]

37 Maximum speed urban part [km/h]

38 (v · apos)k_[95], k = urban [m2/s3]

39 RPAk,k = urban [m/s2]

40 Cumulative urban elevation gain [m/100km

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 Draft AIS 175 / Final Draft
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41 Average urban THC concentration [ppm]

42 Average urban CH4 concentration [ppm]

43 Average urban NMHC concentration [ppm]

44 Average urban CO concentration [ppm]

45 Average urban CO2 concentration [ppm]

46 Average urban NOx concentration [ppm]

47 Average urban PN concentration [#/m3]

48 Average urban exhaust mass flow rate [kg/s]

49 Average urban exhaust temperature [K]

50 Maximum urban exhaust temperature [K]

51 Cumulated urban THC mass [g]

52 Cumulated urban CH4 mass [g]

53 Cumulated urban NMHC mass [g]

54 Cumulated urban CO mass [g]

55 Cumulated urban CO2 mass [g]

56 Cumulated urban NOx mass [g]

57 Cumulated urban PN [#]

58 Urban THC emissions [mg/km].

59 Urban CH4 emissions [mg/km]

60 Urban NMHC emissions [mg/km]

61 Urban CO emissions [mg/km]

62 Urban CO2 emissions [g/km]

63 Urban NOx emissions [mg/km]

64 Urban PN emissions [#/km]

65 Distance rural part [km]

66 Duration rural part [h:min:s]

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 Draft AIS 175 / Final Draft
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41 Average urban THC concentration [ppm]

42 Average urban CH4 concentration [ppm]

43 Average urban NMHC concentration [ppm]

44 Average urban CO concentration [ppm]

45 Average urban CO2 concentration [ppm]

46 Average urban NOx concentration [ppm]

47 Average urban PN concentration [#/m3]

48 Average urban exhaust mass flow rate [kg/s]

49 Average urban exhaust temperature [K]

50 Maximum urban exhaust temperature [K]

51 Cumulated urban THC mass [g]

52 Cumulated urban CH4 mass [g]

53 Cumulated urban NMHC mass [g]

54 Cumulated urban CO mass [g]

55 Cumulated urban CO2 mass [g]

56 Cumulated urban NOx mass [g]

57 Cumulated urban PN [#]

58 Urban THC emissions [mg/km].

59 Urban CH4 emissions [mg/km]

60 Urban NMHC emissions [mg/km]

61 Urban CO emissions [mg/km]

62 Urban CO2 emissions [g/km]

63 Urban NOx emissions [mg/km]

64 Urban PN emissions [#/km]

65 Distance rural part [km]

66 Duration rural part [h:min:s]

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 Draft AIS 175 / Final Draft
Septemebr 2023

67 Stop time rural part [min:s]

68 Average speed rural part [km/h]

69 Maximum speed rural part [km/h]

70 (v · a pos)k_[95], k = rural [m2/s3]

71 RPAk,k = rural [m/s2]

72 Average rural THC concentration [ppm]

73 Average rural CH4 concentration [ppm]

74 Average rural NMHC concentration [ppm]

75 Average rural CO concentration [ppm]

76 Average rural CO2 concentration [ppm]

77 Average rural NOX concentration [ppm]

78 Average rural PN concentration [#/m3]

79 Average rural exhaust mass flow rate [kg/s]

80 Average rural exhaust temperature [K]

81 Maximum rural exhaust temperature [K]

82 Cumulated rural THC mass [g]

83 Cumulated rural CH4 mass [g]

84 Cumulated rural NMHC mass [g]

85 Cumulated rural CO mass [g]

86 Cumulated rural CO2 mass [g]

87 Cumulated rural NOX mass [g]

88 Cumulated rural PN [#]

89 Rural THC emissions [mg/km]

90 Rural CH4 emissions [mg/km]

91 Rural NMHC emissions [mg/km]

92 Rural CO emissions [mg/km]

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 Draft AIS 175 / Final Draft
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67 Stop time rural part [min:s]

68 Average speed rural part [km/h]

69 Maximum speed rural part [km/h]

70 (v · apos)k_[95], k = rural [m2/s3]

71 RPAk,k = rural [m/s2]

72 Average rural THC concentration [ppm]

73 Average rural CH4 concentration [ppm]

74 Average rural NMHC concentration [ppm]

75 Average rural CO concentration [ppm]

76 Average rural CO2 concentration [ppm]

77 Average rural NOX concentration [ppm]

78 Average rural PN concentration [#/m3]

79 Average rural exhaust mass flow rate [kg/s]

80 Average rural exhaust temperature [K]

81 Maximum rural exhaust temperature [K]

82 Cumulated rural THC mass [g]

83 Cumulated rural CH4 mass [g]

84 Cumulated rural NMHC mass [g]

85 Cumulated rural CO mass [g]

86 Cumulated rural CO2 mass [g]

87 Cumulated rural NOX mass [g]

88 Cumulated rural PN [#]

89 Rural THC emissions [mg/km]

90 Rural CH4 emissions [mg/km]

91 Rural NMHC emissions [mg/km]

92 Rural CO emissions [mg/km]

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 Draft AIS 175 / Final Draft
Septemebr 2023

93 Rural CO2 emissions [g/km]

94 Rural NOX emissions [mg/km]

95 Rural PN emissions [#/km]

96 Distance motorway part [km]

97 Duration motorway part [h:min:s]

98 Stop time motorway part [min:s]

99 Average speed motorway part [km/h]

100 Maximum speed motorway part [km/h]

101 (v · a pos)k_[95], k = motorway [m2/s3]

102 RPAk,k = motorway [m/s2]

103 Average motorway THC concentration [ppm]

104 Average motorway CH4 concentration [ppm]

105 Average motorway NMHC [ppm]

concentration

106 Average motorway CO concentration [ppm]

107 Average motorway CO2 concentration [ppm]

108 Average motorway NOX concentration [ppm]

109 Average motorway PN concentration [#/m3]

110 Average motorway exhaust mass flow [kg/s]

rate

111 Average motorway exhaust temperature [K]

112 Maximum motorway exhaust [K]

temperature

113 Cumulated motorway THC mass [g]

114 Cumulated motorway CH4 mass [g]

115 Cumulated motorway NMHC mass [g]

116 Cumulated motorway CO mass [g]

117 Cumulated motorway CO2 mass [g]

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 Draft AIS 175 / Final Draft
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93 Rural CO2 emissions [g/km]

94 Rural NOX emissions [mg/km]

95 Rural PN emissions [#/km]

96 Distance motorway part [km]

97 Duration motorway part [h:min:s]

98 Stop time motorway part [min:s]

99 Average speed motorway part [km/h]

100 Maximum speed motorway part [km/h]

101 (v · apos)k_[95], k = motorway [m2/s3]

102 RPAk,k = motorway [m/s2]

103 Average motorway THC concentration [ppm]

104 Average motorway CH4 concentration [ppm]

105 Average motorway NMHC [ppm]

concentration

106 Average motorway CO concentration [ppm]

107 Average motorway CO2 concentration [ppm]

108 Average motorway NOX concentration [ppm]

109 Average motorway PN concentration [#/m3]

110 Average motorway exhaust mass flow [kg/s]

rate

111 Average motorway exhaust temperature [K]

112 Maximum motorway exhaust [K]

temperature

113 Cumulated motorway THC mass [g]

114 Cumulated motorway CH4 mass [g]

115 Cumulated motorway NMHC mass [g]

116 Cumulated motorway CO mass [g]

117 Cumulated motorway CO2 mass [g]

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 Draft AIS 175 / Final Draft
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118 Cumulated motorway NOX mass [g]

119 Cumulated motorway PN [#]

120 Motorway THC emissions [mg/km]

121 Motorway CH4 emissions [mg/km]

122 Motorway NMHC emissions [mg/km]

123 Motorway CO emissions [mg/km]

124 Motorway CO2 emissions [g/km]

125 Motorway NOX emissions [mg/km]

126 Motorway PN emissions [#/km]

(1) (1)
….. ….. …..(1)
(1)
Additional Parameters may be added to characterise additional elements.

4.2.2. Results of the Data Evaluation

Table 4

Header of Reporting File #2 – Calculation Settings of the Data Evaluation

Method According to Appendix 5 of this Annex

Line Parameter Unit

1 Reference CO2 mass [g]

2 Coefficient a1 of the CO2 characteristic

curve

3 Coefficient b1 of the CO2 characteristic

curve

4 Coefficient a2 of the CO2 characteristic

curve

5 Coefficient b2 of the CO2 characteristic

curve

6 Reserved

7 Reserved

8 Reserved

9 tol1H - upper tolerance for the vehicle [%]

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 Draft AIS 175 / Final Draft
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118 Cumulated motorway NOX mass [g]

119 Cumulated motorway PN [#]

120 Motorway THC emissions [mg/km]

121 Motorway CH4 emissions [mg/km]

122 Motorway NMHC emissions [mg/km]

123 Motorway CO emissions [mg/km]

124 Motorway CO2 emissions [g/km]

125 Motorway NOX emissions [mg/km]

126 Motorway PN emissions [#/km]

(1) (1)
….. ….. …..(1)
(1)
Additional Parameters may be added to characterise additional elements.

4.2.2. Results of the Data Evaluation

Table 4

Header of Reporting File #2 – Calculation Settings of the Data Evaluation

Method According to Appendix 5 of this Annex

Line Parameter Unit

1 Reference CO2 mass [g]

2 Coefficient a1 of the CO2 characteristic

curve

3 Coefficient b1 of the CO2 characteristic

curve

4 Coefficient a2 of the CO2 characteristic

curve

5 Coefficient b2 of the CO2 characteristic

curve

6 Reserved

7 Reserved

8 Reserved

9 tol1H - upper tolerance for the vehicle [%]

Page 722 of 762

 Draft AIS 175 / Final Draft
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CO2 characteristic curve

10 tol1L - lower tolerance for the vehicle [%]

CO2 characteristic curve

11 Calculation software and version (e.g. EMROA D 5.8)

(1) (1) (1)
….. ….. …..
(1)
Parameters may be added until line 95 to characterize additional calculation
settings

Table 5A

Header of reporting file #2 - Results of the Data Evaluation Method

According to Appendix 5 of this Annex

Line Parameter Unit

101 Number of windows

102 Number of urban windows

103 Number of rural windows

104 Number of motorway windows

105 Share of urban windows [%]

106 Share of rural windows [%]

107 Share of motorway windows [%]

108 Share of urban windows in the total (1 = Yes,

number of windows greater than 10%
0 = No)

109 Share of rural windows in the total (1 = Yes,

number of windows greater than 10%
0 = No)

110 Share of motorway windows in the total (1 = Yes,

number of windows greater than 10%
0 = No)

111 Number of windows within ± tol1

112 Number of urban windows within ± tol1

113 Number of rural windows within ± tol1

114 Number of motorway windows within ±

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 Draft AIS 175 / Final Draft
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CO2 characteristic curve

10 tol1L - lower tolerance for the vehicle [%]

CO2 characteristic curve

11 Calculation software and version (e.g. EMROA D 5.8)

(1) (1) (1)
….. ….. …..
(1)
Parameters may be added until line 95 to characterize additional calculation
settings

Table 5A

Header of reporting file #2 - Results of the Data Evaluation Method

According to Appendix 5 of this Annex

Line Parameter Unit

101 Number of windows

102 Number of urban windows

103 Number of rural windows

104 Number of motorway windows

105 Share of urban windows [%]

106 Share of rural windows [%]

107 Share of motorway windows [%]

108 Share of urban windows in the total (1 = Yes,

number of windows greater than 10%
0 = No)

109 Share of rural windows in the total (1 = Yes,

number of windows greater than 10%
0 = No)

110 Share of motorway windows in the total (1 = Yes,

number of windows greater than 10%
0 = No)

111 Number of windows within ± tol1

112 Number of urban windows within ± tol1

113 Number of rural windows within ± tol1

114 Number of motorway windows within ±

Page 723 of 762

 Draft AIS 175 / Final Draft
Septemebr 2023

tol1

115 Number of windows within ± tol2

116 Number of urban windows within ± tol2

117 Number of rural windows within ± tol2

118 Number of motorway windows within ±

tol2

119 Share of urban windows within ± tol1 [%]

120 Share of rural windows within ± tol1 [%]

121 Share of motorway windows within ± [%]

tol1

122 Share of urban windows within ± tol1 (1=Yes, 0=No)

greater than 50%

123 Share of rural windows within ± tol1 (1=Yes, 0=No)

greater than 50%

124 Share of motorway windows within ± (1=Yes, 0=No)

tol1 greater than 50%

125 Reserved

126 Reserved

127 Reserved

128 Reserved

129 Weighted THC emissions of urban [mg/km]

windows

130 Weighted THC emissions of rural [mg/km]

windows

131 Weighted THC emissions of motorway [mg/km]

windows

132 Weighted CH4 emissions of urban [mg/km]

windows

133 Weighted CH4 emissions of rural [mg/km]

windows

134 Weighted CH4 emissions of motorway [mg/km]

windows

Page 724 of 761

 Draft AIS 175 / Final Draft
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tol1

