L_2022290EN.01000101.xml

CO2 Emission (g/km)

Extra High

MCO2,p,5 / MCO2,c,5

Final MCO2,p,H / MCO2,c,H

10.11.2022

Official Journal of the European Union

L 290/1

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

https://unece.org/status-1958-agreement-and-annexed-regulations

UN Regulation No 154 – Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP) [2022/2124]

02 series of amendments — Date of entry into force: 8 October 2022

This document is meant purely as documentation tool. The authentic and legally binding text is: ECE/TRANS/WP.29/2022/41/Rev.1

CONTENTS

Regulation

Scope

Abbreviations

Definitions

Application for approval

Approval

Specifications and tests

Modification and extension of the type approval

Conformity of production (COP)

Penalties for non-conformity of production

10.

Production definitively discontinued

11.

Introductory Provisions

12.

Transitional Provisions

13.

Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities

Appendix

Type 1 test CoP verification for specific vehicle types

Verification of conformity of production for Type 1 test - statistical method

Run-in test procedure to determine run-in factors

Conformity of production for Type 4 test

Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy

Requirements for vehicles that use a reagent for the exhaust after-treatment system

Annexes

Annexes Part A

A1.

Engine and vehicle characteristics and information concerning the conduct of tests (‘information document’)

Appendix

WLTP Test Report

WLTP Road Load Test Report

WLTP Test Sheet

Evaporative Emissions Test Report

A2.

Communication

A3.

Arrangements of the approval mark

Annexes Part B

B1.

Worldwide light-duty test cycles (WLTC)

B2.

Gear selection and shift point determination for vehicles equipped with manual transmissions

B3.

Specifications of reference fuels

B4.

Road load and dynamometer setting

B5.

Test equipment and calibrations

B6.

Type 1 test procedures and test conditions

Appendix

Emissions test procedure for all vehicles equipped with periodically regenerating systems

Test procedure for rechargeable electric energy storage system monitoring

Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane)

B6a.

Ambient Temperature Correction Test for the determination of CO2 emissions under representative regional temperature conditions (Level 1A only)

B6b.

Correction of CO2 results against the target speed and distance (Level 1A only)

B7.

Calculations

B8.

Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles

Appendix

REESS state of charge profile

REESS energy change-based correction procedure

Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, OVC-FCHVs, PEVs and NOVC-FCHVs (as applicable)

Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs and OVC-FCHVs (as applicable)

Utility factors (UF) for OVC-HEVs and OVC-FCHVs (as applicable)

Selection of driver-selectable modes

Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles

Determination of additional electric energy consumption values required for checking the Conformity of Production of PEVs and OVC-HEVs

B9.

Determination of method equivalency (Level 1A only)

Annexes Part C

C1.

(Reserved)

C2.

(Reserved)

C3.

Type 4 test Determination of evaporative emissions from vehicles with engines fuelled with petrol

C4.

Type 5 test – Durability

Appendix

Standard Bench Cycle (SBC) (Level 1A only)

Standard Diesel Bench Cycle (SDBC) (Level 1A only)

Standard Road Cycle (SRC)

3b.

The kilometre accumulation cycles (Level 1B only)

Special requirements for Hybrid Vehicles

C5.

On-Board Diagnostics (OBD) for motor vehicles

Appendix

Functional aspects of On-Board Diagnostic (OBD) systems

Introduction

The intention of this Regulation is to establish uniform provisions concerning the approval of motor vehicles with regard to the emissions of light-duty vehicles based on the new World harmonized Light vehicle Test Procedure (WLTP) included in UN GTR No. 15 and the updated Evaporative Emissions test procedure (Type 4 test) which has been developed in UN GTR No. 19. It will enable Contracting Parties (CPs) to issue and accept approvals based on these new type approval tests.

The WLTP Type 1 test replaces both the current Type 1 test in UN Regulation No. 83 and UN Regulation No. 101, whilst the updated Evaporative Emissions test procedure (Type 4 test) replaces that currently in UN Regulation No 83.

In addition, this new Regulation includes an update to the Type 5 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 NEDC based Type 1 test to the new WLTP Type 1 test.

The 02 series of this Regulation covers two sets of requirements – termed Level 1A and Level 1B. Level 1A is based on a four phase test cycle (Low, Medium, High and Extra-High), whilst Level 1B is based on a three phase test cycle (Low, Medium and High), with different type 1 limits applying to these different levels. The majority of the regulatory text is applicable to both Level 1A and Level 1B. Where the requirements are specific to either Level 1A or Level 1B the relevant sections are labelled accordingly. This series of amendments covers regional requirements and does not require mutual recognition by other Contracting Parties.

The 03 series of this Regulation includes a harmonised procedure which contains the most stringent procedures/limits which shall be subject to full mutual recognition. A type approval to the 03 series shall therefore be accepted by all CPs having adopted this Regulation.

1. Scope

This Regulation provides requirements for two levels of approval. One level requires testing using a 4-phase WLTC (low, medium, high and extra-high as defined in Annex B1) – this is called Level 1A. The second level requires testing using a 3-phase WLTC cycle (low, medium and high as defined in Annex B1) – this is called Level 1B.

Where the requirements in this Regulation apply to either Level 1A or Level 1B only the Regulatory text uses "Level 1A only" or "Level 1B only" to denote the start of the level specific requirements.

1.1. Scope for Level 1A;

This Regulation applies to the type approval of vehicles of categories M1, M2, N1 and N2 with a reference mass not exceeding 2,610 kg with regard to the WLTP Type 1 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 and to the Type 4 test on evaporative emissions.

In addition, this Regulation lays down rules for verifying the durability of pollution control devices and On-Board Diagnostic (OBD) systems.

At the manufacturer's request, type approval granted under this Regulation may be extended from vehicles mentioned above to M1, M2, N1 and N2 vehicles with a reference mass not exceeding 2,840 kg and which meet the conditions laid down in this Regulation.

1.2. Scope for Level 1B;

This Regulation applies to the type approval of vehicles of categories M2 and N1 with a technical permissible maximum laden mass not exceeding 3,500 kg and to all vehicles of category M1 with regard to the WLTP Type 1 test for emissions of gaseous compounds, particulate matter, particle number 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 the durability of pollution control devices and On-Board Diagnostic (OBD) systems.

OVC-FCHVs are out of the scope of Level 1B of this Regulation.

2. Abbreviations

2.1. General abbreviations

AC	Alternating current
APF	Assigned permeability factor
BWC	Butane working capacity
CD	Charge-Depleting
CFD	Computational fluid dynamics
CFV	Critical flow venturi
CFO	Critical flow orifice
CLA	Chemiluminescent analyser
CS	Charge-Sustaining
CVS	Constant volume sampler
DC	Direct current
EAF	Sum of ethanol, acetaldehyde and formaldehyde
ECD	Electron capture detector
ET	Evaporation tube
Extra High2	Class 2 WLTC extra high speed phase
Extra High3	Class 3 WLTC extra high speed phase
FCHV	Fuel cell hybrid vehicle
FID	Flame ionization detector
FSD	Full scale deflection
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
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
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 NOVC-HEV	Not off-vehicle charging 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
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
PTS	Particle transfer system
PTT	Particle transfer tube
QCL-IR	Infrared quantum cascade laser
RCDA	Charge-depleting actual range
RCB	REESS charge balance
REESS	Rechargeable electric energy storage system
RRC	Rolling resistance coefficient
SHED	Sealed housing evaporative determination
SSV	Subsonic venturi
UBE	Usable Battery (REESS) Energy
USFM	Ultrasonic flow meter
VH	Vehicle High
VL	Vehicle Low
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
NMHC	Non-methane hydrocarbons
NOx	Oxides of nitrogen
NO	Nitric oxide
NO2	Nitrogen dioxide
N2O	Nitrous oxide
THC	Total hydrocarbons

3. 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.

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.

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.

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.

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.

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, when no propulsion or a slow reduction of speed is needed, decouples the engine from the drivetrain automatically and neither a propulsion energy is applied to the wheels nor recuperation energy is taken from the wheels nor friction braking is applied. During application of this function the engine may be idling or switched off.

3.2.37.

"Reference mass" means the vehicle’s mass in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 100 kg.

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.

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 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).

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.

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

3.5.1.

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

3.5.2.

(Reserved)

3.5.3.

(Reserved)

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

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 as per the requirements of UN Regulation No. 85.

3.7.2.

"Maximum speed" (vmax) means the maximum speed of a vehicle as declared by the manufacturer. In the absence of a declaration, the maximum speed shall be determined according to UN Regulation No. 68.

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.

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 the applicable reference fuel defined in paragraph 7 of 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.

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 in paragraph 6.8.2. or if the OBD system is unable to fulfil the basic monitoring requirements of Annex C5.

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 number of firing events (as declared by the manufacturer) that would result in emissions exceeding the OBD thresholds given in paragraph 6.8.2. 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);

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 given in paragraph 6.8.2.

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 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).

3.11. Ambient Temperature Correction Test (Annex B6a)

3.11.1.

"Active heat storage device" means a technology that stores heat within any device of a vehicle and releases the heat to a powertrain component over a defined time period at engine start. It is characterised by the stored enthalpy in the system and the time for heat release to the powertrain components.

3.11.2.

"Insulation materials" means any material in the engine compartment attached to the engine and/or the chassis with a thermal insulation effect and characterised by a maximum heat conductivity of 0.1 W/(mK).

4. Application for 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 Type Approval Authority.

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 thresholds given in paragraph 6.8.2., if that percentage of misfire had been present from the start of a Type 1 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)	This paragraph is applicable to Level 1A only: 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)

This paragraph is applicable to Level 1A only:

A plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of each monitor that shall 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 Technical Service responsible for the type approval test. If the Technical Service 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, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range, evaporative emissions, durability and OBD, is given in Annex A1 to this Regulation. The information mentioned under item 3.2.12.2.7.6. of Annex A1 to this Regulation is to be included in Appendix 1 "OBD - Related information" to the type approval communication given in Annex A2 to this Regulation.

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 Technical Service responsible for the approval tests.

4.3.1.

For the purposes of paragraph 4.1.2.(e), the Type Approval Authority that grants the approval shall make the information referred to in that point available to other Type Approval Authorities upon request.

4.3.2.

For the purposes of subparagraphs 4.1.2. (d) and (e), Type Approval Authorities shall not approve a vehicle if the information submitted by the manufacturer is 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 Type Approval Authority 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 Type Approval Authority shall verify the existence of satisfactory provisions to ensure an effective check of conformity of production before approval of the vehicle type is granted.

5. 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.

An approval number shall be assigned to each type approved.

5.2.1.

The type approval number shall consist of four sections. Each section shall be separated by the '*' character.

Section 1

The capital letter 'E' followed by the distinguishing number of the Contracting Party which has granted the type approval (1).

Section 2

The number 154, followed by the letter 'R', successively followed by:

(a)	Two digits (with leading zeros as applicable) indicating the series of amendments incorporating the technical provisions of the UN Regulation applied to the approval (00 for the UN Regulation in its original form);

(b)	A slash (/) and two digits (with leading zeros as applicable) indicating the number of supplement to the series of amendments applied to the approval (00 for the series of amendments in its original form);

(c)	A slash (/) and two character(s) indicating the implementing stage/level (e.g. 1A, 1B).

Section 3

A four-digit sequential number (with leading zeros as applicable). The sequence shall start from 0001.

Section 4

A two-digit sequential number (with leading zeros if applicable) to denote the extension. The sequence shall start from 00.