115 Number of windows within ± tol2

116 Number of urban windows within ± tol2

117 Number of rural windows within ± tol2

118 Number of motorway windows within ±

tol2

119 Share of urban windows within ± tol1 [%]

120 Share of rural windows within ± tol1 [%]

121 Share of motorway windows within ± [%]

tol1

122 Share of urban windows within ± tol1 (1=Yes, 0=No)

greater than 50%

123 Share of rural windows within ± tol1 (1=Yes, 0=No)

greater than 50%

124 Share of motorway windows within ± (1=Yes, 0=No)

tol1 greater than 50%

125 Reserved

126 Reserved

127 Reserved

128 Reserved

129 Weighted THC emissions of urban [mg/km]

windows

130 Weighted THC emissions of rural [mg/km]

windows

131 Weighted THC emissions of motorway [mg/km]

windows

132 Weighted CH4 emissions of urban [mg/km]

windows

133 Weighted CH4 emissions of rural [mg/km]

windows

134 Weighted CH4 emissions of motorway [mg/km]

windows

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135 Weighted NMHC emissions of urban [mg/km]

windows

136 Weighted NMHC emissions of rural [mg/km]

windows

137 Weighted NMHC emissions of [mg/km]

motorway windows

138 Weighted CO emissions of urban [mg/km]

windows

139 Weighted CO emissions of rural [mg/km]

windows

140 Weighted CO emissions of motorway [mg/km]

windows

141 Weighted NOX emissions of urban [mg/km]

windows

142 Weighted NOX emissions of rural [mg/km]

windows

143 Weighted NOX emissions of motorway [mg/km]

windows

144 Weighted NO emissions of urban [mg/km]

windows

145 Weighted NO emissions of rural [mg/km]

windows

146 Weighted NO emissions of motorway [mg/km]

windows

147 Weighted NO2 emissions of urban [mg/km]

windows

148 Weighted NO2 emissions of rural [mg/km]

windows

149 Weighted NO2 emissions of motorway [mg/km]

windows

150 Weighted PN emissions of urban [#/km]

windows

151 Weighted PN emissions of rural [#/km]

windows

152 Weighted PN emissions of motorway [#/km]

Page 725 of 761

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135 Weighted NMHC emissions of urban [mg/km]

windows

136 Weighted NMHC emissions of rural [mg/km]

windows

137 Weighted NMHC emissions of [mg/km]

motorway windows

138 Weighted CO emissions of urban [mg/km]

windows

139 Weighted CO emissions of rural [mg/km]

windows

140 Weighted CO emissions of motorway [mg/km]

windows

141 Weighted NOX emissions of urban [mg/km]

windows

142 Weighted NOX emissions of rural [mg/km]

windows

143 Weighted NOX emissions of motorway [mg/km]

windows

144 Weighted NO emissions of urban [mg/km]

windows

145 Weighted NO emissions of rural [mg/km]

windows

146 Weighted NO emissions of motorway [mg/km]

windows

147 Weighted NO2 emissions of urban [mg/km]

windows

148 Weighted NO2 emissions of rural [mg/km]

windows

149 Weighted NO2 emissions of motorway [mg/km]

windows

150 Weighted PN emissions of urban [#/km]

windows

151 Weighted PN emissions of rural [#/km]

windows

152 Weighted PN emissions of motorway [#/km]

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 Draft AIS 175 / Final Draft
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windows
(1) (1)
… …..
(1)
Additional parameters may be added until line 195

Table 5B

Header of Reporting File #2 – Final Emission Results According to Appendix

5 of this Annex

Line Parameter Unit

201 Total trip – THC Emissions [mg/km]

202 Total trip – CH4 Emissions [mg/km]

203 Total trip – NMHC Emissions [mg/km]

204 Total trip – CO Emissions [mg/km]

205 Total trip – NOX Emissions [mg/km]

206 Total trip – PN Emissions [#/km]

(1) (1) (1)
… ….. …..
(1)
Additional parameters may be added

Table 6

Body of Reporting File #2 – Detailed Results of the Data Evaluation Method

According to Appendix 5 of this Annex; the Rows and Columns of this Table
shall be Transposed in the Body of the Data Reporting File

Line 498 499 500 501

(1)
Window Start [s]
Time
(1)
Window End [s]
Time
(1)
Window [s]
Duration
(1)
Window Source [km]
Distance (1=GNSS,
2=ECU,

3=Sensor)

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windows
(1) (1)
… …..
(1)
Additional parameters may be added until line 195

Table 5B

Header of Reporting File #2 – Final Emission Results According to Appendix

5 of this Annex

Line Parameter Unit

201 Total trip – THC Emissions [mg/km]

202 Total trip – CH4 Emissions [mg/km]

203 Total trip – NMHC Emissions [mg/km]

204 Total trip – CO Emissions [mg/km]

205 Total trip – NOX Emissions [mg/km]

206 Total trip – PN Emissions [#/km]

(1) (1) (1)
… ….. …..
(1)
Additional parameters may be added

Table 6

Body of Reporting File #2 – Detailed Results of the Data Evaluation Method

According to Appendix 5 of this Annex; the Rows and Columns of this Table
shall be Transposed in the Body of the Data Reporting File

Line 498 499 500 501

(1)
Window Start [s]
Time
(1)
Window End [s]
Time
(1)
Window [s]
Duration
(1)
Window Source [km]
Distance (1=GNSS,
2=ECU,

3=Sensor)

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 Draft AIS 175 / Final Draft
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(1)
Window THC [g]
emissions
(1)
Window CH4 [g]
emissions
(1)
Window [g]
NMHC
emissions
(1)
Window CO [g]
emissions
(1)
Window CO2 [g]
emissions
(1)
Window NOX [g]
emissions
(1)
Window NO [g]
emissions
(1)
Window NO2 [g]
emissions
(1)
Window O2 [g]
emissions
(1)
Window PN [#]
emissions
(1)
Window THC [mg/km]
emissions
(1)
Window CH4 [mg/km]
emissions
(1)
Window [mg/km]
NMHC
emissions
(1)
Window CO [mg/km]
emissions
(1)
Window CO2 [g/km]
emissions
(1)
Window NOX [mg/km]
emissions
(1)
Window NO [mg/km]

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 Draft AIS 175 / Final Draft
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(1)
Window THC [g]
emissions
(1)
Window CH4 [g]
emissions
(1)
Window [g]
NMHC
emissions
(1)
Window CO [g]
emissions
(1)
Window CO2 [g]
emissions
(1)
Window NOX [g]
emissions
(1)
Window NO [g]
emissions
(1)
Window NO2 [g]
emissions
(1)
Window O2 [g]
emissions
(1)
Window PN [#]
emissions
(1)
Window THC [mg/km]
emissions
(1)
Window CH4 [mg/km]
emissions
(1)
Window [mg/km]
NMHC
emissions
(1)
Window CO [mg/km]
emissions
(1)
Window CO2 [g/km]
emissions
(1)
Window NOX [mg/km]
emissions
(1)
Window NO [mg/km]

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emissions
(1)
Window NO2 [mg/km]
emissions
(1)
Window O2 [mg/km]
emissions
(1)
Window PN [#/km]
emissions
(1)
Window [%]
distance to CO2
characteristic
curve hj
(1)
Window [-]
weighing factor
wj
(1)
Window Source [km/h]
Average
Vehicle Speed (1=GNSS,
2=ECU,

3=Sensor)

…..(2) …..(2) …..(2) …..(1)(2)

(1)
Actual values to be included from line 501 to line onward until the end of data.
(2)
Additional parameters may be added to characterise window characteristics.

4.3 Vehicle and Engine Description

The manufacturer shall provide the vehicle and engine description in accordance
with AIS-007, as amended form time to time.

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 Draft AIS 175 / Final Draft
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emissions
(1)
Window NO2 [mg/km]
emissions
(1)
Window O2 [mg/km]
emissions
(1)
Window PN [#/km]
emissions
(1)
Window [%]
distance to CO2
characteristic
curve hj
(1)
Window [-]
weighing factor
wj
(1)
Window Source [km/h]
Average
Vehicle Speed (1=GNSS,
2=ECU,

3=Sensor)

…..(2) …..(2) …..(2) …..(1)(2)

(1)
Actual values to be included from line 501 to line onward until the end of data.
(2)
Additional parameters may be added to characterise window characteristics.

4.3 Vehicle and Engine Description

The manufacturer shall provide the vehicle and engine description in accordance
with AIS-007, as amended form time to time.

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Annex C6 - APPENDIX 9

MANUFACTURER'S DECLERATION OF COMPLIANCE

Manufacturer's certificate of compliance with the Real Driving Emissions

requirements

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

(Address of the ...........................................................................................

Manufacturer):

Certifies that

CONTENT TO BE ADDED

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

On[ ...................................................................................................(Date)]

.............................................................................................

(Stamp and signature of the manufacturer's representative)

Annex:

- List of vehicle types to which this certificate applies

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Annex C6 - APPENDIX 9

MANUFACTURER'S DECLERATION OF COMPLIANCE

Manufacturer's certificate of compliance with the Real Driving Emissions

requirements

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

(Address of the ...........................................................................................

Manufacturer):

Certifies that

CONTENT TO BE ADDED

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

On[ ...................................................................................................(Date)]

.............................................................................................

(Stamp and signature of the manufacturer's representative)

Annex:

- List of vehicle types to which this certificate applies

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ANNEX C6 - APPENDIX 10

CALCULATION OF THE FINAL RDE EMISSIONS RESULTS

1.0 Introduction

This annex describes the procedure to calculate the final criteria emissions for the
complete and urban part of an RDE.

2.0 Symbols, Parameters and Units

Index (k) refers to the category (t=total, u=urban)

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 annex

𝑀𝐶𝑂2 ,𝑅𝐷𝐸,𝑘 is the distance-specific mass of CO2 [g/km], emitted over the RDE trip

𝑀𝐶𝑂2 ,𝑇𝐴,𝑘 is the distance-specific mass of CO2 [g/km], emitted over the applicable
type approval cycle

𝑀𝐶𝑂2 ,𝑇𝐴_𝐶𝑆,𝑘 is the distance-specific mass of CO2 [g/km], emitted over the applicable
type approval 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 applicable type approval test.

𝑅𝐹 𝑘 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

3.0 Calculation of the Intermediate RDE emissions results

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ANNEX C6 - APPENDIX 10

CALCULATION OF THE FINAL RDE EMISSIONS RESULTS

1.0 Introduction

This annex describes the procedure to calculate the final criteria emissions for the
complete and urban part of an RDE.

2.0 Symbols, Parameters and Units

Index (k) refers to the category (t=total, u=urban)

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 annex

𝑀𝐶𝑂2 ,𝑅𝐷𝐸,𝑘 is the distance-specific mass of CO2 [g/km], emitted over the RDE trip

𝑀𝐶𝑂2 ,𝑇𝐴,𝑘 is the distance-specific mass of CO2 [g/km], emitted over the applicable
type approval cycle

𝑀𝐶𝑂2 ,𝑇𝐴_𝐶𝑆,𝑘 is the distance-specific mass of CO2 [g/km], emitted over the applicable
type approval 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 applicable type approval test.

𝑅𝐹 𝑘 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

3.0 Calculation of the Intermediate RDE emissions results

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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 3.6.3. of this Regulation,
shall be set to zero.

Any correction of the instantaneous criteria emissions for Extended conditions

according to paragraph 8.1. and 10.5. and 10.6. of this Regulation shall be applied.

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

𝑀𝑅𝐷𝐸,𝑘 = 𝑚𝑅𝐷𝐸,𝑘 × 𝑅𝐹𝑘

The values of the parameter 𝑅𝐹𝐿1 and 𝑅𝐹𝐿2 of the function used to calculate the result
evaluation factors shall be defined as mentioned below.

RFL1 = 1.3; RFL2 = 1.5.

Note: If required, the above parameters RFL1 & RFL2 may be reviewed in future.

The RDE result evaluation factors 𝑅𝐹𝑘 (k=t=total, k=u=urban) shall be obtained
using the functions laid down in paragraph 2.2. for vehicles with ICE and NOVC-
HEV, and in paragraph 2.3. 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

Table A11/1

Result evaluation factors calculation

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 Draft AIS 175 / Final Draft
MARCH 2025

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 3.6.3. of this Regulation,
shall be set to zero.

Any correction of the instantaneous criteria emissions for Extended conditions

according to paragraph 8.1. and 10.5. and 10.6. of this Regulation shall be applied.

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

𝑀𝑅𝐷𝐸,𝑘 = 𝑚𝑅𝐷𝐸,𝑘 × 𝑅𝐹𝑘

The values of the parameter 𝑅𝐹𝐿1 and 𝑅𝐹𝐿2 of the function used to calculate the result
evaluation factors shall be defined as mentioned below.

RFL1 = 1.3; RFL2 = 1.5.