All digits shall be Arabic digits.

5.2.2.

Example of an Approval Number to this Regulation:

E11*154R01/01/02*0123*01

The first extension of the Approval numbered 0123, issued by the United Kingdom to Series of Amendments 01, Supplement 01, which is a Level 2 Approval.

5.2.3.

The same Contracting Party shall not assign the same number to another vehicle type.

5.3.

Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Contracting Parties to the 1958 Agreement which apply this Regulation by means of a form conforming to the model in Annex A2 to this Regulation.

5.3.1.

In the event of amendment to the present text, for example, if new limit values are prescribed, the Contracting Parties to the 1958 Agreement shall be informed which vehicle types already approved comply with the new provisions.

5.4.

There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

5.4.1.

A circle surrounding the letter "E" followed by the distinguishing number of the Contracting Party that has granted approval.

5.4.2.

The number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle described in paragraph 5.4.1.

5.4.3.

The approval mark shall contain an additional code after the type approval number, the purpose of which is to distinguish the level (Level 1A, 1B or 2) for which the approval has been granted. This code should be chosen according to the Table A3/1 of Annex A3 to this Regulation.

5.5.

If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the 1958 Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 5.4.1. need not be repeated; in such a case, the Regulation, approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 5.4.1. (see Annex A3).

5.6.

The approval mark shall be clearly legible and be indelible.

5.7.

The approval mark shall be placed close to or on the vehicle data plate.

5.7.1.

Annex A3 to this Regulation gives examples of arrangements of the approval mark.

5.8.

Additional requirements for approval of flex fuel vehicles

This paragraph is only applicable for Level 1A

5.8.1.

For the type approval of a flex fuel ethanol vehicle, the vehicle manufacturer shall describe the capability of the vehicle to adapt to any mixture of petrol and ethanol fuel (up to an 85 per cent ethanol blend).

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 thresholds specified in paragraph 6.8.

5.10.5.

This paragraph is applicable to Level 1A only:

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.

This paragraph is applicable to Level 1A only:

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.

This paragraph is only applicable for Level 1A

Requirements for type-approval regarding devices for monitoring the consumption of fuel and/or electric energy

5.11.1.

The manufacturer shall ensure that the following vehicles of categories M1, N1 and N2 are equipped with a device for determining, storing and making available data on the quantity of fuel and/or electric energy used for the operation of the vehicle:

(a)	pure ICE and Not-Off-Vehicle Charging Hybrid Electric vehicles (NOVC-HEVs) powered exclusively by mineral diesel, biodiesel, petrol, ethanol or any combination of these fuels;

(b)	Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) powered by electricity and any of the fuels mentioned in point (a).

5.11.2.

The device for monitoring the consumption of fuel and/or electric energy shall comply with the requirements laid down in Appendix 5.

6. Specifications and tests

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 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.

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 responsible authority 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.

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.

Fuel tank inlet orifices

6.1.5.1.

For Level 1A;

Subject to paragraph 6.1.5.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the tank from being filled from a fuel pump delivery nozzle which has an external diameter of 23.6 mm or greater.

For Level 1B;

No requirement for fuel tank inlet orifices.

6.1.5.2.

Paragraph 6.1.5.1. shall not apply to a vehicle in respect of which both of the following conditions are satisfied:

6.1.5.2.1.

The vehicle is so designed and constructed that no device designed to control the emissions shall be adversely affected by leaded petrol; and

6.1.5.2.2.

The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:2010 "Road vehicles – Symbols for controls, indicators and tell-tales", in a position immediately visible to a person filling the petrol tank. Additional markings are permitted.

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

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 responsible authority for an exemption to one of these requirements for those vehicles that are unlikely to require protection. The criteria that the responsible authority 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 responsible authority.

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:

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.

Division by zero

In the case that the data input to a formula in this regulation justifiably leads to division by zero, e.g. when an OVC-HEV consumes zero fuel under charge-depleting conditions, good engineering judgement shall be applied.

6.2. Test procedure

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

Table A

Application of test requirements for type-approval and extensions

Vehicle category

Vehicles with positive ignition engines including hybrids (2), (3)

Vehicles with compression ignition engines including hybrids

Pure electric vehicles

Hydrogen fuel cell vehicles

Mono fuel

Bi-fuel (4)

Flex-fuel (4)

Mono fuel

Reference fuel

Petrol

LPG

NG/ Biomethane

Hydrogen (ICE)

Petrol

Diesel

Petrol

—

Hydrogen (Fuel Cell)

LPG

NG/ Biomethane

Hydrogen (ICE) (5)

Ethanol (E85)

Type 1 test (for applicability of measured components to fuels and vehicle technology and therefore measurement procedures, see Table 1A and Table 1B) (limits)

Yes

Yes (6)

Yes (5)

Yes

(both fuels)

Yes

(both fuels)

Yes

(both fuels)

Yes

(both fuels)

Yes

—

ATCT

(14°C test)

Yes

Yes (5)

Yes

(both fuels)

Yes

(both fuels)

Yes

(both fuels)

Yes

(both fuels)

Yes

—

Evaporative emissions

(Type 4 test)

Yes

Yes (7)

—

Yes

(petrol only)

Yes

(petrol only)

Yes

(petrol only)

Yes

(petrol only)

—

Yes

—

Durability

(Type 5 test)

Yes

(petrol only)

Yes

(petrol only)

Yes

(petrol only)

Yes

(petrol only)

Yes

—

OBD

Yes

—

OBFCM

Yes

—

Yes

(both fuels)

Yes

—

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)	AT = ATCT family as defined in paragraph 2. of Annex B6a.

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

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

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

(i)	ER = Exhaust after-treatment system using reagent (ER) family identifier, as defined in paragraph 6.9.2.

(j)	GV = GFV family identifier, as defined in paragraph 6.3.6.3.

(k)	KC = KCO2 correction factor family identifier, as defined in paragraph 6.3.11.

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 1 test (WLTP)

The Type 1 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 1 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;

(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/powertrain/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 emission under WLTP conditions;

(b)	Operation strategy of all CO2 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.

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 emission and electric energy consumption under WLTP conditions;

(b)	Type of traction REESS (type of cell, 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 emission and electric energy consumption under WLTP conditions. At the request of the manufacturer and with the approval of the approval authority, 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 (type of cell, 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 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 approval authority, 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:

(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 fuel consumption (or fuel efficiency) and electric energy consumption under WLTP conditions;

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

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

(d)	Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, numbers of clutches, etc.);

(e)	Number of powered axles;

(f)

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 approval authority, electric energy converters between recharge-plug-in and traction REESS with lower recharge losses may be included in the family;

(g)	Operation strategy of all components influencing the fuel consumption (or fuel efficiency) and electric energy consumption within the powertrain;

(h)	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.

6.3.3.

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

(b)	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 responsible authority.

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);

(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.

Gas Fuelled Vehicles (GFV) Family

6.3.6.1.

GFVs may be grouped into a family of vehicle types fuelled by LPG or NG/biomethane which are then identified by a parent vehicle. For vehicles which can also be fuelled by liquid fuels, this grouping only applies when the vehicle is operated in a gas fuelled mode.

6.3.6.2.

A GFV parent vehicle is a vehicle that is selected to act as the vehicle on which the self-adaptability of a fuelling system is going to be demonstrated, and to which the members of a GFV family refer. It is possible to have more than one parent vehicle in a GFV family.

6.3.6.3.

Member of the GFV family

6.3.6.3.1.

Only vehicles which share the following essential characteristics with its GFV parent(s) may be grouped in a GFV family:

(a)	It is produced by the same manufacturer;

(b)	It is subject to the same emission limits;

(c)	If the gas fuelling system has a central metering for the whole engine: It has a certified power output between 0.7 and 1.15 times that of the GFV parent vehicle;

(d)	If the gas fuelling system has an individual metering per cylinder: It has a certified power output per cylinder between 0.7 and 1.15 times that of the GFV parent vehicle;

(e)	If fitted with a catalyst, it has the same type of catalyst i.e. three-way, oxidation, de-NOx;

(f)	It has a gas fuelling system (including the pressure regulator) from the same system manufacturer and of the same type: induction, vapour injection (single point, multipoint), liquid injection (single point, multipoint);

(g)

This gas fuelling system is controlled by an ECU of the same type and technical specification, containing the same software principles and control strategy. The vehicle may have a second ECU compared to the GFV parent vehicle, provided that the ECU is only used to control the injectors, additional shut-off valves and the data acquisition from additional sensors.

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.

Additional requirements for vehicles fuelled by LPG or NG/biomethane

6.3.7.1.

The additional requirements for vehicles fuelled by LPG or NG/biomethane are provided in Annex B6.

6.3.7.2.

For the Type 1 test set out in Annexes Part B, mono-fuel gas vehicles shall be tested in the Type 1 test for variation in the composition of either LPG or NG/biomethane, as set out in Annex B6 for pollutant emissions, with the fuel used for the measurement of the net power in accordance with UN Regulation No. 85.

6.3.7.3.

Bi-fuel gas vehicles shall be tested with petrol and either LPG or NG/biomethane. The tests on LPG or NG/biomethane shall be performed for variation in the composition of LPG or NG/biomethane, as set out in Annex B6 for pollutant emissions, and with the fuel used for the measurement of the net power in accordance with UN Regulation No. 85.

6.3.7.4.

This paragraph applies to Level 1A only.

Notwithstanding the requirement of paragraph 6.3.7.2., mono-fuel gas vehicles will be regarded for the Type 1 test as vehicles that can only run on a gaseous fuel.

6.3.8.

Additional requirements for flex fuel vehicles

6.3.8.1.

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.

6.3.9.

OBFCM

For Level 1A only:

The OBFCM device shall determine the parameters and store the lifetime values on board the vehicle in accordance to Appendix 5.

6.3.10.

Limits for gaseous emissions and the mass of particulates and number of particles

The resulting masses of gaseous emissions and the mass of particulates and number of particles obtained shall be less than the limits shown in Table 1A (for Level 1A) or Table 1B (for Level 1B):

Table 1A

This table is only applicable for L1A

Emissions limits for the Type 1 test

Reference mass

(RM) (kg)

Limit values

Mass of carbon monoxide (CO)

Mass of total hydrocarbons

(THC)

Mass of non-methane hydrocarbons

(NMHC)

Mass of oxides of nitrogen

(NOx)

Combined mass of hydrocarbons and oxides of nitrogen

(THC + NOx)

Mass of particulate matter

(PM)

Particle Number

(PN)

(mg/km)

L2 + L4

(mg/km)

(#/km)

Category

Class

PI (8)

—

All

1,000

500

100

—

170

4.5

6.0 × 1011

RM ≤ 1,305

1,000

500

100

—

170

4.5

6.0 × 1011

1,305 < RM ≤ 1,760

1,810

630

130

—

105

—

195

4.5

6.0 × 1011

III

1,760 < RM

2,270

740

160

—

108

—

125

—

215

4.5

6.0 × 1011

—

All

2,270

740

160

—

108

—

125

—

215

4.5

6.0 × 1011

PI	Positive Ignition
CI	Compression Ignition

Table 1B

This table is only applicable for L1B

Emissions limits for the Type 1 test

		Technically permissible maximum laden mass (GVW) (kg)	Limit values
			Mass of carbon monoxide (CO)		Mass of non-methane hydrocarbons (NMHC)		Mass of oxides of nitrogen (NOx)			Mass of particulate matter (PM)		Particle Number (PN)
			L1 (mg/km)		L3 (mg/km)		L4 (mg/km)			L5 (mg/km)		L6 (#/km)
Category	Class		G, O	D	G,O	D	G	D	O	G*1, O	D	G*1, O	D
M	—	All	1,150	630	100	24	50	150	150	5	5	6.0 × 1011	6.0 × 1011
N1	—*2	GVW≤ 1,700	1,150	630	100	24	50	150	150	5	5	6.0 × 1011	6.0 × 1011
	—	1,700 < GVW ≤ 3,500	2,550	630	150	24	70	240	240	7	7	6.0 × 1011	6.0 × 1011
	—*3	All	4,020	—	100	—	50	—	150	5	—	6.0 × 1011	—

6.3.11.