Note: If required, the above parameters RFL1 & RFL2 may be reviewed in future.

The RDE result evaluation factors 𝑅𝐹𝑘 (k=t=total, k=u=urban) shall be obtained
using the functions laid down in paragraph 2.2. for vehicles with ICE and NOVC-
HEV, and in paragraph 2.3. 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

Table A11/1

Result evaluation factors calculation

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 Draft AIS 175 / Final Draft
Septemebr 2023

Then the Result

evaluation factor
When: 𝑹𝑭𝒌 is: Where:

𝑟𝑘 ≤ 𝑅𝐹𝐿1 𝑅𝐹𝑘 = 1

𝑎1
𝑅𝐹𝐿2 − 1
=
𝑅𝐹𝐿1 < 𝑟𝑘 [𝑅𝐹𝐿2 × (𝑅𝐹𝐿1 − 𝑅𝐹𝐿2 )]
𝑅𝐹𝑘 = 𝑎1 𝑟𝑘 + 𝑏1
≤ 𝑅𝐹𝐿2

𝑏1 = 1 − 𝑎1 𝑅𝐹𝐿1

𝑟𝑘 > 𝑅𝐹𝐿2 1
𝑅𝐹𝑘 =
𝑟𝑘

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 r_k between the
distance specific CO2 emissions measured during the RDE test and the distance-
specific CO2 emitted by the vehicle over the PEMS validation test conducted on this
vehicle in accordance with the applicable type approval cycle. and including all
appropriate corrections.

For the urban emissions, the phases of the type approval selected as representative
for urban operation i.e. Phase-1 of WLTP Cycle (Low Phase)

The result evaluation factor rk (k=t=total, k=u=urban) shall be calculated as follows:

𝑀𝐶𝑂2 ,𝑅𝐷𝐸,𝑘
𝑟𝑘 =
𝑀𝐶𝑂2 ,𝑇𝐴,𝑘

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 type approval test conducted
in Charge Sustaining vehicle operation including all appropriate corrections. The
ratio 𝑟𝑘 is corrected by a ratio 𝐼𝐶𝑇𝐴 (where *ICTA is 0.85) reflecting the respective
usage of the internal combustion engine during the RDE trip and on the applicable
type approval test, to be conducted in charge sustaining vehicle operation.

*If required, the same may be reviewed in future.

For either the urban or the total driving:

𝑀𝐶𝑂2 ,𝑅𝐷𝐸,𝑘 𝐼𝐶𝑇𝐴

𝑟𝑘 = ×
𝑀𝐶𝑂2 ,𝑇𝐴_𝐶𝑆,𝑡 𝐼𝐶𝑘

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 Draft AIS 175 / Final Draft
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Then the Result

evaluation factor
When: 𝑹𝑭𝒌 is: Where:

𝑟𝑘 ≤ 𝑅𝐹𝐿1 𝑅𝐹𝑘 = 1

𝑎1
𝑅𝐹𝐿2 − 1
=
𝑅𝐹𝐿1 < 𝑟𝑘 [𝑅𝐹𝐿2 × (𝑅𝐹𝐿1 − 𝑅𝐹𝐿2 )]
𝑅𝐹𝑘 = 𝑎1 𝑟𝑘 + 𝑏1
≤ 𝑅𝐹𝐿2

𝑏1 = 1 − 𝑎1 𝑅𝐹𝐿1

𝑟𝑘 > 𝑅𝐹𝐿2 1
𝑅𝐹𝑘 =
𝑟𝑘

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 r_k between the
distance specific CO2 emissions measured during the RDE test and the distance-
specific CO2 emitted by the vehicle over the PEMS validation test conducted on this
vehicle in accordance with the applicable type approval cycle. and including all
appropriate corrections.

For the urban emissions, the phases of the type approval selected as representative
for urban operation i.e. Phase-1 of WLTP Cycle (Low Phase)

The result evaluation factor rk (k=t=total, k=u=urban) shall be calculated as follows:

𝑀𝐶𝑂2 ,𝑅𝐷𝐸,𝑘
𝑟𝑘 =
𝑀𝐶𝑂2 ,𝑇𝐴,𝑘

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 type approval test conducted
in Charge Sustaining vehicle operation including all appropriate corrections. The
ratio 𝑟𝑘 is corrected by a ratio 𝐼𝐶𝑇𝐴 (where *ICTA is 0.85) reflecting the respective
usage of the internal combustion engine during the RDE trip and on the applicable
type approval test, to be conducted in charge sustaining vehicle operation.

*If required, the same may be reviewed in future.

For either the urban or the total driving:

𝑀𝐶𝑂2 ,𝑅𝐷𝐸,𝑘 𝐼𝐶𝑇𝐴

𝑟𝑘 = ×
𝑀𝐶𝑂2 ,𝑇𝐴_𝐶𝑆,𝑡 𝐼𝐶𝑘

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 Draft AIS 175 / Final Draft
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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:

𝑑𝐼𝐶𝐸,𝑘
𝐼𝐶𝑘 =
𝑑𝐼𝐶𝐸,𝑘 + 𝑑𝐸𝑉,𝑘

Annex C7 - IN-SERVICE CONFORMITY METHODOLOGY

1.0 Introduction

This annexure sets out the in-service conformity (ISC) requirements for checking
compliance against the emission limits for tailpipe and evaporative emissions
throughout the normal life of the vehicle up to five years or 100,000km, whichever
is sooner.

2.0 Process Description

START

Vehicle Manufacturer and Test Agency complete vehicle

approval for the new vehicle type. Test Agency grants Type-
Approval

Manufacture & sales of approved vehicle type

Vehicle Selection: Test Agency to carry out

selection in consultation with Manufacturer

Test Agency carries out in-service conformity procedure

(vehicle type or family). Tests can be conducted at a Test
Agency or witnessed by Test Agency at manufacturers test
facility which is accredited by NABL as per ISO 17025

Compliance Assessment

Remedial Measures (if Needed)

Reporting

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 Draft AIS 175 / Final Draft
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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:

𝑑𝐼𝐶𝐸,𝑘
𝐼𝐶𝑘 =
𝑑𝐼𝐶𝐸,𝑘 + 𝑑𝐸𝑉,𝑘

Annex C7 - IN-SERVICE CONFORMITY METHODOLOGY

1.0 Introduction

This annexure sets out the in-service conformity (ISC) requirements for checking
compliance against the emission limits for tailpipe and evaporative emissions
throughout the normal life of the vehicle up to five years or 100,000km, whichever
is sooner.

2.0 Process Description

START

Vehicle Manufacturer and Test Agency complete vehicle

approval for the new vehicle type. Test Agency grants Type-
Approval

Manufacture & sales of approved vehicle type

Vehicle Selection: Test Agency to carry out

selection in consultation with Manufacturer

Test Agency carries out in-service conformity procedure

(vehicle type or family). Tests can be conducted at a Test
Agency or witnessed by Test Agency at manufacturers test
facility which is accredited by NABL as per ISO 17025

Compliance Assessment

Remedial Measures (if Needed)

Reporting

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 Draft AIS 175 / Final Draft
Septemebr 2023

Figure C7/1

Illustration of the In-service Conformity Process

3.0 ISC Family Definition

An ISC family shall be composed of the following vehicles:

(a) For tailpipe emissions (Type I), the vehicles covered by the PEMS test
family, as described in Appendix 7 of Annex C6,

(b) For evaporative emissions (Type IV test), the vehicles included in the
evaporative emission family, as described in Clause 6.6.3. of this Regulation.

4. Information Gathering And Initial Risk Assessment

As part of the information provided for the ISC checks, each manufacturer shall
report to the Test Agency on emission-related warranty claims, and any emission-
related warranty repair works performed or recorded during servicing, in
accordance with a format agreed between the Test Agency and the manufacturer
at type approval. The information shall detail the frequency and nature of faults
for emissions-related components and systems by ISC family. The reports shall
be filed at least once a year for each vehicle ISC family for the duration of the
period during which in-service conformity checks are to be performed as per
Clause 9.2 of this regulation.

5.0 ISC Testing

5.1 The Test Agency shall perform ISC testing for tailpipe emissions comprising at
least the Type I test for all ISC families. The Test Agency may also perform RDE
and Type IV tests for all or part of the ISC families. The Test Agency shall check
all ISC families each year, as set out in Point 5.4.

5.2 The emissions testing to be done at a Test Agency or tests can be conducted on
manufacturer’s test facility which is accredited by NABL as per ISO 17025

5.3. Types of Tests

ISC testing shall only be performed on vehicles selected in accordance with

Appendix 1.

ISC testing with the Type I test shall be performed in accordance with Annex B6
of this regulation.

ISC testing with the RDE tests shall be performed in accordance with Annex C6
of this regulation and Type IV tests shall be performed in accordance with Annex
C3 of this regulation

5.4. Frequency and Scope of ISC Testing

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 Draft AIS 175 / Final Draft
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Figure C7/1

Illustration of the In-service Conformity Process

3.0 ISC Family Definition

An ISC family shall be composed of the following vehicles:

(a) For tailpipe emissions (Type I), the vehicles covered by the PEMS test
family, as described in Appendix 7 of Annex C6,

(b) For evaporative emissions (Type IV test), the vehicles included in the
evaporative emission family, as described in Clause 6.6.3. of this Regulation.

4. Information Gathering And Initial Risk Assessment

As part of the information provided for the ISC checks, each manufacturer shall
report to the Test Agency on emission-related warranty claims, and any emission-
related warranty repair works performed or recorded during servicing, in
accordance with a format agreed between the Test Agency and the manufacturer
at type approval. The information shall detail the frequency and nature of faults
for emissions-related components and systems by ISC family. The reports shall
be filed at least once a year for each vehicle ISC family for the duration of the
period during which in-service conformity checks are to be performed as per
Clause 9.2 of this regulation.

5.0 ISC Testing

5.1 The Test Agency shall perform ISC testing for tailpipe emissions comprising at
least the Type I test for all ISC families. The Test Agency may also perform RDE
and Type IV tests for all or part of the ISC families. The Test Agency shall check
all ISC families each year, as set out in Point 5.4.

5.1.1 Provided, In case of number of vehicles of family (classified as per 3.0) sold in
India are less than 500 in a year, then such family/ families of specific fuel type
shall be clubbed and one vehicle from the clubbed families shall be subjected to
test for In Service Conformity.

Provided that in case tested vehicle meets Type I limits without deterioration
factor then all small volume ISC families are considered pass.

Further If Type I test results obtained for any one of the pollutants exceed their
respective Type I test limit values then test shall be continued as per clause 5.8 of
Annex C7 with minimum sample size of three of same ISC family. In case of
extended ISC, Vehicle of same family (as per 3.0) to be used for extended in use
testing. Further in case of ISC failure each family separate ISC to be conducted
and consequences of failure shall be applied to failed families only.

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The time period between commencing two in-service conformity checks by the
manufacturer for a given ISC family shall not exceed 24 months.

Test agency shall perform the RDE tests on a minimum of 5% of the ISC families
per manufacturer per ISC period or at least two ISC families per manufacturer per
ISC period, whichever applicable.

The Test Agency shall complete the statistical procedure for each ISC family it
has started within 12 months.

Based on maintenance repair history, OBD fault code history, ISC Type I test
results, etc if required Test Agency may decide to perform Type IV ISC test in
consultation with vehicle manufacturer.

The above Type IV and RDE test requirement shall not apply to small volume
ISC families.( Sales volume less than 500).

5.5. Reserved

5.6. Reserved.

5.7. Selection of Vehicles for ISC Testing

The information gathered shall be sufficiently comprehensive to ensure that in-

service performance can be assessed for vehicles that are properly maintained and
used. The tables in Appendix 1 shall be used to decide whether the vehicle can be
selected for the purposes of ISC testing. During the check against the tables in
Appendix 1, some vehicles may be declared as faulty and not tested during ISC,
when there is evidence that parts of the emission control system were damaged.

The same vehicle may be used to perform and establish reports from more than
one type of tests (Type I, RDE, Type IV) but only the first valid test of each type
shall be taken into account for the statistical procedure. Considering challenges
involved in sourcing of test vehicle, only for RDE test, vehicle may be selected
in consultation with vehicle manufacturer.

The sampling shall be drawn from at least two regions with substantially different
vehicle operating conditions. Factors such as differences in fuels, ambient
conditions, average road speeds, and urban/highway driving split shall be taken
into consideration in the selection of the regions.

The regions for sampling of vehicles shall be selected in consultation with the
manufacturer. Vehicles may be selected from a region that is considered to be
particularly representative.

5.7.1 General Requirements

The vehicle shall belong to an ISC family as described in clause 3 and shall
comply with the checks set out in the table in Appendix 1. The emissions testing
may be done in a different geographical region from that where the vehicles have
been selected.

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5.2 The emissions testing to be done at a Test Agency or tests can be conducted on
manufacturer’s test facility which is accredited by NABL as per ISO 17025

5.3. Types of Tests

ISC testing shall only be performed on vehicles selected in accordance with

Appendix 1.