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 responsible authority, the manufacturer shall provide evidence on the justification and technical criteria for merging these interpolation families 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: 30 g/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 per cent;

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

(e)	Which were split because there is a 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.

6.4. (Reserved)

6.5. (Reserved)

6.6. Type 4 test (Determination of evaporative emissions)

6.6.1.

The Type 4 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.

For Level 1A;

Mono-fuel gas vehicles are exempted.

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)

2.0

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:

(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 responsible authority.

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 responsible authority.

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 responsible authority 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 5 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.

For Level 1A;

The target useful life is 160,000 km.

For Level 1B;

The target useful life is 80,000 km. 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 the target useful life is 60,000 km.

6.7.1.1.

Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type 5 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.

6.7.2.

Notwithstanding the requirement of paragraph 6.7.1., a manufacturer may choose to have the deterioration factors from Tables 3a or 3b (as applicable) used as an alternative to testing to paragraph 6.7.1.

Table 3a

This table is only applicable for Level 1A

Multiplicative Deterioration factors

Engine Category	Assigned multiplicative deterioration factors
Engine Category	CO	THC	NMHC	NOx	HC + NOx	Particulate Matter (PM)	Particles (PN)
Positive ignition	1.5	1.3	1.3	1.6	-	1.0	1.0
Compression-ignition	As there are no assigned deterioration factors for compression ignition vehicles, manufacturers shall use the whole vehicle or bench ageing durability test procedures to establish deterioration factors.

Table 3b

This table is only applicable for Level 1B

Additive Deterioration factors

Technically Permissible Maximum Laden Mass

(GVW) (kg)

Assigned additive deterioration factors

Mass of carbon monoxide (CO)

Mass of non-methane hydrocarbons

(NMHC)

Mass of oxides of nitrogen

(NOx)

Mass of particulate matter

(PM)

Particle Number

(PN)

(mg/km)

(#/km)

Category

Class

D, O

D,O

G (*1)

D, O

G (*1)

D, O

—

All

127

(*4)

— (*2)

GVW≤ 1,700

127

—

1,700 < GVW ≤ 3,500

281

— (*3)

All

327

—

G	Petrol, LPG
D	Diesel
O	Other fuel

6.7.2.1.

This paragraph is applicable for Level 1B only

In the case that the limit value is different from the value defined in Table 3b, the assigned additive deterioration factor shall be calculated using the following equation and shall be rounded according to approval authority instruction:

the assigned additive deterioration factor = Limit value * A * (Useful life – 3,000)/(80,000 – 3,000)

where:

A 0.11 for CO, 0.12 for NMHC, 0.21 for NOx and 0.00 for PM and PN.

6.7.3.

This paragraph is applicable for Level 1A only

At the request of the manufacturer, the Technical Service may carry out the Type 1 test before the Type 5 test has been completed using the deterioration factors in the table above. On completion of the Type 5 test, the Type Approval Authority may then amend the type approval results recorded in Annex A2 to this Regulation by replacing the deterioration factors in the above table with those measured in the Type 5 test.

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 presents the least difference;

(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.

(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:

(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);

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 referred to in Annex C5 are specified in Table 4A and Table 4B.

Table 4A

This table is only applicable for Level 1A

OBD thresholds

Reference mass

(RM)

(kg)

Mass of carbon monoxide

Mass of non-methane hydrocarbons

Mass of oxides of nitrogen

Mass of particulate matter (9)

(CO)

(mg/km)

(NMHC)

(mg/km)

(NOx)

(mg/km)

(PM)

(mg/km)

Category

Class

—

All

1,900

1,750

170

290

140

RM ≤ 1305

1,900

1,750

170

290

140

1305 < RM ≤ 1760

3,400

2,200

225

320

110

180

III

1760 < RM

4,300

2,500

270

350

120

220

—

All

4,300

2,500

270

350

120

220

PI	Positive Ignition
CI	Compression Ignition.

Table 4B

This table is only applicable for Level 1B

OBD thresholds

Reference mass

(RM)

(kg)

Mass of carbon monoxide

Mass of non-methane hydrocarbons

Mass of oxides of nitrogen

Mass of particulate matter1

(CO)

(mg/km)

(NMHC)

(mg/km)

(NOx)

(mg/km)

(PM)

(mg/km)

Category

Class

—

All

4,060

—

320

—

300

—

— (*1)

GVW≤ 1,700

4,060

—

320

—

300

—

1,700 < GVW ≤ 3,500

8,960

—

460

—

410

—

— (*2)

All

14,120

—

320

—

300

—

G	Petrol, LPG
D	Diesel

6.9. 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 approval authority shall agree which vehicle model is representative for the ER family.

7. Modification and extension of the type approval

7.1. Every modification of the vehicle type shall be notified to the Type Approval Authority that approved the vehicle type. The Type Approval Authority 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 Technical Service responsible for conducting the tests.

7.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3. to the Contracting Parties to the Agreement which apply this Regulation.

7.3. The Type Approval Authority issuing the extension of approval shall assign a series number to the extension and inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex A2 to this Regulation.

7.4. Extensions for tailpipe emissions (Type 1 test) and OBFCM

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 values 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.

The accuracy of the OBFCM shall be calculated for any Type 1 tests performed in order to gain an extension and shall respect the criteria set out in paragraph 4.2 of Appendix 5.

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:

(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 4 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 5 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 120 km/h or the maximum vehicle speed minus 10km/h, whichever is lower, and kept at that constant speed for at least 15 minutes at the load setting of the Type 1 test. At any time after this period, the temperature at catalyst inlet shall be measured for at least 2 continued minutes 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. Conformity of production (COP)

8.1. Every vehicle produced under a type approval according to this Regulation shall conform with regard to the vehicle type approved. The conformity of production procedures shall comply with those set out in the 1958 Agreement, Schedule 1 (E/ECE/TRANS/505/Rev.3), with the following requirements:

8.1.1.

The manufacturer shall implement adequate arrangements and documented control plans and carry-out, at intervals specified in this Regulation, the necessary tests to verify continued conformity with the approved type. The manufacturer shall obtain agreement for these arrangements and control plans from the responsible authority. The responsible authority shall perform audits at specific intervals. This audit shall include production and test facilities as part of the product conformity and continued verification arrangements. Where necessary the responsible authority may require additional tests to be conducted.

8.1.2.

The manufacturer shall check the conformity of production by conducting the appropriate tests in accordance with Table 8/1 and Table 8/2 and with the OBD requirements, where applicable according to Table A in paragraph 6. Where applicable and if required according to Table A, the manufacturer shall determine and report the OBFCM device accuracy in accordance with Appendix 5.

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

Type 1 Applicable Type-1 CoP requirements for the different types of vehicle

Type of vehicle	Criteria emissions	CO2 emissions	Fuel Efficiency	Electric energy consumption	OBFCM accuracy
Pure ICE	Level1A and Level 1B	Level 1A	Level 1B	Not Applicable	Level 1A
NOVC-HEV	Level 1A and Level 1B	Level 1A	Level 1B	Not Applicable	Level 1A
OVC-HEV	Level 1A and Level 1B: CD (10) and CS	Level 1A: CS only	Level 1B: CS only	Level 1A and Level 1B: CD only	Level 1A: CS
PEV	Not Applicable	Not Applicable	Not Applicable	Level1A and Level 1B	Not Applicable
NOVC-FCHV	Not Applicable	Not Applicable	Exempted	Not Applicable	Not Applicable
OVC-FCHV	Not Applicable	Not Applicable	Exempted	Exempted	Not Applicable

Table 8/2

Type 4 Applicable Type 4 CoP requirements for the different vehicle types

Vehicle type	Evaporative emissions
ICE	Level 1A (11) Level 1B (12)
NOVC-HEV	Level 1A (11) Level 1B (12)
OVC-HEV	Level 1A (11) Level 1B (12)
PEV	Not Applicable
NOVC-FCHV	Not Applicable
OVC-FCHV	Not Applicable

8.1.3.

CoP family

The manufacturer is allowed to split the CoP family into smaller CoP families.

If the vehicle production takes place in different production facilities, different CoP families shall be created for each facility. An interpolation family can be represented in one or more CoP families.

For Level 1A:

The manufacturer may request to merge these CoP families. The responsible authority shall evaluate on the basis of the supplied evidence by the manufacturer whether such a merge is justified.

For Level 1B:

At the request of the manufacturer, CoP families from different production facilities may be merged. For Type 1 testing this is only permitted if the planned annual production volume of each production plant is less than 1,000.

8.1.3.1.

CoP family for Type 1 test

For the purposes of the manufacturer's conformity of production check on the Type 1 test, including, where applicable and if required, the check of the OBFCM device accuracy, the family means the conformity of production (CoP) family as specified in paragraphs 8.1.3.1.1 and 8.1.3.1.2.

8.1.3.1.1.

For interpolation families as described in paragraph 6.3.2. with a planned vehicle production volume of more than 1,000 vehicles per 12 months, the CoP family for the Type 1 test shall be identical to the interpolation family.

8.1.3.1.2.

For interpolation families as described in paragraph 6.3.2. with a planned production volume of 1,000 vehicles or less per 12 months, it is allowed to include other interpolation families into the same CoP family, up to a combined maximum production volume of 5,000 vehicles per 12 months. At the request of the responsible authority the manufacturer shall provide evidence on the justification and technical criteria for merging these interpolation families, ensuring that there is a large similarity between those families, for example in the following cases:

(a)	Two or more interpolation families are merged which were split because the maximum interpolation range of 30 g/km CO2 is exceeded;

(b)	Interpolation families that were split because there are different engine power ratings of the same combustion engine;

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

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

8.1.3.2.

CoP family for Type 4 test

For the purposes of the manufacturer's conformity of production check on the Type 4 test, the family means the conformity of production (CoP) family, which shall be identical to the evaporative emissions family, as described in paragraph 6.6.3.

8.1.3.3.

CoP family for OBD

For the purposes of the manufacturer's conformity of production check on OBD, the family means the conformity of production (CoP) family, which shall be identical to the OBD family, as described in paragraph 6.8.1.

8.1.4.

Test frequency for the Type 1 test

8.1.4.1.

For Level 1A:

The frequency for product verification on the Type 1 test performed by the manufacturer shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines, and shall have a minimum frequency per CoP family of one verification per 12 months.

For Level 1B:

The frequency for product verification on the Type 1 test performed by the manufacturer shall have a minimum frequency per CoP family of one verification per 12 months.

8.1.4.2.

If the number of vehicles produced within the CoP family exceeds 7,500 vehicles per 12 months, the minimum verification frequency per CoP family shall be determined by dividing the planned production volume per 12 months by 5,000 and mathematically rounding this number to the nearest integer.