ISC testing with the Type I test shall be performed in accordance with Annex B6
of this regulation.

ISC testing with the RDE tests shall be performed in accordance with Annex C6
of this regulation and Type IV tests shall be performed in accordance with Annex
C3 of this regulation

5.4. Frequency and Scope of ISC Testing

The time period between commencing two in-service conformity checks by the
manufacturer for a given ISC family shall not exceed 24 months.

Test agency shall perform the RDE tests on a minimum of 5% of the ISC families
per manufacturer per ISC period or at least two ISC families per manufacturer per
ISC period, whichever applicable.

The Test Agency shall complete the statistical procedure for each ISC family it
has started within 12 months.

Based on maintenance repair history, OBD fault code history, ISC Type I test
results, etc if required Test Agency may decide to perform Type IV ISC test in
consultation with vehicle manufacturer.

The above Type IV and RDE test requirement shall not apply to small volume
ISC families.( Sales volume less than 500).

5.5. Reserved

5.6. Reserved.

5.7. Selection of Vehicles for ISC Testing

The information gathered shall be sufficiently comprehensive to ensure that in-

service performance can be assessed for vehicles that are properly maintained and
used. The tables in Appendix 1 shall be used to decide whether the vehicle can be
selected for the purposes of ISC testing. During the check against the tables in
Appendix 1, some vehicles may be declared as faulty and not tested during ISC,
when there is evidence that parts of the emission control system were damaged.

The same vehicle may be used to perform and establish reports from more than
one type of tests (Type I, RDE, Type IV) but only the first valid test of each type
shall be taken into account for the statistical procedure. Considering challenges
involved in sourcing of test vehicle, only for RDE test, vehicle may be selected
in consultation with vehicle manufacturer.

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The vehicles selected shall be accompanied by a maintenance record which shows

that the vehicle has been properly maintained and has been serviced in accordance
with the manufacturer's recommendations with only original parts used for the
replacement of emissions related parts.

Vehicles exhibiting indications of abuse, improper use that could affect its
emissions performance, tampering or conditions that may lead to unsafe operation
shall be excluded from ISC.

The vehicles shall not have undergone aerodynamic modifications that cannot be
removed prior to testing.

A vehicle shall be excluded from ISC testing if the information stored in the on-
board computer shows that the vehicle was operated after a fault code was
displayed and a repair was not carried out in accordance with manufacturer
specifications.

A vehicle shall be excluded from ISC testing if the fuel from the vehicle tank does
not meet the applicable standards or if there is evidence or record of fuelling with
the wrong type of fuel.

5.7.2 Vehicle Examination and Maintenance

Diagnosis of faults and any normal maintenance necessary in accordance with

Appendix 1 shall be performed on vehicles accepted for testing, prior to or after
proceeding with ISC testing.

The following checks shall be carried out: OBD checks (performed before or after
the test), visual checks for lit malfunction indicator lamps, checks on air filter, all
drive belts, all fluid levels, radiator and fuel filler cap, all vacuum and fuel system
hoses and electrical wiring related to the after-treatment system for integrity;
checks on ignition, fuel metering and pollution control device components for
maladjustments and/or tampering.

If the vehicle is within 800km of a scheduled maintenance service, that service

shall be performed.

The window washer fluid shall be removed before the Type IV test and replaced
with hot water.

A fuel sample shall be collected and kept in accordance with the requirements of
Annex C5 of this regulation for further analysis in case of fail.

All faults shall be recorded. When the fault is on the pollution control devices then
the vehicle shall be reported as faulty and not be used further for testing, but the
fault shall be taken into account for the purposes of the compliance assessment
performed in accordance with clause 6.1 of this Annex.

5.8 Sample Size

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The sampling shall be drawn from at least two regions with substantially different
vehicle operating conditions. Factors such as differences in fuels, ambient
conditions, average road speeds, and urban/highway driving split shall be taken
into consideration in the selection of the regions.

The regions for sampling of vehicles shall be selected in consultation with the
manufacturer. Vehicles may be selected from a region that is considered to be
particularly representative.

5.7.1 General Requirements

The vehicle shall belong to an ISC family as described in clause 3 and shall
comply with the checks set out in the table in Appendix 1. The emissions testing
may be done in a different geographical region from that where the vehicles have
been selected.

The vehicles selected shall be accompanied by a maintenance record which shows

that the vehicle has been properly maintained and has been serviced in accordance
with the manufacturer's recommendations with only original parts used for the
replacement of emissions related parts.

Vehicles exhibiting indications of abuse, improper use that could affect its
emissions performance, tampering or conditions that may lead to unsafe operation
shall be excluded from ISC.

The vehicles shall not have undergone aerodynamic modifications that cannot be
removed prior to testing.

A vehicle shall be excluded from ISC testing if the information stored in the on-
board computer shows that the vehicle was operated after a fault code was
displayed and a repair was not carried out in accordance with manufacturer
specifications.

A vehicle shall be excluded from ISC testing if the fuel from the vehicle tank does
not meet the applicable standards or if there is evidence or record of fuelling with
the wrong type of fuel.

5.7.2 Vehicle Examination and Maintenance

Diagnosis of faults and any normal maintenance necessary in accordance with

Appendix 1 shall be performed on vehicles accepted for testing, prior to or after
proceeding with ISC testing.

The following checks shall be carried out: OBD checks (performed before or after
the test), visual checks for lit malfunction indicator lamps, checks on air filter, all
drive belts, all fluid levels, radiator and fuel filler cap, all vacuum and fuel system
hoses and electrical wiring related to the after-treatment system for integrity;
checks on ignition, fuel metering and pollution control device components for
maladjustments and/or tampering.

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The number of sample lots shall be set on the basis of the annual sales volume of
an in-service family, as described in the following table:

Table C7/1

Number of Sample Lots for ISC Testing with Type I Tests

Sales Volume per Financial year of vehicles Number of sample lots (for Type 1
in the sampling period tests)

up to 100,000 1

100,001 to 200,000 2

above 200,000 3

Each sample lot shall include enough vehicle types, in order to ensure that at least
20% of the total family sales are covered. When a family requires more than one
sample lot to be tested, the vehicles in the second and third sample lots shall reflect
different vehicle use conditions from those selected for the first sample.

In case of number of vehicles of ISC family sold in India or imported to India are
less than 500 in a financial year then such family need not be subjected to the
above test if at least one model or its variants of family sold or imported by that
manufacturer or importer or the case may be is subjected to such test at least once
per In Service Conformity Cycle.

Provided that, all the pollutants for Type I tests doesn’t exceed their respective
Type I test limit value for that single model/ variant of that family is regarded as
having passed.

If Type I test results obtained for any one of the pollutants exceed their respective
Type I test limit values then test shall be continued as per clause 5.8 of Annex C7
with minimum sample size of three

5.9 Reserved

5.10 Statistical Procedure

5.10.1 General

The verification of in-service conformity shall rely on a statistical method

following the general principles of sequential sampling for inspection by
attributes. The minimum sample size for a pass result is three vehicles, and the
maximum cumulative sample size is ten vehicles for the Type I. For RDE and
Type IV test minimum sample size for pass result is one vehicle.

For the Type IV tests a simplified method may be used, The test is considered
pass

if it meets the Type -IV limits in one sample In case the first sample does not pass, test
will continue on three vehicles and shall be considered a fail if all three vehicles
fail to pass the test. In cases where two out of three passed or failed, then Test
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If the vehicle is within 800km of a scheduled maintenance service, that service

shall be performed.

The window washer fluid shall be removed before the Type IV test and replaced
with hot water.

A fuel sample shall be collected and kept in accordance with the requirements of
Annex C5 of this regulation for further analysis in case of fail.

All faults shall be recorded. When the fault is on the pollution control devices then
the vehicle shall be reported as faulty and not be used further for testing, but the
fault shall be taken into account for the purposes of the compliance assessment
performed in accordance with clause 6.1 of this Annex.

5.8 Sample Size

The number of sample lots shall be set on the basis of the annual sales volume of
an in-service family, as described in the following table:

Table C7/1

Number of Sample Lots for ISC Testing with Type I Tests

Sales Volume per Financial year of vehicles Number of sample lots (for Type 1
in the sampling period tests)

up to 100,000 1

100,001 to 200,000 2

above 200,000 3

Each sample lot shall include enough vehicle types, in order to ensure that at least
20% of the total family sales are covered. When a family requires more than one
sample lot to be tested, the vehicles in the second and third sample lots shall reflect
different vehicle use conditions from those selected for the first sample.

In case of number of vehicles of ISC family sold in India or imported to India are
less than 500 in a financial year then such family need not be subjected to the
above test if at least one model or its variants of family sold or imported by that
manufacturer or importer or the case may be is subjected to such test at least once
per In Service Conformity Cycle.

Provided that, all the pollutants for Type I tests doesn’t exceed their respective
Type I test limit value for that single model/ variant of that family is regarded as
having passed.

If Type I test results obtained for any one of the pollutants exceed their respective
Type I test limit values then test shall be continued as per clause 5.8 of Annex C7
with minimum sample size of three

5.9 Reserved

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Agency may decide to conduct further tests or proceed with accessing the
compliance in accordance with clause 6.1 of this Annex.

Test results shall not be multiplied by deterioration factors.

For RDE test considered as passed when one sample RDE results are below NTE
limit defined in clause 2.1.1 of Annex C5 of this Regulation. In case first sample
does not pass, more vehicles to be tested for arriving at the decision threshold.

ISC statistical procedure shall remain open until an outcome is reached when the
statistical procedure arrives to a pass or fail decision for the sample in accordance
clause 5.10.5 of this Annex.

However, if an outcome is not reached within 12 months of the start of statistical

procedure, the Test Agency shall infrom the Nodal agency.

Pooling of ISC Results

5.10.2 Test results from two or more accredited laboratories will be pooled for the
purposes of a common statistical procedure

5.10.3 Pass/Fail/Invalid Outcome for a Single Test

An ISC emissions test shall be considered as 'passed' when the emissions results
are equal or below the emission limit set out in applicable Gazette Notification
for that type of test.

An emissions test shall be considered as 'failed' for one or more pollutants when
the emissions result is greater than the corresponding emission limit for that type
of test. Each failed test result shall increase the 'f' count (see Clause 5.10.5.) by 1
for that statistical instance.

An ISC emissions test shall be considered invalid if it does not respect the test
requirements referred to in clause 5.3 of this Annex. Invalid test results shall be
excluded from the statistical procedure.

The Test Agency shall incorporate all valid emission test results to the relevant
statistical procedure until a 'sample fail' or a 'sample pass' outcome is reached in
accordance with clause 5.10.5 of this Annex.

5.10.4 Treatment of Outliers

The presence of outlying results in the sample statistical procedure may lead to a
'fail' outcome in accordance with the procedures described below:

Outliers shall be categorised as intermediate or extreme.

An emissions test result shall be considered as an intermediate outlier if it is equal

or greater than 1.3 times the applicable emission limit. The presence of two such
outliers in a sample shall lead to a fail of the sample.

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5.10 Statistical Procedure

5.10.1 General

The verification of in-service conformity shall rely on a statistical method

following the general principles of sequential sampling for inspection by
attributes. The minimum sample size for a pass result is three vehicles, and the
maximum cumulative sample size is ten vehicles for the Type I. For RDE and
Type IV test minimum sample size for pass result is one vehicle.

For the Type IV tests a simplified method may be used, The test is considered
pass

if it meets the Type -IV limits in one sample In case the first sample does not pass, test
will continue on three vehicles and shall be considered a fail if all three vehicles
fail to pass the test. In cases where two out of three passed or failed, then Test
Agency may decide to conduct further tests or proceed with accessing the
compliance in accordance with clause 6.1 of this Annex.

Test results shall not be multiplied by deterioration factors.

For RDE test considered as passed when one sample RDE results are below NTE
limit defined in clause 2.1.1 of Annex C5 of this Regulation. In case first sample
does not pass, more vehicles to be tested for arriving at the decision threshold.

ISC statistical procedure shall remain open until an outcome is reached when the
statistical procedure arrives to a pass or fail decision for the sample in accordance
clause 5.10.5 of this Annex.

However, if an outcome is not reached within 12 months of the start of statistical

procedure, the Test Agency shall infrom the Nodal agency.

Pooling of ISC Results

5.10.2 Test results from two or more accredited laboratories will be pooled for the
purposes of a common statistical procedure

5.10.3 Pass/Fail/Invalid Outcome for a Single Test

An ISC emissions test shall be considered as 'passed' when the emissions results
are equal or below the emission limit set out in applicable Gazette Notification
for that type of test.

An emissions test shall be considered as 'failed' for one or more pollutants when
the emissions result is greater than the corresponding emission limit for that type
of test. Each failed test result shall increase the 'f' count (see Clause 5.10.5.) by 1
for that statistical instance.

An ISC emissions test shall be considered invalid if it does not respect the test
requirements referred to in clause 5.3 of this Annex. Invalid test results shall be
excluded from the statistical procedure.