8.1.4.3.

For Level 1A:

If the number of vehicles produced within the CoP family exceeds 17,500 vehicles per 12 months, the frequency per CoP family shall be at least one verification per 3 months.

For Level 1B:

If the number of vehicles produced within the CoP family exceeds 5,000 vehicles per month, the frequency per CoP family shall be at least one verification per month.

8.1.4.4.

The product verifications shall be evenly distributed over the period of 12 months or over the production period in the case that this is less than 12 months. The last product verification shall reach a decision within 12 months unless the manufacturer can justify that an extension of a maximum of one month is necessary.

8.1.4.5.

The planned production volume of the CoP family per 12-month period shall be monitored by the manufacturer on a monthly basis, and the responsible authority shall be informed if any change in the planned production volume causes changes to either the size of the CoP family or the Type 1 test frequency.

8.1.5.

Test frequency for the Type 4 test

Once per year a vehicle shall be randomly taken from the CoP family described in paragraph 8.1.3.2. and subjected to the test described in Annex C3 or as an alternative at least the three tests described in Appendix 4.

8.1.6.

Audits by the responsible authority

The responsible authority shall perform audits for verifying the manufacturer’s arrangements and documented control plans at the facility of the manufacturer, in all cases, with a minimum frequency of one audit per 12 months.

Where the interpolation method is used, verification of the interpolation calculation may be carried out by, or at the request of, the responsible authority as part of the audit process.

If the responsible authority is not satisfied with the audit results, physical tests shall directly be carried out on production vehicles as described in paragraphs 8.2. to 8.4. to verify the conformity of the vehicle production.

For Level 1A only:

The manufacturers arrangements and documented control plans shall be based on a risk assessment methodology consistent with the international standard ISO 31000:2018 — Risk Management — Principles and guidelines.

8.1.7.

Physical test verifications by the responsible authority

For Level 1A:

The normal frequency of physical test verifications by the responsible authority shall be based on the results of the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum frequency of one verification test per three years. The responsible authority shall conduct these physical emission tests on production vehicles as described in paragraphs 8.2. to 8.4.

In the case that the manufacturer is conducting the physical tests, the responsible authority shall witness these tests at the manufacturer's facility.

For Level 1B:

The normal frequency of physical test verifications by the responsible authority shall be a minimum frequency of one verification test per three years. The responsible authority shall conduct these physical emission tests on production vehicles as described in paragraphs 8.2. to 8.4.

In the case that the manufacturer is conducting the physical tests, the responsible authority shall witness these tests at the manufacturer's facility.

8.1.8.

Reporting

The responsible authority shall report the results of all audit checks and physical tests performed on verifying conformity of the manufacturers and file it for a period of a minimum of 10 years. These reports should be available for other responsible authorities

8.1.9.

Non-conformity

In the case that a non-conformity is observed, Article 4 of the 1958 Agreement shall apply.

8.2. Checking the conformity for a Type 1 test

8.2.1.

The Type 1 test shall be carried out on a minimum of three production vehicles, which shall be valid members of the CoP family as described in paragraph 8.1.3.1.

8.2.2.

Vehicles shall be selected at random in the CoP family. The manufacturer shall not undertake any adjustment to the vehicles selected.

In the case that vehicles in the CoP family are assembled in different production facilities, at the request of the responsible authority the manufacturer shall adapt the selection of vehicles from across the different production facilities, without prejudice to the principle of random selection within a production facility.

In the case that multiple IP families are included in the CoP family, at the request of the responsible authority the manufacturer shall adapt the selection of vehicles from across the different interpolation families, without prejudice to the principle of random selection within an interpolation family.

8.2.3.

Type 1 test procedure

8.2.3.1.

Where applicable, in accordance with Table 8/1, the verification of the criteria emissions, CO2 emissions, fuel efficiency, electric energy consumption and OBFCM device accuracy, 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 and in the flowchart of Figure 8/1.

Where applicable, in accordance with Table 8/1, the production of a CoP family shall be deemed to not conform when a fail decision is reached in accordance with the test criteria in Appendix 2 for one or more of the criteria emissions, CO2 emissions, fuel efficiency or electric energy consumption.

Where applicable, in accordance with Table 8/1, the production of a CoP family shall be deemed to conform once a pass decision is reached in accordance with the test criteria in Appendix 2 for all the criteria emissions, CO2 emissions, fuel efficiency or electric energy consumption.

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 additional tests carried out to reach a decision for the other criteria emissions, CO2 emissions, fuel efficiency or electric energy consumption.

Where applicable, in accordance with Table 8/1, if a pass decision is not reached for all the criteria emissions, CO2 emissions, fuel efficiency or electric energy consumption, another vehicle is added to the sample by selecting this according to paragraph 8.2.2. and performing the Type 1 test. The statistical procedure described in Appendix 2 shall be repeated until a pass decision is reached for all the criteria emissions, CO2 emissions, fuel efficiency or electric energy consumption.

The maximum sample size shall be:

For Level 1A: 16 vehicles

For Level 1B: 32 vehicles for criteria emissions, 11 for fuel efficiency and electric energy consumption.

Figure 8/1

Flowchart of the CoP test procedure for the Type 1 test

8.2.4.

Run-in factors

8.2.4.1.

For Level 1A:

At the request of the manufacturer and with the acceptance of the responsible authority, a run-in test procedure may be carried out on a vehicle of the CoP family to establish derived run-in factors for criteria emissions, CO2 emissions and/or electric energy consumption according to the test procedure in Appendix 3.

For Level 1B:

At the request of the manufacturer and with the acceptance of the responsible authority, a run-in test procedure may be carried out on a vehicle of the CoP family to establish derived run-in factors for criteria emissions, fuel efficiency and/or electric energy consumption 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.

For Level 1A:

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 80 km. If the assigned run-in factor for CO2 emissions is applied, no run-in factors shall be applied for criteria emissions and electric energy consumption.

For Level 1B:

At the option of the manufacturer, for fuel efficiency, in km/l, an assigned run-in factor of 1.02 may be applied if the system odometer setting at the start of the CoP test is less than or equal to 80 km. If the assigned run-in factor for fuel efficiency is applied, no run-in factors shall be applied for 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.

8.2.4.5.

Test cell correction

Only for Level 1B:

In the case that a clear technical difference is observed, it is allowed to apply a test cell correction between the test equipment used for the type approval and the test equipment used for CoP. The test cell correction shall be recorded in the test report.

8.2.5.

Test fuel

8.2.5.1.

For the Type 4 test, the reference fuel shall be used in accordance with the specifications in paragraph 7. of Annex B3.

For Level 1A:

All remaining tests shall be conducted with commercial fuel. However, at the manufacturer’s request, the reference fuels in accordance with the specifications in Annex B3 may be used for the Type 1 test.

In the case that a fail decision for the accuracy of OBFCM is concluded based on tests conducted using commercial fuel, the tests shall be repeated using reference fuel and only the decision from the repeated tests shall be valid.

For Level 1B:

All remaining tests shall be conducted with reference fuels in accordance with the specifications in Annex B3 for the Type 1 test. However, at the request of the manufacturer the mileage accumulation for the run-in in paragraph 1.7. of Appendix 3 may be conducted with commercial fuel.

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 responsible authority.

8.2.6.

Criteria for validity of speed trace tolerances and drive trace indices of the Type 1 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 4 test

8.3.1.

The production shall be deemed to conform if the vehicle selected and tested according to paragraph 8.1.5. meets the requirements of paragraph 6.6.2., or the requirements of Appendix 4 as applicable.

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 Type 4 test described in Annex C3 or as an alternative at least 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 from the same family without unjustified delay and subjected to the Type 4 test 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 from the same family and also subjected without unjustified delay to the Type 4 test 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.

8.3.4.

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.

8.3.5.

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 approval authority 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 paragraph 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.

9. Penalties for non-conformity of production

9.1.

The approval granted in respect of a vehicle type pursuant to this Regulation, may be withdrawn if the requirements laid down in paragraph 8.1. are not complied with or if the vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8.1.2.

9.2.

If a Contracting Party to the 1958 Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex A2 to this Regulation.

10. Production definitively discontinued

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, they shall so inform the Type Approval Authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of copies of the communication form conforming to the model in Annex A2 to this Regulation.

11. Introductory provisions

11.1.

Contracting Parties applying this Regulation are not entitled to grant type approvals according to the 02 series of amendments to this Regulation until a date eight months following its entry into force.

Unless exempted in the transitional provisions, Contracting Parties shall accept UN type approvals to the previous version of this Regulation until a date eight months following the entry into force of the 02 series of amendments.

12. Transitional provisions

12.1.

As from the official date of entry into force of the 01 series of amendments to this Regulation, and by way of derogation to the obligations of Contracting Parties, the Contracting Parties applying this Regulation and also applying UN Regulation No. 83 may refuse to accept type approvals granted on the basis of this Regulation which are not accompanied by an approval to the 08 or a later series of amendments to UN Regulation No. 83.

12.2.

This paragraph is only applicable for Level 1A

For Approvals to Level 1A only, until 1 September 2022 in the case of category M and category N1 class I vehicles, and 1 September 2023 in the case of category N1 class II and III and category N2 vehicles, Contracting Parties may accept Type Approvals to EU legislation as evidence of compliance with the provisions of this Regulation as detailed in (a) to (d) below:

(a)

Type 1/I tests performed in accordance with Annex 4a to the 07 series of amendments to UN Regulation No 83 before 1 September 2017 in the case of category M and category N1 class I vehicles, and 1 September 2018 in the case of category N1 class II and III and category N2 vehicles shall be accepted by the approval authority for the purposes of producing deteriorated or defective components to simulate failures for assessing compliance with the requirements of Annex C5 to this Regulation;

(b)

With respect to vehicles of a WLTP interpolation family which fulfil the extension rules specified in paragraph 2 of Annex 13 to the 07 series of amendments to UN Regulation No. 83, procedures performed in accordance with Section 3 of Annex 13 to the 07 series of amendments to UN Regulation No. 83, before 1 September 2017 in the case of category M and category N1 class I vehicles, and 1 September 2018 in the case of category N1 class II and III and category N2 vehicles shall be accepted by the approval authority for the purposes of fulfilling the requirements of Appendix 1 to Annex B6 of this Regulation;

(c)

Durability demonstrations where the first type 1/I test was performed and completed in accordance with Annex 9 to the 07 series of amendments to UN Regulation No. 83, before 1 September 2017 in the case of category M and category N1 class I vehicles, and 1 September 2018 in the case of category N1 class II and III and category N2 vehicles shall be accepted by the approval authorities for the purposes of fulfilling the requirements of Annex C4 to this Regulation;

(d)

Evaporative emissions tests conducted on the basis of the test procedure set out in Annex VI of Regulation (EC) No 692/2008 as amended by Regulation (EC) No 2016/646 which were used to approve evaporative emissions families in the European Union before 31 August 2019 shall be accepted by the approval authorities for the purposes of fulfilling the requirements of Annex C3 to this Regulation.

13. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities

The Contracting Parties to the 1958 Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

(1) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.6, www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html.

(2) Specific test procedures for hydrogen vehicles will be defined at a later stage.

(3) Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct injection engines

(4) When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable.

(5) Only NOx emissions shall be determined when the vehicle is running on hydrogen.

(6) For Level 1A only - Particulate mass and particle number limits and respective measurement procedures shall not apply. For Level 1B only - In the case that a mono-fuel gas vehicle has a petrol tank it shall also be tested using the applicable petrol reference fuel

(7) For Level 1B, if the mono-fuel gas vehicle does have a petrol tank “Yes”, if the mono-fuel gas vehicle does not have a petrol tank “—”, For Level 1A “—”

(8) Positive ignition particulate mass and number limits shall apply only to vehicles with direct injection engines.

(*1) For petrol or LPG, particulate mass and particle number limits shall apply only to vehicles with direct injection engines.

(*2) Except vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg.

(*3) Vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350kg.

(*4) As there are no assigned deterioration factors for compression ignition vehicles, manufacturers shall use the whole vehicle ageing durability test procedures to establish deterioration factors.

(9) Positive ignition particulate mass OBD thresholds apply only to vehicles with direct injection engines

(*1) Except 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

(*2) 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

(10) Only if there is combustion engine operation during a valid CD Type 1 test for CoP verification

(11) Only for vehicles fuelled by petrol with the exemption of mono-fuel gas vehicles

(12) Only for vehicles fuelled by petrol

Appendix 1

Type 1 test CoP verification for specific vehicle types

1. 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.

For Level 1B only:

The target setting procedure (specified in paragraph 7. of Annex B4) shall be prohibited when the derived run-in factor is developed according to the paragraph 1.5.2. of Appendix 3. In this case, the same dynamometer setting values shall be applied as during type approval.

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 criteria emissions test results shall be determined according to: Step 9 of Table A7/1 of Annex B7 for pure ICE vehicles; Step 8 of Table A8/5 of Annex B8 for NOVC-HEVs and charge-sustaining condition of OVC-HEVs; and Step 6 of Table A8/8 of Annex B8 for the charge-depleting condition of OVC-HEVs. Conformity against the applicable criteria emissions limits shall be checked using the pass/fail criteria specified in paragraph 6.3.10. of this Regulation.

For Level 1B only

The criteria emissions of each applicable test cycle during the charge-depleting test for OVC-HEV shall comply with the limits defined in Table 1B in paragraph 6.3.10. of this Regulation, but shall not be checked against the pass/fail criteria.

2. Verification of CoP on CO2 emissions/ fuel efficiency of pure ICE vehicles

2.1.

The vehicle shall be tested according to the Type 1 test procedure described in Annex B6.

2.2.

For Level 1A:

The CO2 emission MCO2,c,6 shall be determined according to step 6 of Table A7/1 of Annex B7.

For Level 1B:

The fuel efficiency FEc,5 shall be determined according to step 5 of Table A7/1 of Annex B7.

2.3.

For Level 1A:

The conformity of production with regard to CO2 emissions shall be verified on the basis of the values for the tested vehicle as described in paragraph 2.3.1. and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

For Level 1B:

The conformity of production with regard to fuel efficiency shall be verified on the basis of the values for the tested vehicle as described in paragraph 1.3.1. and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

2.3.1.

CO2 emission values for CoP / Fuel efficiency values for CoP

For Level 1A:

In the case the interpolation method is not applied, the CO2 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 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.

For Level 1B:

In the case the interpolation method is not applied, the fuel efficiency value FEc,8 according to step 8 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 fuel efficiency value FEc,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. Verification of CoP on CO2 emissions/ fuel efficiency of NOVC-HEVs

3.1.

The vehicle shall be tested as described in paragraph 3.3. of Annex B8.

3.2.

For Level 1A:

The CO2 emission MCO2,CS,c,6 of the NOVC-HEV shall be determined according to step 6 of Table A8/5 of Annex B8.

For Level 1B:

The fuel efficiency FECS,c,4c of the NOVC-HEV shall be determined according to step 4c of Table A8/5 of Annex B8.

3.3.

The conformity of production with regard to CO2 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 emission values for CoP / Fuel efficiency values for CoP

For Level 1A:

In the case the interpolation method is not applied, the charge-sustaining CO2 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 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.

For Level 1B:

In the case the interpolation method is not applied, the charge-sustaining fuel efficiency value FECS,c,1 according to step 2 of Table A8/6 of Annex B8 shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the charge-sustaining fuel efficiency value FECS,c,ind for the individual vehicle according to step 3 of Table A8/6 of Annex B8 shall be used for verifying the conformity of production.

4. Verification of CoP on electric energy consumption of PEVs

4.1.

The vehicle shall be tested as described in paragraph 3.4. of Annex B8, whilst the break-off criterion for the Type 1 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 to have been reached when having finished the first applicable WLTP 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 ΔEREESS,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 1 test procedure and in paragraph 4.2.2. in case that the type approval was conducted using the shortened Type 1 test procedure.

4.2.1.

Consecutive cycle Type 1 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 1 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 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 ECDC,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. Verification of CoP 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 emissions / fuel efficiency, as applicable, for conformity of production.

5.2.1.

The vehicle shall be tested according to the charge-sustaining Type 1 test as described in paragraph 3.2.5. of Annex B8.

5.2.2.

For Level 1A:

The charge-sustaining CO2 emission MCO2,CS,c,6 shall be determined according to step 6 of Table A8/5 of Annex B8.

For Level 1B:

The charge-sustaining fuel efficiency FECS,c,4c shall be determined according to step 4c of Table A8/5 of Annex B8.

5.2.3.

For Level 1A:

The conformity of production with regard to charge-sustaining CO2 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 emissions, and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

For Level 1B:

The conformity of production with regard to charge-sustaining fuel efficiency shall be verified on the basis of the values for the tested vehicle as described in paragraph 5.2.3.1. for charge-sustaining fuel efficiency, and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

5.2.3.1.

Charge-Sustaining CO2 emission / fuel efficiency values for CoP

For Level 1A:

For Level 1B:

In the case that the interpolation method is not applied, the charge-sustaining fuel efficiency value FECS,c according to step 2 of Table A8/6 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

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 1 test procedure

The vehicle shall be tested according to the charge-depleting Type 1 test procedure as described in paragraph 3.2.4. 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 approval authority, preconditioning of the traction REESS shall be done in advance of the CoP procedure according to manufacturer’s recommendation.

For Level 1A only

The electric energy consumption ECAC,CD shall be determined according to step 9 of Table A8/8 of Annex B8.

5.3.1.2.

First cycle of the Charge-Depleting Type 1 Test

5.3.1.2.1.

The vehicle shall be tested according to the charge-depleting Type 1 test as described in paragraph 3.2.4. of Annex B8, whilst the break-off criterion of the charge-depleting Type 1 test procedure shall be considered to have been reached when having finished the first applicable WLTP 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 ΔEREESS,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.

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.

Appendix 2

Verification of conformity of production for Type 1 test—statistical method

1. This Appendix describes the procedure to be used to verify the production conformity requirements for the Type 1 test for criteria emissions, CO2 emissions, fuel efficiency and electric energy consumption, as applicable and in accordance with Table 8/1 of this Regulation, for pure ICE, NOVC-HEV, PEV and OVC-HEV and, where applicable, to determine the OBFCM device accuracy.

Measurements of the criteria emissions, CO2 emissions, fuel efficiency and electric energy consumption, as applicable and in accordance with Table 8/1 of this Regulation, shall be carried out on a minimum number of 3 vehicles, and consecutively increase until a pass or fail decision is reached. Where applicable, the OBFCM device accuracy shall be determined for each of the N tests.

2. Criteria emissions

2.1. Statistical procedure and pass/fail criteria

For Level 1A:

For the total number of tests (N) and the measurement results of the tested vehicles, x1, x2, … xN, the average Xtests and the variance VAR shall be determined:

and

For OVC-HEV, in case of complete charge-depleting Type 1 test, the average emissions over the complete test of an individual vehicle shall be considered as a single value xi.

For each total number of tests, one of the three following decisions can be reached for criteria emissions, based on the criteria emission limit value L according to Table 1A in paragraph 6.3.10. of this Regulation:

(i)	Pass the family if

(ii)	Fail the family if

(iii)

Take another measurement if:

For the measurement of criteria emissions the factor A is set at 1.05.

For Level 1B:

Case A: the manufacturer's production standard deviation is satisfactory.

With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0.1 (consumer's risk = 10 per cent).

For each of the criteria emissions given in Table 1B of paragraph 6.3.10. of this Regulation, the following procedure is used (see Figure 8/1 in paragraph 8.2.3.2. of this Regulation) where:

L	=	the natural logarithm of the limit value for the criteria emission,
xi	=	the natural logarithm of the measurement for the i-th vehicle of the sample,
s	=	an estimate of the production standard deviation (after taking the natural logarithm of the measurements),
n	=	the current sample number.

Compute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined as:

If the test statistic is greater than the pass decision number for the sample size given in Table A2/1, the criteria emission is passed;

If the test statistic is less than the fail decision number for the sample size given in Table A2/1, the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one unit greater.

Table A2/1

Pass/fail decision criteria for the sample size

Cumulative number of tested vehicles (current sample size)	Pass decision threshold	Fail decision threshold
3	3.327	– 4.724
4	3.261	– 4.79
5	3.195	– 4.856
6	3.129	– 4.922
7	3.063	– 4.988
8	2.997	– 5.054
9	2.931	– 5.12
10	2.865	– 5.185
11	2.799	– 5.251
12	2.733	– 5.317
13	2.667	– 5.383
14	2.601	– 5.449
15	2.535	– 5.515
16	2.469	– 5.581
17	2.403	– 5.647
18	2.337	– 5.713
19	2.271	– 5.779
20	2.205	– 5.845
21	2.139	– 5.911
22	2.073	– 5.977
23	2.007	– 6.043
24	1.941	– 6.109
25	1.875	– 6.175
26	1.809	– 6.241
27	1.743	– 6.307
28	1.677	– 6.373
29	1.611	– 6.439
30	1.545	– 6.505
31	1.479	– 6.571
32	– 2.112	– 2.112

Case B: the manufacturer's evidence of production standard deviation is either not satisfactory or not available.

The measurements of the criteria emissions given in Table 1B of paragraph 6.3.10. of this Regulation are considered to be log normally distributed and shall first be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample sizes respectively (m0 = 3 and m = 32) and let n denote the current sample number.