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An emissions result shall be considered as an extreme outlier if it is equal or

greater than 2.5 times the applicable emission limit. The presence of one such
outlier in a sample shall lead to a fail of the sample. In such case, the plate number
of the vehicle shall be communicated to the manufacturer.

5.10.5 Pass/Fail Decision for a Sample

For the purposes of deciding on a pass/fail result for the sample, 'p' is the count of
passed results, and 'f' is the count of failed results. Each passed test result shall
increase the 'p' count by 1 and each failed test result shall increase the 'f' count by
1 for the relevant open statistical procedure.

Upon the incorporation of valid emission test results to an open instance of the
statistical procedure, the type Test Agency shall perform the following actions:

– Update the cumulative sample size 'n' for that instance to reflect the total
number of valid emissions tests incorporated to the statistical procedure;

– Following an evaluation of the results, update the count of passed results 'p'
and the count of failed results 'f';

– Compute the number of extreme and intermediate outliers in the sample in

accordance with Clause 5.10.4 of this Annex.

– Check whether a decision is reached with the procedure described below.

The decision depends on the cumulative sample size 'n', the passed and failed
result counts 'p' and 'f', as well as the number of intermediate and/or extreme
outliers in the sample. For the decision on a pass/fail of an ISC sample the Test
Agency shall use the decision chart in Figure C7/2. The charts indicate the
decision to be taken for a given cumulative sample size 'n' and failed count result
'f'.

Two decisions are possible for a statistical procedure for a given combination of
vehicle family, emissions test type and pollutant:

'Sample pass' outcome shall be reached when the applicable decision chart from
Figure C7/2 of this Annex gives a "PASS" outcome for the current cumulative
sample size 'n' and the count of failed results 'f'.

'Sample fail' decision shall be reached when, for a given cumulative sample size
'n', when at least one of the following conditions is fulfilled:

– The applicable decision chart from Figure C7/2 of this Annex gives a "FAIL"
decision for the current cumulative sample size 'n' and the count of failed
results 'f'.

– There are two intermediate outliers;

– There is one extreme outlier.

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The Test Agency shall incorporate all valid emission test results to the relevant
statistical procedure until a 'sample fail' or a 'sample pass' outcome is reached in
accordance with clause 5.10.5 of this Annex.

5.10.4 Treatment of Outliers

The presence of outlying results in the sample statistical procedure may lead to a
'fail' outcome in accordance with the procedures described below:

Outliers shall be categorised as intermediate or extreme.

An emissions test result shall be considered as an intermediate outlier if it is equal

or greater than 1.3 times the applicable emission limit. The presence of two such
outliers in a sample shall lead to a fail of the sample.

An emissions result shall be considered as an extreme outlier if it is equal or

greater than 2.5 times the applicable emission limit. The presence of one such
outlier in a sample shall lead to a fail of the sample. In such case, the plate number
of the vehicle shall be communicated to the manufacturer.

5.10.5 Pass/Fail Decision for a Sample

For the purposes of deciding on a pass/fail result for the sample, 'p' is the count of
passed results, and 'f' is the count of failed results. Each passed test result shall
increase the 'p' count by 1 and each failed test result shall increase the 'f' count by
1 for the relevant open statistical procedure.

Upon the incorporation of valid emission test results to an open instance of the
statistical procedure, the type Test Agency shall perform the following actions:

– Update the cumulative sample size 'n' for that instance to reflect the total
number of valid emissions tests incorporated to the statistical procedure;

– Following an evaluation of the results, update the count of passed results 'p'
and the count of failed results 'f';

– Compute the number of extreme and intermediate outliers in the sample in

accordance with Clause 5.10.4 of this Annex.

– Check whether a decision is reached with the procedure described below.

The decision depends on the cumulative sample size 'n', the passed and failed
result counts 'p' and 'f', as well as the number of intermediate and/or extreme
outliers in the sample. For the decision on a pass/fail of an ISC sample the Test
Agency shall use the decision chart in Figure C7/2. The charts indicate the
decision to be taken for a given cumulative sample size 'n' and failed count result
'f'.

Two decisions are possible for a statistical procedure for a given combination of
vehicle family, emissions test type and pollutant:

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If no decision is reached, the statistical procedure shall remain open and further
results shall be incorporated into it until a decision is reached or the procedure is
closed in accordance with clause 5.10.1 of this Annex.

Figure C7/1

Decision Chart for the Statistical Procedure

(where 'UND' means Undecided)

5.10.6 Reserved

6.0 Compliance Assessment

6.1. After completion of the ISC testing for the sample as referred to in Clause 5.10.5
of this Annex, the Test Agency shall start detailed investigations with the
manufacturer in order to decide whether the ISC family (or part of it) complies
with the ISC rules and whether it requires remedial measures

6.2. Reserved

6.3. Test Agency may ask Manufacturer to extend the investigations to vehicles in
service of the same manufacturer belonging to other ISC families which are likely
to be affected by the same defects.

6.4. The detailed investigation shall take no more than 60 working days after the start
of the investigation by the Test Agency. The Test Agency may conduct additional
ISC tests designed to determine why vehicles have failed during the original ISC
tests. The additional tests shall be conducted under similar conditions as the
original ISC failed tests.

Upon the request of the Test Agency, the manufacturer shall provide additional
information, showing in particular the possible cause of the failures, which parts
of the family might be affected, whether other families might be affected, or why
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'Sample pass' outcome shall be reached when the applicable decision chart from
Figure C7/2 of this Annex gives a "PASS" outcome for the current cumulative
sample size 'n' and the count of failed results 'f'.

'Sample fail' decision shall be reached when, for a given cumulative sample size
'n', when at least one of the following conditions is fulfilled:

– The applicable decision chart from Figure C7/2 of this Annex gives a "FAIL"
decision for the current cumulative sample size 'n' and the count of failed
results 'f'.

– There are two intermediate outliers;

– There is one extreme outlier.

If no decision is reached, the statistical procedure shall remain open and further
results shall be incorporated into it until a decision is reached or the procedure is
closed in accordance with clause 5.10.1 of this Annex.

Figure C7/1

Decision Chart for the Statistical Procedure

(where 'UND' means Undecided)

5.10.6 Reserved

6.0 Compliance Assessment

6.1. After completion of the ISC testing for the sample as referred to in Clause 5.10.5
of this Annex, the Test Agency shall start detailed investigations with the
manufacturer in order to decide whether the ISC family (or part of it) complies
with the ISC rules and whether it requires remedial measures

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the problem which caused the failure at the original ISC tests is not related to in-
service conformity, if applicable. The manufacturer shall be given the opportunity
to prove that the in-service conformity provisions have been complied with.

6.5 Within the deadline set out in Clause 6.3 of this Annex, the Test Agency shall
take a decision on the compliance and the need to apply remedial measures for
the ISC family covered by the detailed investigations and shall notify it to the
manufacturer.

7.0 Remedial Measures

7.1 The manufacturer shall establish a plan of remedial measures and submit it to the
Test Agency within 45 working days of the notification referred to in clause 6.4
of this Annex. That period may be extended by up to an additional 30 working
days where the manufacturer demonstrates to the Test Agency that further time is
required to investigate the non-compliance.

7.2 The remedial measures required by the Test Agency shall include reasonably
designed and necessary tests on components and vehicles in order to demonstrate
the effectiveness and durability of the remedial measures.

7.3 The manufacturer shall assign a unique identifying name or number to the plan of
remedial measures. The plan of remedial measures shall include at least the
following:

(a) A description of each vehicle emission type included in the plan of remedial
measures;

(b) A description of the specific modifications, alterations, repairs, corrections,

adjustments or other changes to be made to bring the vehicles into conformity
including a brief summary of the data and technical studies which support
the decision of the manufacturer as to the particular remedial measures to be
taken;

(c) A description of the method by which the manufacturer will inform the
vehicle owners of the planned remedial measures;

(d) A description of the proper maintenance or use, if any, which the

manufacturer stipulates as a condition of eligibility for repair under the plan
of remedial measures, and an explanation of the need for such condition;

(e) A description of the procedure to be followed by vehicle owners to obtain

correction of the non-conformity; that description shall include a date after
which the remedial measures shall be taken, the estimated time for the
workshop to perform the repairs and where they can be done;

(f) An example of the information transmitted to the vehicle owner;

(g) A brief description of the system which the manufacturer uses to assure an
adequate supply of component or systems for fulfilling the remedial action,
including information on when an adequate supply of the components,

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6.2. Reserved

6.3. Test Agency may ask Manufacturer to extend the investigations to vehicles in
service of the same manufacturer belonging to other ISC families which are likely
to be affected by the same defects.

6.4. The detailed investigation shall take no more than 60 working days after the start
of the investigation by the Test Agency. The Test Agency may conduct additional
ISC tests designed to determine why vehicles have failed during the original ISC
tests. The additional tests shall be conducted under similar conditions as the
original ISC failed tests.

Upon the request of the Test Agency, the manufacturer shall provide additional
information, showing in particular the possible cause of the failures, which parts
of the family might be affected, whether other families might be affected, or why
the problem which caused the failure at the original ISC tests is not related to in-
service conformity, if applicable. The manufacturer shall be given the opportunity
to prove that the in-service conformity provisions have been complied with.

6.5 Within the deadline set out in Clause 6.3 of this Annex, the Test Agency shall
take a decision on the compliance and the need to apply remedial measures for
the ISC family covered by the detailed investigations and shall notify it to the
manufacturer.

7.0 Remedial Measures

7.1 The manufacturer shall establish a plan of remedial measures and submit it to the
Test Agency within 45 working days of the notification referred to in clause 6.4
of this Annex. That period may be extended by up to an additional 30 working
days where the manufacturer demonstrates to the Test Agency that further time is
required to investigate the non-compliance.

7.2 The remedial measures required by the Test Agency shall include reasonably
designed and necessary tests on components and vehicles in order to demonstrate
the effectiveness and durability of the remedial measures.

7.3 The manufacturer shall assign a unique identifying name or number to the plan of
remedial measures. The plan of remedial measures shall include at least the
following:

(a) A description of each vehicle emission type included in the plan of remedial
measures;

(b) A description of the specific modifications, alterations, repairs, corrections,

adjustments or other changes to be made to bring the vehicles into conformity
including a brief summary of the data and technical studies which support
the decision of the manufacturer as to the particular remedial measures to be
taken;

(c) A description of the method by which the manufacturer will inform the
vehicle owners of the planned remedial measures;

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software or systems needed to initiate the application of remedial measures

will be available;

(h) An example of all instructions to be sent to the repair shops which will
perform the repair;

(i) A description of the impact of the proposed remedial measures on the

emissions, fuel consumption, driveability, and safety of each vehicle
emission type, covered by the plan of remedial measures, including
supporting data and technical studies;

(j) Where the plan of remedial measures includes a recall, a description of the
method for recording the repair shall be submitted to the Test Agency. If a
label is used, an example of it shall also be submitted.

For the purposes of Point (d), the manufacturer may not impose maintenance or
use conditions which are not demonstrably related to the non-conformity and the
remedial measures.

7.4 The repair shall be done expediently, within a reasonable time after the vehicle is
received by the manufacturer for repair. Within 15 working days of receiving the
proposed plan of remedial measures, the Test Agency shall approve it or require
a new plan in accordance with Point 7.5.

7.5 When the Test Agency does not approve the plan of remedial measures, the
manufacturer shall develop a new plan and submit it to the Test Agency within 20
working days of notification of the decision of the Test Agency.

7.6 If the Test Agency does not approve the second plan submitted by the
manufacturer, it shall take all appropriate measures to restore conformity,
including withdrawal of type approval where necessary.

7.7 The Test Agency shall notify its decision to Nodal Agency.

7.8 The remedial measures shall apply to all vehicles in the ISC family (or other
relevant families identified by the manufacturer in accordance with clause 6.2 of
this Annex.) that are likely to be affected by the same defect. The Test Agency
shall decide if it is necessary to amend the type approval.

7.9 The manufacturer is responsible for the execution of the approved plan of
remedial measures and for keeping a record of every vehicle removed from the
market or recalled and repaired and the workshop which performed the repair.

7.10 The manufacturer shall keep a copy of the communication with the customers of
affected vehicles related to the plan of remedial measures. The manufacturer shall
also maintain a record of the recall campaign, including the total number of
vehicles affected and the total number of vehicles already recalled, along with an
explanation of any delays in the application of the remedial measures. The
manufacturer shall provide that record of the recall campaign to the Test Agency
and Nodal Agency every two months.