If the natural logarithms of the measurements in the series are x1, x2 …, xi and L is the natural logarithm of the limit value for the pollutant, then define:

d1 = x1 – L

and

Table A2/2

Minimum sample size = 3

Sample size (n)	Pass decision threshold (An)	Fail decision threshold (Bn)
3	– 0.80381	16.64743
4	– 0.76339	7.68627
5	– 0.72982	4.67136
6	– 0.69962	3.25573
7	– 0.67129	2.45431
8	– 0.64406	1.94369
9	– 0.61750	1.59105
10	– 0.59135	1.33295
11	– 0.56542	1.13566
12	– 0.53960	0.97970
13	– 0.51379	0.85307
14	– 0.48791	0.74801
15	– 0.46191	0.65928
16	– 0.43573	0.58321
17	– 0.40933	0.51718
18	– 0.38266	0.45922
19	– 0.35570	0.40788
20	– 0.32840	0.36203
21	– 0.30072	0.32078
22	– 0.27263	0.28343
23	– 0.24410	0.24943
24	– 0.21509	0.21831
25	– 0.18557	0.18970
26	– 0.15550	0.16328
27	– 0.12483	0.13880
28	– 0.09354	0.11603
29	– 0.06159	0.09480
30	– 0.02892	0.07493
31	0.00449	0.05629
32	0.03876	0.03876

Table A2/2 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio

/Vn and shall be used to determine whether the series has passed or failed as follows:

For mo ≤ n ≤ m:

(i)	Pass the series if

(ii)	Fail the series if

(iii)

Take another measurement if

Remarks:

The following recursive formulae are useful for computing successive values of the test statistic:

3. CO2 emissions, fuel efficiency and electric energy consumption

3.1. Statistical procedure

For Level 1A:

For the total number of tests (N) and the measurement results of the tested vehicles, x1, x2, … xN, the average Xtests and the standard deviation s shall be determined:

and

For Level 1B:

For the total number of tests (N) and the measurement results of the tested vehicles, x1, x2, … xN, the average Xtests and the standard deviation σ shall be determined:

and

3.2. Statistical evaluation

For Level 1A:

For the evaluation of CO2 emissions the normalised values shall be calculated as follows:

where:

CO2 test-i	is the CO2 emission measured for the individual vehicle i
CO2 declared-i	is the declared CO2 value for the individual vehicle i

For the evaluation of electric energy consumption EC the normalised values shall be calculated as follows:

where:

ECtest-i

is the electric energy consumption measured for individual vehicle i. In the case that the complete charge-depleting Type 1 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, COP-i

is the declared electric energy consumption for the individual vehicle i, according to Appendix 8 to Annex B8. In the case that the complete charge-depleting Type 1 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.

The normalised xi values shall be used to determine the parameters Xtests and s according to paragraph 3.1.

For Level 1B:

For the evaluation of fuel efficiency the normalised values shall be calculated as follows:

where:

FE test-i	is the fuel efficiency measured for individual vehicle i
FE declared-i	is the declared fuel efficiency value for the individual vehicle

For the evaluation of electric energy consumption EC the normalised values shall be calculated as follows:

where:

ECtest-i

ECDC, COP-i

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

For Level 1A only:

For each total 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

(ii)	Fail the family if

(iii)

Take another measurement if:

where:

parameters tP1,i, tP2,i, tF1,i, and tF2 are taken from the Table A2/3.

Table A2/3

Pass/fail decision criteria 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

3.3.2. Evaluation of fuel efficiency and electric energy consumption

For Level 1B only:

3.3.2.1.

For the evaluation of FE (Fuel Efficiency in km/L) the following provisions apply:

(a)

If 3 ≤ N_Evaluation ≤ 10

(i)	Pass the family if X testsN_Evaluation ≥ 1.000

(ii)	Take another measurement if X testsN_Evaluation < 1.000

(b)

If N = 11

(i)

Pass the family if all the following decisions can be reached

c.	xi ≥ 1.000 – 3 * σ

(ii)

Fail the family if one of the following decisions can be reached

c.	xi < 1.000 – 3 * σ

where:

N_Evaluation	is the total number of vehicle tested during the applicable evaluation
N_CoP family	is the total number of vehicle tested in the CoP family during the year

(e.g. If the total number of vehicles tested for the first evaluation is 11 and the total number of vehicles tested for the second evaluation is 4, N_ Evaluation=4 and N_CoP family=15)

In any case, if N_CoP family > 10, xi ≥ 1.000 – 3 * σ shall be satisfied.

3.3.2.2.

For the evaluation of EC (Electric consumption in Wh/km) the following provisions apply:

(a)

If 3 ≤ N_Evaluation ≤ 10

(i)	Pass the family if X testsN_Evaluation ≤ 1.000

(ii)	Take another measurement if X testsN_Evaluation > 1.000

(b)

If N = 11

(i)

Pass the family if all the following decisions can be reached

c.	xi ≤ 1.000 – 3 * σ

(ii)

Fail the family if one of the following decisions can be reached

c.	xi > 1.000 – 3 * σ

where:

N_Evaluation	is the total number of vehicle tested during the applicable evaluation
N_CoP family	is the total number of vehicle tested in the CoP family during the year

(e.g. If the vehicle tested for the first evaluation is 11 and the vehicle tested for the second evaluation is 4, N_ Evaluation=4 and N_CoP family=15)

In any case, if N_CoP family > 10, xi ≤ 1.000 – 3 * σ shall be satisfied.

3.3.2.3.

If the number of vehicles produced within the CoP family exceeds 7,500 vehicles per 12 months, for the second or later evaluation, “a. If 3 ≤ N_Evaluation ≤ 10” may be replaced by “a. If N_Evaluation = 3” and “b. If N_Evaluation = 11” may be replaced by “b. If N_Evaluation = 4”. For the second or later year, this provision shall not be used for the first evaluation for the CoP family in the year.

σ shall be determined from the test result of first 10 tested vehicles after start of production for each CoP family. σ shall not be changed once σ is determined for the CoP family even for the second or later years. At the request of the manufacturer and with the approval of the responsible authority, and with reasonable evidence and appropriate data, σ may be changed.

3.4. For Level 1A only:

For vehicles referred to in paragraph 5.11. of this Regulation the conformity of production of OBFCM devices as defined in paragraph 4.2. of Appendix 5 shall be evaluated as follows:

(1)	For each single test i performed for the purposes of paragraph 3. of this appendix the value xi shall be set equal to: 1 / (1 - Accuracy) where the Accuracy of the OBFCM device shall be determined in accordance with paragraph 4.2. of Appendix 5.

(2)	The conformity of production of the OBFCM devices shall be evaluated according to the requirements of paragraph 3.3.1., but applying a factor A value of 1.0526.

(3)	If for the last test N performed for the purposes of paragraph 3. the decision (iii) of paragraph 3.3.1. with regard to the conformity of production of the OBFCM devices is reached, the sequence of tests shall be continued until a final decision (i) or (ii) of paragraph 3.3.1. is reached.

The Type Approval authority shall keep a record of the determined accuracies of OBFCM device at each test as well as the decision according to paragraph 3.3.1. after each test.

Appendix 3

Run-in test procedure to determine run-in factors

1. 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, fuel efficiency 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, fuel efficiency and electric energy consumption shall have had no operation prior to the run-in test procedure.

1.2.

The test vehicle shall be configured as vehicle H within the CoP family.

If the CoP family has multiple interpolation families, the test vehicle shall be configured as vehicle H of the interpolation family with the highest expected production volume within the CoP family. At the request of the manufacturer, and with approval of the responsible authority a different test vehicle may be selected.

1.2.1.

Extension of run-in factor

At the request of the vehicle manufacturer and with approval by the responsible authority, the derived run-in factor for pollutant emissions, fuel efficiency and fuel consumption can be extended to other CoP families.

The vehicle manufacturer shall provide evidence on the justification and technical criteria for merging these COP families, ensuring that there is a large similarity between those families.

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)	For Level 1A only: REESSs for EVs;

(e)	For Level 1A only: Exhaust system;

and any other component that has a non-negligible influence on criteria emissions, CO2 emissions, fuel efficiency and electric energy consumption.

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 be recorded.

1.4.

At the request of the manufacturer and with approval by the responsible authority, 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.

1.5.2.

For Level 1B only:

It is allowed to apply the same dynamometer setting value which was generated during type approval testing for all testing.

1.6.

Before the run-in, the test vehicle shall be tested according to the Type 1 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 criteria specified 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.

For Level 1A only:

The signal of the acceleration control position shall be recorded during all tests at a sampling frequency of 10 Hz. It is allowed to use the OBD acceleration control position signal for this purpose. The responsible authority may request the manufacturer to evaluate this signal to ensure that the test result is performed correctly.

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 1 test procedure specified in Annex B6 and Annex B8. The test shall be repeated until the following number of valid test results have been obtained:

For Level 1A and Level 1B criteria emissions: three tests

For Level 1B fuel efficiency and/or electric energy consumption: two tests

Drive trace indexes shall be calculated according to paragraph 7. of Annex B7 and these shall fulfil the criteria specified 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, fuel efficiency and electric energy consumption, 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 Level 1A only:

For the determination of the run-in factor for the 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:

where:

MCO2,i	is the measured CO2 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 provide statistical evidence to the responsible authority that the fit is sufficiently statistically justified.

1.9.1.

For Level 1A only:

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:

where:

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 - σfit

1.10.

For Level 1A only:

The run-in factor RICO2(j) for CO2 emissions of CoP test vehicle j shall be determined by the following equation:

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:

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 responsible authority 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.

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:

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.

1.13.

For Level 1A only:

The run-in factor RIEC(j) for electric energy consumption shall be determined according to the procedure specified in paragraphs 1.9., 1.9.1. and 1.10. of this appendix, where CO2 in the formulae is replaced by EC.

For Level 1B only:

The run-in factor RIFE(j) for fuel efficiency and RIEC(j) for electric energy consumption shall be determined according to the procedure specified in paragraphs 1.9. (excluding paragraph 1.9.1.) and 1.10. of this appendix, where CO2 in the formulae is replaced by FE and EC respectively.

2. For Level 1B only

Prior to the application of the derived run-in factor for fuel efficiency, the manufacturer shall provide the following information to the responsible authority:

(a)	evidence of the derived run-in factor including the existence of statistical significance regarding the fit of the slope;

(b)	an explanation of the validation method to be used after the start of production, e.g. by measuring the run-in factor from selected vehicle(s) from the plant and then evaluating whether the run-in factor is appropriate or not.

Appendix 4

Conformity of production for Type 4 test

1. For routine end-of-production-line testing, as an alternative to conducting the Type 4 test as described in Annex C3 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 responsible authority, 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. 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 responsible authority, 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 responsible authority the function for leakage can be demonstrated by an equivalent alternative procedure.

3. Test for venting

3.1.

Vents to the atmosphere from the emission control shall be isolated.

3.2.

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.

3.6.

At the request of the manufacturer and in agreement with the responsible authority the functional capacity for venting can be demonstrated, when applicable, by an equivalent alternative procedure.

4. 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 responsible authority.

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 responsible authority an equivalent alternative purge test procedure can be used.

Appendix 5

Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy

Only applicable for Level 1A;

1. Introduction

This appendix sets out the definitions and requirements applicable to the devices for monitoring on board the vehicle the consumption of fuel and/or electric energy.

2. Definitions

2.1.

"On-board Fuel and/or Energy Consumption Monitoring Device" ("OBFCM device") means any element of design, either software and/or hardware, which senses and uses vehicle, engine, fuel and/or electric energy parameters to determine and make available at least the information laid down in paragraph 3 of this appendix, and store the lifetime values on board the vehicle.

2.2.

"Lifetime" value of a certain quantity determined and stored at a time t shall be the values of this quantity accumulated since the completion of production of the vehicle until time t.

2.3.

"Engine fuel rate" means the amount of fuel injected into the engine per unit of time. It does not include fuel injected directly into the pollution control device.

2.4.

"Vehicle fuel rate" means the amount of fuel injected into the engine and directly into the pollution control device per unit of time. It does not include the fuel used by a fuel operated heater.

2.5.

"Total Fuel Consumed (lifetime)" means the accumulation of the calculated amount of fuel injected into the engine and the calculated amount of fuel injected directly into the pollution control device. It does not include the fuel used by a fuel operated heater.

2.6.

"Total Distance Travelled (lifetime)" means the accumulation of the distance travelled using the same data source that the vehicle odometer uses.

2.7.

"Grid energy" means, for OVC-HEVs, the electric energy flowing into the battery when the vehicle is connected to an external power supply and the engine is turned off. It shall not include electrical losses between the external power source and the battery.

2.8.

"Charge-sustaining operation" means, for OVC-HEVs, the state of vehicle operation when the REESS state of charge (SOC) may fluctuate but the intent of the vehicle control system is to maintain, on average, the current state of charge.

2.9.

"Charge-depleting operation" means, for OVC-HEVs, the state of vehicle operation when the current REESS SOC is higher than the charge-sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge-sustaining target SOC value.

2.10.

"Driver-selectable charge-increasing operation" means, for OVC-HEVs, the operating condition in which the driver has selected a mode of operation, with the intention to increase the REESS SOC.

3. Information to be determined, stored and made available

The OBFCM device shall determine at least the following parameters and store the lifetime values on board the vehicle. The parameters shall be calculated and scaled according the standards referred to in paragraph 6.5.3.2. (a) of Appendix 1 to Annex C5.

The information listed in paragraph 3.1. and 3.2. shall be made available as signals through the serial port connector referred to in paragraph 6.5.3.2. (c). of Appendix 1 to Annex C5.

3.1.

For all vehicles referred to in paragraph 5.11. of this Regulation, with the exception of OVC-HEVs:

(a)	Total fuel consumed (lifetime) (litres);

(b)	Total distance travelled (lifetime) (kilometres);

(c)	Engine fuel rate (grams/second);

(d)	Engine fuel rate (litres/hour);

(e)	Vehicle fuel rate (grams/second);

(f)	Vehicle speed (kilometres/hour).

3.2.

For OVC-HEVs:

(a)	Total fuel consumed (lifetime) (litres);

(b)	Total fuel consumed in charge-depleting operation (lifetime) (litres);

(c)	Total fuel consumed in driver-selectable charge-increasing operation (lifetime) (litres);

(d)	Total distance travelled (lifetime) (kilometres);

(e)	Total distance travelled in charge-depleting operation with engine off (lifetime) (kilometres);

(f)	Total distance travelled in charge-depleting operation with engine running (lifetime) (kilometres);

(g)	Total distance travelled in driver-selectable charge-increasing operation (lifetime) (kilometres);

(h)	Engine fuel rate (grams/second);

(i)	Engine fuel rate (litres/hour);

(j)	Vehicle fuel rate (grams/second);

(k)	Vehicle speed (kilometres/hour);

(l)	Total grid energy into the battery (lifetime) (kWh).

4. Accuracy

4.1.

With regard to the information specified in paragraph 3., the manufacturer shall ensure that the OBFCM device provides the most accurate values that can be achieved by the measurement and calculation system of the engine control unit.

4.2.

Notwithstanding paragraph 4.1., the manufacturer shall ensure that the accuracy is higher than - 0.05 and lower than 0.05 calculated with three decimals using the following formula:

Where:

Fuel_ConsumedWLTP (litres)	is the fuel consumption determined at the first test carried out in accordance with paragraph 1.2. of Annex B6, calculated in accordance with paragraph 6. of Annex B7, using emission results over the total cycle before applying corrections (output of step 2 in Table A7/1 of Annex B7), multiplied by the actual distance driven and divided by 100.
Fuel_ConsumedOBFCM (litres)	is the fuel consumption determined for the same test using the differentials of the parameter ‘Total fuel consumed (lifetime)’ as provided by the OBFCM device.

For OVC-HEVs the charge-sustaining Type 1 test shall be used.

4.2.1.

If the accuracy requirements set out in paragraph 4.2. are not met, the accuracy shall be recalculated for subsequent Type 1 tests performed in accordance with paragraph 1.2. of Annex B6, in accordance with the formulae in paragraph 4.2., using the fuel consumed determined and accumulated over all performed tests. The accuracy requirement shall be deemed to be fulfilled once the accuracy is higher than - 0.05 and lower than 0.05.

4.2.2.

If the accuracy requirements set out in paragraph 4.2.1. are not met following the subsequent tests pursuant to this point, additional tests may be performed for the purpose of determining the accuracy, however, the total number of tests shall not exceed three tests for a vehicle tested without using the interpolation method (vehicle H), and six tests for a vehicle tested using the interpolation method (three tests for vehicle H and three tests for vehicle L). The accuracy shall be recalculated for the additional subsequent Type 1 tests in accordance with the formulae in paragraph 4.2., using the fuel consumed determined and accumulated over all performed tests. The requirement shall be deemed to be fulfilled once the accuracy is higher than - 0.05 and lower than 0.05. Where the tests have been performed only for the purpose of determining the accuracy of the OBFCM device, the results of the additional tests shall not be taken into account for any other purposes.

5. Access to the information provided by the OBFCM device

5.1.

The OBFCM device shall provide for standardised and unrestricted access of the information specified in paragraph 3. and shall conform to the standards referred to in paragraphs 6.5.3.1. (a) and 6.5.3.2. (a) of Appendix 1 to Annex C5.

5.2.

By way of exemption from the reset conditions specified in the standards referred to in paragraph 5.1. and notwithstanding paragraphs 5.3. and 5.4., once the vehicle has entered into service the values of the lifetime counters shall be preserved.

5.3.

The values of the lifetime counters may be reset only for those vehicles for which the memory type of the engine control unit is unable to preserve data when not powered by electricity. For those vehicles the values may be reset simultaneously only in the case the battery is disconnected from the vehicle. The obligation to preserve the values of the lifetime counters shall in this case apply for new type approvals at the latest from 1 January 2022 and for new vehicles from 1 January 2023.

5.4.

In the case of malfunctioning affecting the values of the lifetime counters, or replacement of the engine control unit, the counters may be reset simultaneously to ensure that the values remain fully synchronised.

Appendix 6

Requirements for vehicles that use a reagent for the exhaust after-treatment system

1. 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 1 test for the driving distance of a fuel tank and the driving distance of a reagent tank respectively.

2. 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. 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 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. 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. 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

(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 approval authority 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. 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 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. 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 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. 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;

(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.

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., 8.3.3. and 8.3.4. (as applicable).

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.

8.3.1.1.

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.

This paragraph and sub-paragraphs are only applicable for Level 1A

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.

8.3.4.2.

8.3.4.3.

8.3.4.4.

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.

Detailed written information fully describing the functional operation characteristics of the driver inducement system shall be provided to the Type Approval Authority at the time of approval.

8.7.

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. 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. 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 258 K (-15 °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 258 K (-15 °C) measured inside the reagent tank.

ANNEXES PART A

The Type Approval requirements and documentation included in Annexes Part A are common to the series of amendments which includes Levels 1A / 1B and the series of amendments which includes Level 2 of this Regulation. This means that certain elements may not be required, or be required twice, for the level of approval being sought. In such an instance the element may be omitted or repeated, respectively.

ANNEX A1

Engine and vehicle characteristics and information concerning the conduct of tests (‘information document’)

The following information, when applicable, shall be supplied in triplicate and include a list of contents.

If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be presented in A4 format or folded to that format. Photographs, if any, shall show sufficient detail.

If the systems, components or separate technical units have electronic controls, information concerning their performance shall be supplied.

Level of approval being applied for (L1A, L1B): …

GENERAL

0.1.

Make (trade name of manufacturer): …

0.2.

Type: …

0.2.1.

Commercial name(s) (if available): …

0.2.3.

Family identifiers (where applicable):

0.2.3.1.

Interpolation family: …

0.2.3.2.

ATCT family(s): …

0.2.3.4.

Roadload family

0.2.3.4.1.

Roadload family of VH: …

0.2.3.4.2.

Roadload family of VL: …

0.2.3.4.3.

Roadload families applicable in the interpolation family: …

0.2.3.5.

Roadload Matrix family(s): …

0.2.3.6.

Periodic regeneration family(s): …

0.2.3.7.

Evaporative test family(s): …

0.2.3.8.

OBD family(s): …

0.2.3.9.

Durability family(s): …

0.2.3.10.

ER family(s): …

0.2.3.11.

Gas Fuelled Vehicle family(s): …

0.2.3.12.

(Reserved)

0.2.3.13.

KCO2 correction factor family: …

0.2.4.

other family(s): …

0.4.

Category of vehicle (c): …

0.8.

Name(s) and address(es) of assembly plant(s): …

0.9.

Name and address of the manufacturer's representative (if any): …

GENERAL CONSTRUCTION CHARACTERISTICS

1.1.

Photographs and/or drawings of a representative vehicle/component/separate technical unit (1):

1.3.3.

Powered axles (number, position, interconnection): …

MASSES AND DIMENSIONS (f) (g) (7)

(in kg and mm) (Refer to drawing where applicable)

2.6.

Mass in running order (h)

(a)	maximum and minimum for each variant: …

2.6.3.

Rotational mass: 3 % of the sum of mass in running order and 25 kg or value, per axle (kg): …

2.8.

Technically permissible maximum laden mass stated by the manufacturer (i) (3): …

PROPULSION ENERGY CONVERTER (k)

3.1.

Manufacturer of the propulsion energy converter(s): …

3.1.1.

Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …

3.2.

Internal combustion engine

3.2.1.1.

Working principle: positive ignition/compression ignition/dual fuel (1)

Cycle: four stroke/two stroke/rotary (1)

3.2.1.2.

Number and arrangement of cylinders: …

3.2.1.2.1.

Bore (1): … mm

3.2.1.2.2.

Stroke (1): … mm

3.2.1.2.3.

Firing order: …

3.2.1.3.

Engine capacity (m): … cm3

3.2.1.4.

Volumetric compression ratio (2): …

3.2.1.5.

Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston rings: …

3.2.1.6.

Normal engine idling speed (2): … min–1

3.2.1.6.1.

High engine idling speed (2): … min–1

3.2.1.8.

Rated engine power (n): … kW at … min–1 (manufacturer's declared value)

3.2.1.9.

Maximum permitted engine speed as prescribed by the manufacturer: … min–1

3.2.1.10.

Maximum net torque (n): … Nm at … min–1 (manufacturer's declared value)

3.2.2.

Fuel

3.2.2.1.

Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen (1),

3.2.2.1.1.

RON, unleaded: …

3.2.2.4.

Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel (1)

3.2.2.5.

Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): … % by volume

3.2.4.

Fuel feed

3.2.4.1.

By carburettor(s): yes/no (1)

3.2.4.2.

By fuel injection (compression ignition or dual fuel only): yes/no (1)

3.2.4.2.1.

System description (common rail/unit injectors/distribution pump etc.): …

3.2.4.2.2.

Working principle: direct injection/pre-chamber/swirl chamber (1)

3.2.4.2.3.

Injection/Delivery pump

3.2.4.2.3.1.

Make(s): …

3.2.4.2.3.2.

Type(s): …

3.2.4.2.3.3.

Maximum fuel delivery (1) (2): … mm3 /stroke or cycle at an engine speed of: … min–1 or, alternatively, a characteristic diagram: … (When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed)

3.2.4.2.4.

Engine speed limitation control

3.2.4.2.4.2.1.

Speed at which cut-off starts under load: … min–1

3.2.4.2.4.2.2.

Maximum no-load speed: … min–1

3.2.4.2.6.

Injector(s)

3.2.4.2.6.1.

Make(s): …

3.2.4.2.6.2.

Type(s): …

3.2.4.2.8.

Auxiliary starting aid

3.2.4.2.8.1.

Make(s): …

3.2.4.2.8.2.

Type(s): …

3.2.4.2.8.3.

System description: …

3.2.4.2.9.

Electronic controlled injection: yes/no (1)

3.2.4.2.9.1.

Make(s): …

3.2.4.2.9.2.