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 Draft AIS 175 / Final Draft
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(d) A description of the proper maintenance or use, if any, which the

manufacturer stipulates as a condition of eligibility for repair under the plan
of remedial measures, and an explanation of the need for such condition;

(e) A description of the procedure to be followed by vehicle owners to obtain

correction of the non-conformity; that description shall include a date after
which the remedial measures shall be taken, the estimated time for the
workshop to perform the repairs and where they can be done;

(f) An example of the information transmitted to the vehicle owner;

(g) A brief description of the system which the manufacturer uses to assure an
adequate supply of component or systems for fulfilling the remedial action,
including information on when an adequate supply of the components,
software or systems needed to initiate the application of remedial measures
will be available;

(h) An example of all instructions to be sent to the repair shops which will
perform the repair;

(i) A description of the impact of the proposed remedial measures on the

emissions, fuel consumption, driveability, and safety of each vehicle
emission type, covered by the plan of remedial measures, including
supporting data and technical studies;

(j) Where the plan of remedial measures includes a recall, a description of the
method for recording the repair shall be submitted to the Test Agency. If a
label is used, an example of it shall also be submitted.

For the purposes of Point (d), the manufacturer may not impose maintenance or
use conditions which are not demonstrably related to the non-conformity and the
remedial measures.

7.4 The repair shall be done expediently, within a reasonable time after the vehicle is
received by the manufacturer for repair. Within 15 working days of receiving the
proposed plan of remedial measures, the Test Agency shall approve it or require
a new plan in accordance with Point 7.5.

7.5 When the Test Agency does not approve the plan of remedial measures, the
manufacturer shall develop a new plan and submit it to the Test Agency within 20
working days of notification of the decision of the Test Agency.

7.6 If the Test Agency does not approve the second plan submitted by the
manufacturer, it shall take all appropriate measures to restore conformity,
including withdrawal of type approval where necessary.

7.7 The Test Agency shall notify its decision to Nodal Agency.

7.8 The remedial measures shall apply to all vehicles in the ISC family (or other
relevant families identified by the manufacturer in accordance with clause 6.2 of

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7.11 Test/Nodal Agency shall take measures to ensure that the approved plan of
remedial measures is applied within two years to at least 90% of affected vehicles.

7.12 The repair and modification or addition of new equipment shall be recorded in a
certificate provided to the vehicle owner, which shall include the number of the
remedial campaign.

For reporting recall due to non-compliance and investigations therein with regard
to ISC, manufacturer shall follow guidelines of GSR-173(E ), dt. 11th March 2021
with applicable CMV rules as amended from time to time.

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this Annex.) that are likely to be affected by the same defect. The Test Agency
shall decide if it is necessary to amend the type approval.

7.9 The manufacturer is responsible for the execution of the approved plan of
remedial measures and for keeping a record of every vehicle removed from the
market or recalled and repaired and the workshop which performed the repair.

7.10 The manufacturer shall keep a copy of the communication with the customers of
affected vehicles related to the plan of remedial measures. The manufacturer shall
also maintain a record of the recall campaign, including the total number of
vehicles affected and the total number of vehicles already recalled, along with an
explanation of any delays in the application of the remedial measures. The
manufacturer shall provide that record of the recall campaign to the Test Agency
and Nodal Agency every two months.

7.11 Test/Nodal Agency shall take measures to ensure that the approved plan of
remedial measures is applied within two years to at least 90% of affected vehicles.

7.12 The repair and modification or addition of new equipment shall be recorded in a
certificate provided to the vehicle owner, which shall include the number of the
remedial campaign.

For reporting recall due to non-compliance and investigations therein with regard
to ISC, manufacturer shall follow guidelines of GSR-173(E ), dt. 11th March 2021
with applicable CMV rules as amended from time to time.

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APPENDIX 1

CRITERIA FOR VEHICLE SELECTION AND FAILED VEHICLES DECISION

Selection of Vehicles for In Service Conformity Emissions Testing

Confidential

Date: x

Name of x
investigator:

Location of test: x

City of registration x

Vehicle Characteristics

x = Exclusion X = Checked Confidential

Criteria and reported

1 Registration plate x x
number:

2 Mileage:

The vehicle must x

have between
15,000km

(or 30,000km for

testing evaporative
emissions) and
100,000km

3 Date of first
registration:
x
The vehicle must be
between 6 months (or
12 months for testing
evaporative
emissions) and 5
years old

4 VIN: x

5 Emission class and x

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APPENDIX 1

CRITERIA FOR VEHICLE SELECTION AND FAILED VEHICLES DECISION

Selection of Vehicles for In Service Conformity Emissions Testing

Confidential

Date: x

Name of x
investigator:

Location of test: x

City of registration x

Vehicle Characteristics

x = Exclusion X = Checked Confidential

Criteria and reported

1 Registration plate x x
number:

2 Mileage:

The vehicle must x

have between
15,000km

(or 30,000km for

testing evaporative
emissions) and

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Septemebr 2023

character:

6 City of registration: x x

7 Model: x

8 Engine code: x

9 Engine volume (l): x

10 Engine power (kW): x

11 Gearbox type x
(auto/manual):

12 Drive axle x
(FWD/AWD/RWD):

13 Tyre size (front and x

rear if different):

14 Is the vehicle
involved in a recall
or service x x
campaign? If yes:
Which one? Has the
campaign repairs
already been done?

The repairs must have

been done

Vehicle Owner Interview

(the owner will only be asked the main questions and shall have no knowledge of the
implications of the replies)

x = Exclusion X = Checked Confidential

Criteria and reported

1 Name of the owner x

2 Contact x
(address/telephone)

3 How many owners x

did the vehicle have?

4 Did the odometer x

not work?

If yes, the vehicle

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100,000km

3 Date of first
registration:
x
The vehicle must be
between 6 months (or
12 months for testing
evaporative
emissions) and 5
years old

4 VIN: x

5 Emission class and x

character:

6 City of registration: x x

7 Model: x

8 Engine code: x

9 Engine volume (l): x

10 Engine power (kW): x

11 Gearbox type x
(auto/manual):

12 Drive axle x
(FWD/AWD/RWD):

13 Tyre size (front and x

rear if different):

14 Is the vehicle
involved in a recall
or service x x
campaign? If yes:
Which one? Has the
campaign repairs
already been done?

The repairs must have

been done

Vehicle Owner Interview

(the owner will only be asked the main questions and shall have no knowledge of the
implications of the replies)

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cannot be selected.

5 Was the vehicle used

for one of the
following?
6 As car used in show- x
rooms?

7 As a taxi? x

8 As delivery vehicle? x

9 For racing/motor x
sports?

10 As a rental car? x

11 Has the vehicle x

carried heavy loads
over the
specifications of the
manufacturer?

If yes, the vehicle

cannot be selected.

12 Have there been x

major engine or
vehicle repairs?

13 Have there been

unauthorised major
engine or vehicle x
repairs?

If yes, the vehicle

cannot be selected.

14 Has there been a x

power
increase/tuning?

If yes, the vehicle

cannot be selected.

15 Was any part of the x x

emissions after-
treatment and/or the
fuel system
replaced? Were
original parts used?

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x = Exclusion X = Checked Confidential

Criteria and reported

1 Name of the owner x

2 Contact x
(address/telephone)

3 How many owners x

did the vehicle have?

4 Did the odometer x

not work?

If yes, the vehicle

cannot be selected.

5 Was the vehicle used

for one of the
following?
6 As car used in show- x
rooms?

7 As a taxi? x

8 As delivery vehicle? x

9 For racing/motor x
sports?

10 As a rental car? x

11 Has the vehicle x

carried heavy loads
over the
specifications of the
manufacturer?

If yes, the vehicle

cannot be selected.

12 Have there been x

major engine or
vehicle repairs?

13 Have there been

unauthorised major
engine or vehicle x
repairs?

If yes, the vehicle

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If original parts were

not used, the vehicle
cannot be selected.

16 Was any part of x

the emissions after-
treatment system
permanently
removed?

If yes, the vehicle

cannot be selected

17 Were there any x

unauthorised
devices installed
(Urea killer,
emulator, etc)?

If yes, the vehicle

cannot be selected

18 Was the vehicle x

involved in a serious
accident? Provide a
list of damage and
repairs done
afterwards

19 Has the car been x

used with a wrong
fuel type (i.e.
gasoline instead of
diesel) in the past?
Has the car been
used with non-
commercially
available fuel ?If yes,
the vehicle cannot be
selected.

20 Did you use air- x

fresher, cockpit-
spray, brake cleaner
or other high
hydrocarbon
emission source
around the vehicle
during the last
month?

If yes, the vehicle

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cannot be selected.

14 Has there been a x

power
increase/tuning?

If yes, the vehicle

cannot be selected.

15 Was any part of the x x

emissions after-
treatment and/or the
fuel system
replaced? Were
original parts used?

If original parts were

not used, the vehicle
cannot be selected.

16 Was any part of x

the emissions after-
treatment system
permanently
removed?

If yes, the vehicle

cannot be selected

17 Were there any x

unauthorised
devices installed
(Urea killer,
emulator, etc)?

If yes, the vehicle

cannot be selected

18 Was the vehicle x

involved in a serious
accident? Provide a
list of damage and
repairs done
afterwards

19 Has the car been x

used with a wrong
fuel type (i.e.
gasoline instead of
diesel) in the past?
Has the car been
used with non-
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cannot be selected for

evaporative testing.

21 Was there a gasoline x

spill in the inside or
outside of the
vehicle during the
last 3 months?

If yes, the vehicle

cannot be selected for
evaporative testing.

22 Did anyone smoke x

in the car during
the last 12 months?

If yes, the vehicle

cannot be selected
for evaporative
testing

23 Did you apply x

corrosion protection,
stickers, under seal
protection, on any
other potential
sources of volatile
compounds to the
car?

If yes, the vehicle

cannot be selected for
evaporative testing

24 Was the car

repainted?
x
If yes, the vehicle
cannot be selected
for evaporative
testing

25 Where do you use

your vehicle more
often?

% motorway x

% rural x

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MARCH 2025

commercially
available fuel ?If yes,
the vehicle cannot be
selected.

20 Did you use air- x

fresher, cockpit-
spray, brake cleaner
or other high
hydrocarbon
emission source
around the vehicle
during the last
month?

If yes, the vehicle

cannot be selected for
evaporative testing.

21 Was there a gasoline x

spill in the inside or
outside of the
vehicle during the
last 3 months?

If yes, the vehicle

cannot be selected for
evaporative testing.

22 Did anyone smoke x

in the car during
the last 12 months?

If yes, the vehicle

cannot be selected
for evaporative
testing

23 Did you apply x

corrosion protection,
stickers, under seal
protection, on any
other potential
sources of volatile
compounds to the
car?

If yes, the vehicle

cannot be selected for
evaporative testing

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Septemebr 2023

% urban x

26 Has a fuel x
additive, not
approved by the
manufacturer been
used?

If yes then the vehicle

cannot be selected.

27 Has the vehicle been x

maintained and used
in accordance with
the manufacturer's
instructions?

If not, the vehicle

cannot be selected.

28 Full service and x

repair history
including any re-
works

If the full
documentation
cannot be provided,
the vehicle cannot be
selected.

Vehicle examination and Maintainance

X = Exclusion Criteria/ X = checked and

reported
F = Faulty Vehicle

1 Fuel tank level x

(full/empty)

Is the fuel reserve light

ON? If yes, refuel
before test.

2 Are there any x

warning lights on the
instrument panel
activated indicating
a vehicle or exhaust
after-treatment
system
malfunctioning that
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MARCH 2025

24 Was the car

repainted?
x
If yes, the vehicle
cannot be selected
for evaporative
testing

25 Where do you use

your vehicle more
often?

% motorway x

% rural x

% urban x

26 Has a fuel x
additive, not
approved by the
manufacturer been
used?

If yes then the vehicle

cannot be selected.

27 Has the vehicle been x

maintained and used
in accordance with
the manufacturer's
instructions?

If not, the vehicle

cannot be selected.

28 Full service and x

repair history
including any re-
works

If the full
documentation
cannot be provided,
the vehicle cannot be
selected.

Vehicle examination and Maintainance

X = Exclusion Criteria/ X = checked and

reported
F = Faulty Vehicle

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Septemebr 2023

cannot be resolve by
normal
maintenance?
(Malfunction
Indication Light,
Engine Service
Light, etc?)

If yes, the vehicle

cannot be selected

Is the SCR light on

after engine-on?
3 x
If yes, the AdBlue
should be filled in,
or the repair
executed before the
vehicle is used for
testing.

4 Visual inspection F
exhaust system

Check leaks between

exhaust manifold
and end of tailpipe.
Check and document
(with photos)

If there is damage
or leaks, the vehicle
is declared

faulty.

5 Exhaust gas relevant F

components

Check and
document (with
photos) all
emissions relevant
components for
damage.

If there is damage, the

vehicle is declared
faulty.

6 Evap system F

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 Draft AIS 175 / Final Draft
MARCH 2025

1 Fuel tank level x

(full/empty)

Is the fuel reserve light

ON? If yes, refuel
before test.

2 Are there any x

warning lights on the
instrument panel
activated indicating
a vehicle or exhaust
after-treatment
system
malfunctioning that
cannot be resolve by
normal
maintenance?
(Malfunction
Indication Light,
Engine Service
Light, etc?)

If yes, the vehicle

cannot be selected

Is the SCR light on

after engine-on?
3 x
If yes, the AdBlue
should be filled in,
or the repair
executed before the
vehicle is used for
testing.

4 Visual inspection F
exhaust system

Check leaks between

exhaust manifold
and end of tailpipe.
Check and document
(with photos)

If there is damage
or leaks, the vehicle
is declared

faulty.

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Pressurize fuel-
system (from canister
side), testing for leaks
in a constant ambient
temperature
environment, FID
sniff test around and
in the vehicle. If the
FID sniff test is not
passed, the vehicle is
declared faulty.

7 Fuel sample x

Collect fuel sample

from the fuel tank.

8 Air filter and oil

filter
x
Check for
contamination and
damage and change if
damaged or heavily
contaminated or less
than 800km before the
next recommended
change.

9 Window washer
fluid (only for
evaporative testing) x
Remove window
washer fluid and fill
tank with hot water.

10 Wheels (front and x

rear)

Check whether the

wheels are freely
moveable or blocked
by the brake

If not, the vehicle

cannot be selected.

11 Tyres (only for x

evaporative testing)

Remove spare tyre,

change to stabilised
Page 751 of 761
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5 Exhaust gas relevant F

components

Check and
document (with
photos) all
emissions relevant
components for
damage.

If there is damage, the

vehicle is declared
faulty.

6 Evap system F

Pressurize fuel-
system (from canister
side), testing for leaks
in a constant ambient
temperature
environment, FID
sniff test around and
in the vehicle. If the
FID sniff test is not
passed, the vehicle is
declared faulty.

7 Fuel sample x

Collect fuel sample

from the fuel tank.

8 Air filter and oil

filter
x
Check for
contamination and
damage and change if
damaged or heavily
contaminated or less
than 800km before the
next recommended
change.

9 Window washer
fluid (only for
evaporative testing) x
Remove window
washer fluid and fill
tank with hot water.

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Septemebr 2023

tyres if the tyres were

changes less than
15,000km ago.

12 Drive belts and F

cooler cover

In case of damage,
the vehicle is
declared faulty.
Document with
photos

13 Check fluid levels x

Check the max. and

min. levels (engine
oil, cooling
liquid)/top up if
below minimum

14 Filler flap (only for x

evaporative testing)

Check overfill line

within filler flap is
completely free of
residues or flush the
hose with hot water.

15 Vacuum hoses and F

electrical wiring

Check all for

integrity. In case of
damage, the vehicle
is declared faulty.
Document with
photos

16 Injection F
valves/cabling

Check all cables and

fuel lines. In case of
damage, the vehicle is
declared faulty.
Document with
photos

Ignition cable

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MARCH 2025

10 Wheels (front and x

rear)

Check whether the

wheels are freely
moveable or blocked
by the brake

If not, the vehicle

cannot be selected.

11 Tyres (only for x

evaporative testing)

Remove spare tyre,

change to stabilised
tyres if the tyres were
changes less than
15,000km ago.

12 Drive belts and F

cooler cover

In case of damage,
the vehicle is
declared faulty.
Document with
photos

13 Check fluid levels x

Check the max. and

min. levels (engine
oil, cooling
liquid)/top up if
below minimum

14 Filler flap (only for x

evaporative testing)

Check overfill line

within filler flap is
completely free of
residues or flush the
hose with hot water.

15 Vacuum hoses and F

electrical wiring

Check all for

integrity. In case of
damage, the vehicle

Page 752 of 762

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Septemebr 2023

17 (gasoline) x

Check spark plugs,

cables, etc. In case
of damage, replace
them.

18 EGR and Catalyst, x/F

Particle Filter

Check all cables,

wires and sensors.

In case of tampering,
the vehicle cannot be
selected. In case of
damage the vehicle
is declared Faulty,
Document with
photos

19 Safety condition x

Check tyres, vehicle's

body, electrical and
braking system status
are in safe conditions
for the test and respect
road traffic rules.

If not, the vehicle

cannot be selected.

20 Semi-trailer x

Are there electric

cables for semi-
trailer connection,
where required?

21 Aerodynamic x
modifications

Verify no aftermarket
aerodynamics
modification that
cannot be removed
before testing was
made (roof boxes,
load racking, spoilers,
etc.) and no standard
aerodynamics
Page 753 of 761
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MARCH 2025

is declared faulty.
Document with
photos

16 Injection F
valves/cabling

Check all cables and

fuel lines. In case of
damage, the vehicle is
declared faulty.
Document with
photos

Ignition cable
(gasoline)
17 x
Check spark plugs,
cables, etc. In case
of damage, replace
them.

18 EGR and Catalyst, x/F

Particle Filter

Check all cables,

wires and sensors.

In case of tampering,
the vehicle cannot be
selected. In case of
damage the vehicle
is declared Faulty,
Document with
photos

19 Safety condition x

Check tyres, vehicle's

body, electrical and
braking system status
are in safe conditions
for the test and respect
road traffic rules.

If not, the vehicle

cannot be selected.

20 Semi-trailer x

Are there electric

cables for semi-

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Septemebr 2023

components are
missing (front
deflectors, diffusers,
splitters, etc.).

If yes, the vehicle

cannot be selected.
Document with
photos.

22 Check if less than x

800km away from
next scheduled
service, if yes, then
perform the service.

23 All checks requiring

OBD connections to
be performed before
and/or after the end
of testing

24 Powertrain Control x
Module calibration
part number and
checksum

25 OBD diagnosis x
(before or after the
emissions test)

Read Diagnostic
Trouble Codes and
Print error log

26 OBD Service Mode x

09 Query (before or
after the emissions
test)
Read Service Mode
09. Record the
information.
27 OBD mode 7 (before
or after the
emissions test)
Read Service Mode
07. Record the
information
Remarks for: Repair/replacement of components/part numbers

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trailer connection,
where required?

21 Aerodynamic x
modifications

Verify no aftermarket
aerodynamics
modification that
cannot be removed
before testing was
made (roof boxes,
load racking, spoilers,
etc.) and no standard
aerodynamics
components are
missing (front
deflectors, diffusers,
splitters, etc.).

If yes, the vehicle

cannot be selected.
Document with
photos.

22 Check if less than x

800km away from
next scheduled
service, if yes, then
perform the service.

23 All checks requiring

OBD connections to
be performed before
and/or after the end
of testing

24 Powertrain Control x
Module calibration
part number and
checksum

25 OBD diagnosis x
(before or after the
emissions test)

Read Diagnostic
Trouble Codes and
Print error log

26 OBD Service Mode x

09 Query (before or
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APPENDIX 2

RULES FOR PERFORMING TYPE IV TESTS DURING IN-SERVICE

CONFORMITY

Type IV tests for in-service conformity shall be performed in accordance with

Annex C3 of this regulation, with the following exceptions:

– Vehicles tested with the Type IV test shall be at least 12 months of age.

– The canister shall be considered aged and therefore the Canister Bench
Ageing procedure shall not be followed.

– The canister shall be loaded outside the vehicle, following the procedure
described for this purpose in Annex C3 of this regulation and shall be removed
and mounted to the vehicle following the repair instructions of the
manufacturer. An FID sniff test (with results less than 100ppm at 20°C) shall
be made as close as possible to the canister before and after the loading to
confirm that the canister is mounted properly.

– The tank shall be considered aged and therefore no Permeability Factor shall
be added in the calculation of the result of the Type IV test.

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after the emissions

test)
Read Service Mode
09. Record the
information.
27 OBD mode 7 (before
or after the
emissions test)
Read Service Mode
07. Record the
information
Remarks for: Repair/replacement of components/part numbers

APPENDIX 2

RULES FOR PERFORMING TYPE IV TESTS DURING IN-SERVICE

CONFORMITY

Type IV tests for in-service conformity shall be performed in accordance with

Annex C3 of this regulation, with the following exceptions:

– Vehicles tested with the Type IV test shall be at least 12 months of age.

– The canister shall be considered aged and therefore the Canister Bench
Ageing procedure shall not be followed.

– The canister shall be loaded outside the vehicle, following the procedure
described for this purpose in Annex C3 of this regulation and shall be removed
and mounted to the vehicle following the repair instructions of the
manufacturer. An FID sniff test (with results less than 100ppm at 20°C) shall
be made as close as possible to the canister before and after the loading to
confirm that the canister is mounted properly.

– The tank shall be considered aged and therefore no Permeability Factor shall
be added in the calculation of the result of the Type IV test.

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APPENDIX 3

DETAILED ISC REPORT

The following information shall be included in the detailed ISC report:

1.0 The name and address of the manufacturer;

2.0 The name, address, telephone and fax numbers and e-mail address of the
responsible testing laboratory;

3.0 The model name(s) of the vehicles included in the test plan;

4.0 Where appropriate, the list of vehicle types covered within the manufacturer's
information, i.e. for tailpipe emissions, the in-service family group;

5.0 The numbers of the type approvals applicable to these vehicle types within the
family, including, where applicable, the numbers of all extensions and field
fixes/recalls (re-works);

6.0 Details of extensions, field fixes/recalls to those type approvals for the vehicles
covered within the manufacturer's information (if requested by the Test Agency);

7.0 The period of time over which the information was collected;

8.0 The vehicle build period covered (e.g. vehicles manufactured during the 2017
calendar year);

9.0 The ISC checking procedure, including:

(i) Vehicle sourcing method;

(ii) Vehicle selection and rejection criteria (including the answers to the table in
Appendix 1, including photos);

(iii) Test types and procedures used for the programme;

(iv) The acceptance/rejection criteria for the family group;

(v) Geographical area(s) within which the manufacturer has collected

information;

(vi) Sample size and sampling plan used;

10.0 The results of the ISC procedure, including:

(i) Identification of the vehicles included in the programme (whether tested or

not). The identification shall include the Table in Appendix 1.

(ii) Test data for tailpipe emissions:

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APPENDIX 3

DETAILED ISC REPORT

The following information shall be included in the detailed ISC report:

1.0 The name and address of the manufacturer;

2.0 The name, address, telephone and fax numbers and e-mail address of the
responsible testing laboratory;

3.0 The model name(s) of the vehicles included in the test plan;

4.0 Where appropriate, the list of vehicle types covered within the manufacturer's
information, i.e. for tailpipe emissions, the in-service family group;

5.0 The numbers of the type approvals applicable to these vehicle types within the
family, including, where applicable, the numbers of all extensions and field
fixes/recalls (re-works);

6.0 Details of extensions, field fixes/recalls to those type approvals for the vehicles
covered within the manufacturer's information (if requested by the Test Agency);

7.0 The period of time over which the information was collected;

8.0 The vehicle build period covered (e.g. vehicles manufactured during the 2017
calendar year);

9.0 The ISC checking procedure, including:

(i) Vehicle sourcing method;

(ii) Vehicle selection and rejection criteria (including the answers to the table in
Appendix 1, including photos);

(iii) Test types and procedures used for the programme;

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– Test fuel specifications (e.g. test reference fuel or market fuel),

– Test conditions (temperature, humidity, dynamometer inertia weight)

– Dynamometer settings (e.g. road load, power setting),

– Test results and calculation of pass/fail;

(iii) Test data for evaporative emissions:

– Test fuel specifications (e.g. test reference fuel or market fuel),

– Test conditions (temperature, humidity, dynamometer inertia weight),

– Dynamometer settings (e.g. road load, power setting),

– Test results and calculation of pass/fail.

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(iv) The acceptance/rejection criteria for the family group;

(v) Geographical area(s) within which the manufacturer has collected

information;

(vi) Sample size and sampling plan used;

10.0 The results of the ISC procedure, including:

(i) Identification of the vehicles included in the programme (whether tested or

not). The identification shall include the Table in Appendix 1.

(ii) Test data for tailpipe emissions:

– Test fuel specifications (e.g. test reference fuel or market fuel),

– Test conditions (temperature, humidity, dynamometer inertia weight)

– Dynamometer settings (e.g. road load, power setting),

– Test results and calculation of pass/fail;

(iii) Test data for evaporative emissions:

– Test fuel specifications (e.g. test reference fuel or market fuel),

– Test conditions (temperature, humidity, dynamometer inertia weight),

– Dynamometer settings (e.g. road load, power setting),

– Test results and calculation of pass/fail.

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APPENDIX 4

FORMAT OF THE ISC REPORT BY THE TEST AGENCY

ISC Test Report is issued by the Test Agency responsible for conducting the ISC
activity according this regulation.

The report shall include

(a) Identification of the vehicles included in the programme (whether tested or

not). The identification shall include the following:

(i) Model name;

(ii) Vehicle Identification Number (VIN);

(iii) Vehicle registration number;

(iv) Date of manufacture;

(v) Region of use (where known); and

(vi) Tyres fitted (tailpipe emissions only).

(b) The reason(s) for rejecting a vehicle from the sample;

(c) Service history for each vehicle in the sample (including any re-works);

(d) Repair history for each vehicle in the sample (where known); and

(e) Test data, including the following:

(i) Date of test/download;

(ii) Location of test/download; and

(iii) Distance indicated on vehicle odometer; for tailpipe emissions only;

(iv) Test fuel specifications (e.g. test reference fuel or market fuel);

(v) Test conditions (temperature, humidity, dynamometer inertia weight);

(vi) Dynamometer settings (e.g. power setting); and

(vii) Test results (from at least three different vehicles per family); and,

(viii) All required data downloaded from the vehicle;

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APPENDIX 4

FORMAT OF THE ISC REPORT BY THE TEST AGENCY

ISC Test Report is issued by the Test Agency responsible for conducting the ISC
activity according this regulation.

The report shall include

(a) Identification of the vehicles included in the programme (whether tested or

not). The identification shall include the following:

(i) Model name;

(ii) Vehicle Identification Number (VIN);

(iii) Vehicle registration number;

(iv) Date of manufacture;

(v) Region of use (where known); and

(vi) Tyres fitted (tailpipe emissions only).

(b) The reason(s) for rejecting a vehicle from the sample;

(c) Service history for each vehicle in the sample (including any re-works);

(d) Repair history for each vehicle in the sample (where known); and

(e) Test data, including the following:

(i) Date of test/download;

(ii) Location of test/download; and

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APPENDIX 5

IN-USE PERFORMANCE RATIO MONITORING (IUPRM)

1.0 For IUPRM sampling, the following:

(a) The average of in-use-performance ratios IUPRM of all selected vehicles for
each monitor according to clauses 7.1.4. and 7.1.5. of Appendix 1 of Annex
C5 of this Regulation.

(b) The percentage of selected vehicles, which have an IUPRM greater or equal
to the minimum value applicable to the monitor according to clauses 7.1.4.
and 7.1.5. of Appendix 1 of Annex C5 of this Regulation.

2.0 For OBD IUPRM testing, vehicles fulfilling the following criteria shall be
included in the test sample.

For checking IUPRM, the test sample shall include only vehicles that:

(a) Have collected sufficient vehicle operation data for the monitor to be tested.

For monitors required to meet the in-use monitor performance ratio and to
track and report ratio data pursuant to clause 7.6 of Appendix 1 to Annex C5
to this Regulation sufficient vehicle operation data shall mean the
denominator meets the criteria set forth below. The denominator, as defined
in clause 7.2 and 7.3 of Appendix 1 to Annex C5 to this Regulation, for the
monitor to be tested shall have a value equal to or greater than one of the
following values:

(i) 75 for evaporative system monitors, secondary air system monitors, and
monitors utilizing a denominator incremented in accordance with
clause 7.3.2 sub-clauses (a), (b) or (c) of Appendix 1 to Annex C5 to
this Regulation (e.g. cold start monitors, air conditioning system
monitors, etc.); or

(ii) 25 for particulate filter monitors and oxidation catalyst monitors

utilizing a denominator incremented in accordance with clause 7.3.2
sub-clauses (d) of Appendix 1 to Annex C5 to this Regulation; or

(iii) 150 for catalyst, oxygen sensor, EGR, VVT, and all other component
monitors;

(b) Have not been tampered with or equipped with add-on or modified parts that
would cause the OBD system not to comply with the requirements of Annex
C5 o this Regulation.

3.0 Sample Size

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(iii) Distance indicated on vehicle odometer; for tailpipe emissions only;

(iv) Test fuel specifications (e.g. test reference fuel or market fuel);

(v) Test conditions (temperature, humidity, dynamometer inertia weight);

(vi) Dynamometer settings (e.g. power setting); and

(vii) Test results (from at least three different vehicles per family); and,

(viii) All required data downloaded from the vehicle;

APPENDIX 5

IN-USE PERFORMANCE RATIO MONITORING (IUPRM)

1.0 For IUPRM sampling, the following:

(a) The average of in-use-performance ratios IUPRM of all selected vehicles for
each monitor according to clauses 7.1.4. and 7.1.5. of Appendix 1 of Annex
C5 of this Regulation.

(b) The percentage of selected vehicles, which have an IUPRM greater or equal
to the minimum value applicable to the monitor according to clauses 7.1.4.
and 7.1.5. of Appendix 1 of Annex C5 of this Regulation.

2.0 For OBD IUPRM testing, vehicles fulfilling the following criteria shall be
included in the test sample.

For checking IUPRM, the test sample shall include only vehicles that:

(a) Have collected sufficient vehicle operation data for the monitor to be tested.

For monitors required to meet the in-use monitor performance ratio and to
track and report ratio data pursuant to clause 7.6 of Appendix 1 to Annex C5
to this Regulation sufficient vehicle operation data shall mean the
denominator meets the criteria set forth below. The denominator, as defined
in clause 7.2 and 7.3 of Appendix 1 to Annex C5 to this Regulation, for the
monitor to be tested shall have a value equal to or greater than one of the
following values:

(i) 75 for evaporative system monitors, secondary air system monitors, and
monitors utilizing a denominator incremented in accordance with
clause 7.3.2 sub-clauses (a), (b) or (c) of Appendix 1 to Annex C5 to
this Regulation (e.g. cold start monitors, air conditioning system
monitors, etc.); or

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The number of sample lots shall depend on the annual sales volume of an OBD
family as defined in Table C5. App5/1 of this Appendix.

Table C5. App5/1

Sample Size
Sales volume per Financial year, Number of sample lots
of vehicles of an OBD family with
IUPR in the sampling period

Up to 100,000 1

100,001 to 200,000 2

Above 200,000 3

The sampling shall be drawn from at least two regions with substantially different
vehicle operating conditions. Factors such as differences in fuels, ambient
conditions, average road speeds, and urban/highway driving split shall be taken
into consideration in the selection of the regions.

In selecting the regions for sampling vehicles, vehicles may be selected from a
region that is considered to be particularly representative. Selection should be
representative (e.g. by the market having the largest annual sales of a vehicle
family within the applicable region). When a family requires more than one
sample lot to be tested, as defined in clause 5.8. of this Annex, the vehicles in the
second and third sample lots shall reflect different vehicle operating conditions
from those selected for the first sample

For IUPR, the number of sample lots to be taken is described in Table C5. App5/1
of this Appendix and is based on the number of vehicles of an OBD family that
are approved with IUPR (subject to sampling).

For the first sampling period of an OBD family, all of the vehicle types in the
family that are approved with IUPR shall be considered to be subject to sampling.
For subsequent sampling periods, only vehicle types which have not been
previously tested or are covered by emissions approvals that have been extended
since the previous sampling period shall be considered to be subject to sampling.

For families consisting of fewer than 5,000 registrations that are subject to
sampling within the sampling period, the minimum number of vehicles in a
sample lot is six. For all other families, the minimum number of vehicles in a
sample lot to be sampled is fifteen.

Each sample lot shall adequately represent the sales pattern, i.e. at least the high
volume vehicle types (≥20 per cent of the family total) shall be represented.

Vehicles of small series productions with less than 1000 vehicles per OBD family
are exempted from minimum IUPR requirements as well as the requirements to
demonstrate these to the Test Agency.

4.0 The Test Agency shall adopt one of the following decisions and actions:

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(ii) 25 for particulate filter monitors and oxidation catalyst monitors

utilizing a denominator incremented in accordance with clause 7.3.2
sub-clauses (d) of Appendix 1 to Annex C5 to this Regulation; or

(iii) 150 for catalyst, oxygen sensor, EGR, VVT, and all other component
monitors;

(b) Have not been tampered with or equipped with add-on or modified parts that
would cause the OBD system not to comply with the requirements of Annex
C5 o this Regulation.

3.0 Sample Size

The number of sample lots shall depend on the annual sales volume of an OBD
family as defined in Table C5. App5/1 of this Appendix.

Table C5. App5/1

Sample Size
Sales volume per Financial year, Number of sample lots
of vehicles of an OBD family with
IUPR in the sampling period

Up to 100,000 1

100,001 to 200,000 2

Above 200,000 3

The sampling shall be drawn from at least two regions with substantially different
vehicle operating conditions. Factors such as differences in fuels, ambient
conditions, average road speeds, and urban/highway driving split shall be taken
into consideration in the selection of the regions.

In selecting the regions for sampling vehicles, vehicles may be selected from a
region that is considered to be particularly representative. Selection should be
representative (e.g. by the market having the largest annual sales of a vehicle
family within the applicable region). When a family requires more than one
sample lot to be tested, as defined in clause 5.8. of this Annex, the vehicles in the
second and third sample lots shall reflect different vehicle operating conditions
from those selected for the first sample

For IUPR, the number of sample lots to be taken is described in Table C5. App5/1
of this Appendix and is based on the number of vehicles of an OBD family that
are approved with IUPR (subject to sampling).

For the first sampling period of an OBD family, all of the vehicle types in the
family that are approved with IUPR shall be considered to be subject to sampling.
For subsequent sampling periods, only vehicle types which have not been
previously tested or are covered by emissions approvals that have been extended
since the previous sampling period shall be considered to be subject to sampling.

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(a) Decide that the in-service conformity of a vehicle type, vehicle in- service
family or vehicle OBD family is satisfactory and not take any further action;

(b) Decide that the data is insufficient to reach a decision and request additional
information or vehicles

(c) Decide that based on data of testing programmes, whether it is insufficient to

reach a decision and request additional information or vehicles

(d) Decide that the in-service conformity of a vehicle type, that is part of an in-
service family, or of an OBD family, is unsatisfactory and proceed to have
such vehicle type or OBD family tested in accordance with Appendix 1 of
Annex C5 of this Regulation.

If, according to the IUPRM audit, the test criteria of clause 5.1, sub-clause (a) of
this Appendix are met for the vehicles in a sample lot, the Test Agency shall take
the further action described in sub-clause (d) above.

5.0 PLAN OF REMEDIAL MEASURES

5.1 For IUPRM of a particular monitor M the following statistical conditions are met
in a test sample, the size of which is determined according to clause 3 of this
Appendix.

(a) For vehicles certified to the full ratios in accordance with Paragraphs 7.1.4.
of Appendix 1 to Annex C5 of this Regulation the data collected from the
vehicles indicate for at least one monitor M in the test sample either that the test
sample average in-use performance ratio in the test sample is less than the value
Testmin (M) or that 66% or more of the vehicles in the test sample have an in-use
performance ratio of less than Testmin (M).

The value of Testmin (M) shall be:

(i) 0.230 if the monitor M is required to have an in-use ratio of 0.26;

(ii) 0.460 if the monitor M is required to have an in-use ratio of 0.52;

(iii) 0.297 if the monitor M is required to have an in-use ratio of 0.336;

According to Paragraph 7.1.4. of Appendix 1 to Annex C5 of this Regulation

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For families consisting of fewer than 5,000 registrations that are subject to
sampling within the sampling period, the minimum number of vehicles in a
sample lot is six. For all other families, the minimum number of vehicles in a
sample lot to be sampled is fifteen.

Each sample lot shall adequately represent the sales pattern, i.e. at least the high
volume vehicle types (≥20 per cent of the family total) shall be represented.

Vehicles of small series productions with less than 1000 vehicles per OBD family
are exempted from minimum IUPR requirements as well as the requirements to
demonstrate these to the Test Agency.

4.0 The Test Agency shall adopt one of the following decisions and actions:

(a) Decide that the in-service conformity of a vehicle type, vehicle in- service
family or vehicle OBD family is satisfactory and not take any further action;

(b) Decide that the data is insufficient to reach a decision and request additional
information or vehicles

(c) Decide that based on data of testing programmes, whether it is insufficient to

reach a decision and request additional information or vehicles

(d) Decide that the in-service conformity of a vehicle type, that is part of an in-
service family, or of an OBD family, is unsatisfactory and proceed to have
such vehicle type or OBD family tested in accordance with Appendix 1 of
Annex C5 of this Regulation.

If, according to the IUPRM audit, the test criteria of clause 5.1, sub-clause (a) of
this Appendix are met for the vehicles in a sample lot, the Test Agency shall take
the further action described in sub-clause (d) above.

5.0 PLAN OF REMEDIAL MEASURES

5.1 For IUPRM of a particular monitor M the following statistical conditions are met
in a test sample, the size of which is determined according to clause 3 of this
Appendix.

(a) For vehicles certified to the full ratios in accordance with Paragraphs 7.1.4.
of Appendix 1 to Annex C5 of this Regulation the data collected from the
vehicles indicate for at least one monitor M in the test sample either that the test
sample average in-use performance ratio in the test sample is less than the value
Testmin (M) or that 66% or more of the vehicles in the test sample have an in-use
performance ratio of less than Testmin (M).

The value of Testmin (M) shall be:

(i) 0.230 if the monitor M is required to have an in-use ratio of 0.26;

(ii) 0.460 if the monitor M is required to have an in-use ratio of 0.52;

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(iii) 0.297 if the monitor M is required to have an in-use ratio of 0.336;

According to Paragraph 7.1.4. of Appendix 1 to Annex C5 of this Regulation

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