Type(s):

3.2.4.2.9.3

Description of the system: …

3.2.4.2.9.3.1.

Make and type of the control unit (ECU): …

3.2.4.2.9.3.1.1.

Software version of the ECU: …

3.2.4.2.9.3.2.

Make and type of the fuel regulator: …

3.2.4.2.9.3.3.

Make and type of the air-flow sensor: …

3.2.4.2.9.3.4.

Make and type of fuel distributor: …

3.2.4.2.9.3.5.

Make and type of the throttle housing: …

3.2.4.2.9.3.6.

Make and type or working principle of water temperature sensor: …

3.2.4.2.9.3.7.

Make and type or working principle of air temperature sensor: …

3.2.4.2.9.3.8.

Make and type or working principle of air pressure sensor: …

3.2.4.3.

By fuel injection (positive ignition only): yes/no (1)

3.2.4.3.1.

Working principle: single-/multi-point/direct injection/other (specify) (1): …

3.2.4.3.2.

Make(s): …

3.2.4.3.3.

Type(s): …

3.2.4.3.4.

System description (In the case of systems other than continuous injection give equivalent details): …

3.2.4.3.4.1.

Make and type of the control unit (ECU): …

3.2.4.3.4.1.1.

Software version of the ECU: …

3.2.4.3.4.3.

Make and type or working principle of air-flow sensor: …

3.2.4.3.4.8.

Make and type of throttle housing: …

3.2.4.3.4.9.

Make and type or working principle of water temperature sensor: …

3.2.4.3.4.10.

Make and type or working principle of air temperature sensor: …

3.2.4.3.4.11.

Make and type or working principle of air pressure sensor: …

3.2.4.3.5.

Injectors

3.2.4.3.5.1.

Make: …

3.2.4.3.5.2.

Type: …

3.2.4.3.7.

Cold start system

3.2.4.3.7.1.

Operating principle(s): …

3.2.4.3.7.2.

Operating limits/settings (1) (2): …

3.2.4.4.

Feed pump

3.2.4.4.1.

Pressure (2): … kPa or characteristic diagram (2): …

3.2.4.4.2.

Make(s): …

3.2.4.4.3.

Type(s): …

3.2.5.

Electrical system

3.2.5.1.

Rated voltage: … V, positive/negative ground (1)

3.2.5.2.

Generator

3.2.5.2.1.

Type: …

3.2.5.2.2.

Nominal output: … VA

3.2.6.

Ignition system (spark ignition engines only)

3.2.6.1.

Make(s): …

3.2.6.2.

Type(s): …

3.2.6.3.

Working principle: …

3.2.6.6.

Spark plugs

3.2.6.6.1.

Make: …

3.2.6.6.2.

Type: …

3.2.6.6.3.

Gap setting: … mm

3.2.6.7.

Ignition coil(s)

3.2.6.7.1.

Make: …

3.2.6.7.2.

Type: …

3.2.7.

Cooling system: liquid/air (1)

3.2.7.1.

Nominal setting of the engine temperature control mechanism: …

3.2.7.2.

Liquid

3.2.7.2.1.

Nature of liquid: …

3.2.7.2.2.

Circulating pump(s): yes/no (1)

3.2.7.2.3.

Characteristics: … or

3.2.7.2.3.1.

Make(s): …

3.2.7.2.3.2.

Type(s): …

3.2.7.2.4.

Drive ratio(s): …

3.2.7.2.5.

Description of the fan and its drive mechanism: …

3.2.7.3.

Air

3.2.7.3.1.

Fan: yes/no (1)

3.2.7.3.2.

Characteristics: … or

3.2.7.3.2.1.

Make(s): …

3.2.7.3.2.2.

Type(s): …

3.2.7.3.3.

Drive ratio(s): …

3.2.8.

Intake system

3.2.8.1.

Pressure charger: yes/no (1)

3.2.8.1.1.

Make(s): …

3.2.8.1.2.

Type(s): …

3.2.8.1.3.

Description of the system (e.g. maximum charge pressure: … kPa; wastegate if applicable): …

3.2.8.2.

Intercooler: yes/no (1)

3.2.8.2.1.

Type: air-air/air-water (1)

3.2.8.3.

Intake depression at rated engine speed and at 100 % load (compression ignition engines only)

3.2.8.4.

Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.): …

3.2.8.4.1.

Intake manifold description (include drawings and/or photos): …

3.2.8.4.2.

Air filter, drawings: … or

3.2.8.4.2.1.

Make(s): …

3.2.8.4.2.2.

Type(s): …

3.2.8.4.3.

Intake silencer, drawings: … or

3.2.8.4.3.1.

Make(s): …

3.2.8.4.3.2.

Type(s): …

3.2.9.

Exhaust system

3.2.9.1.

Description and/or drawing of the exhaust manifold: …

3.2.9.2.

Description and/or drawing of the exhaust system: …

3.2.9.3.

Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression ignition engines only): … kPa

3.2.10.

Minimum cross-sectional areas of inlet and outlet ports: …

3.2.11.

Valve timing or equivalent data

3.2.11.1.

Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centres. For variable timing system, minimum and maximum timing: …

3.2.11.2.

Reference and/or setting ranges (1): …

3.2.12.

Measures taken against air pollution

3.2.12.1.

Device for recycling crankcase gases (description and drawings): …

3.2.12.2.

Pollution control devices (if not covered by another heading)

3.2.12.2.1.

Catalytic converter

3.2.12.2.1.1.

Number of catalytic converters and elements (provide the information below for each separate unit): …

3.2.12.2.1.2.

Dimensions, shape and volume of the catalytic converter(s): …

3.2.12.2.1.3.

Type of catalytic action: …

3.2.12.2.1.4.

Total charge of precious metals: …

3.2.12.2.1.5.

Relative concentration: …

3.2.12.2.1.6.

Substrate (structure and material): …

3.2.12.2.1.7.

Cell density: …

3.2.12.2.1.8.

Type of casing for the catalytic converter(s): …

3.2.12.2.1.9.

Location of the catalytic converter(s) (place and reference distance in the exhaust line): …

3.2.12.2.1.10.

Heat shield: yes/no (1)

3.2.12.2.1.11.

Normal operating temperature range: … °C

3.2.12.2.1.12.

Make of catalytic converter: …

3.2.12.2.1.13.

Identifying part number: …

3.2.12.2.2.

Sensors

3.2.12.2.2.1.

Oxygen and/or lambda sensor(s): yes/no (1)

3.2.12.2.2.1.1.

Make: …

3.2.12.2.2.1.2.

Location: …

3.2.12.2.2.1.3.

Control range: …

3.2.12.2.2.1.4.

Type or working principle: …

3.2.12.2.2.1.5.

Identifying part number: …

3.2.12.2.2.2.

NOx sensor: yes/no (1)

3.2.12.2.2.2.1.

Make: …

3.2.12.2.2.2.2.

Type: …

3.2.12.2.2.2.3.

Location

3.2.12.2.2.3.

Particulate sensor: yes/no (1)

3.2.12.2.2.3.1.

Make: …

3.2.12.2.2.3.2.

Type: …

3.2.12.2.2.3.3.

Location: …

3.2.12.2.3.

Air injection: yes/no (1)

3.2.12.2.3.1.

Type (pulse air, air pump, etc.): …

3.2.12.2.4.

Exhaust gas recirculation (EGR): yes/no (1)

3.2.12.2.4.1.

Characteristics (make, type, flow, high pressure/low pressure/combined pressure, etc.): …

3.2.12.2.4.2.

Water-cooled system (to be specified for each EGR system e.g. low pressure/high pressure/combined pressure: yes/no (1)

3.2.12.2.5.

Evaporative emissions control system (petrol and ethanol engines only): yes/no (1)

3.2.12.2.5.1.

Detailed description of the devices: …

3.2.12.2.5.2.

Drawing of the evaporative control system: …

3.2.12.2.5.3.

Drawing of the carbon canister: …

3.2.12.2.5.4.

Mass of dry charcoal: … g

3.2.12.2.5.5.

Schematic drawing of the fuel tank (petrol and ethanol engines only): …

3.2.12.2.5.5.1.

Fuel tank system capacity, material and construction: …

3.2.12.2.5.5.2.

Description of vapour hose material, fuel line material and connection technique of the fuel system: …

3.2.12.2.5.5.3.

Sealed tank system: yes/no

3.2.12.2.5.5.4.

Description of fuel tank relief valve setting (air ingestion and relief): …

3.2.12.2.5.5.5.

Description of the purge control system: …

3.2.12.2.5.6.

Description and schematic of the heat shield between tank and exhaust system: …

3.2.12.2.5.7.

Permeability factor: …

3.2.12.2.6.

Particulate trap (PT): yes/no (1)

3.2.12.2.6.1.

Dimensions, shape and capacity of the particulate trap: …

3.2.12.2.6.2.

Design of the particulate trap: …

3.2.12.2.6.3.

Location (reference distance in the exhaust line): …

3.2.12.2.6.4.

Make of particulate trap: …

3.2.12.2.6.5.

Identifying part number: …

3.2.12.2.7.

On-board-diagnostic (OBD) system: yes/no (1)

3.2.12.2.7.1.

Written description and/or drawing of the MI: …

3.2.12.2.7.2.

List and purpose of all components monitored by the OBD system: …

3.2.12.2.7.3.

Written description (general working principles) for

3.2.12.2.7.3.1.

Positive-ignition engines

3.2.12.2.7.3.1.1.

Catalyst monitoring: …

3.2.12.2.7.3.1.2.

Misfire detection: …

3.2.12.2.7.3.1.3.

Oxygen sensor monitoring: …

3.2.12.2.7.3.1.4.

Other components monitored by the OBD system: …

3.2.12.2.7.3.2.

Compression-ignition engines: …

3.2.12.2.7.3.2.1.

Catalyst monitoring: …

3.2.12.2.7.3.2.2.

Particulate trap monitoring: …

3.2.12.2.7.3.2.3.

Electronic fuelling system monitoring: …

3.2.12.2.7.3.2.5.

Other components monitored by the OBD system: …

3.2.12.2.7.4.

Criteria for MI activation (fixed number of driving cycles or statistical method): …

3.2.12.2.7.5.

List of all OBD output codes and formats used (with explanation of each): …

3.2.12.2.7.6.

The following additional information shall be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment.

3.2.12.2.7.6.1.

A description of the type and number of the preconditioning cycles or alternative preconditioning methods used for the original type approval of the vehicle and the reason for their usage.

3.2.12.2.7.6.2.

A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component monitored by the OBD system.

3.2.12.2.7.6.3.

A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related powertrain components and individual non-emission related components, where monitoring of the component is used to determine MI activation, including in particular a comprehensive explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06.

In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road vehicles, diagnostics on controller area network (CAN) — Part 4: requirements for emissions-related systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each OBD monitor ID supported, shall be provided.

3.2.12.2.7.6.4.

The information required above may be defined by completing a table as described below.

3.2.12.2.7.6.4.1.

Light-duty vehicles

Component	Fault code	Monitoring strategy	Fault detection criteria	MI activation criteria	Secondary parameters	Preconditioning	Demonstration test
Catalyst	P0420	Oxygen sensor 1 and sensor 2 signals	Difference between sensor 1 and sensor 2 signals-	3rd cycle	Engine speed, engine load, A/F mode, catalyst temperature	Two Type 1 cycles	Type 1

3.2.12.2.8.

Other system: …

3.2.12.2.8.2.

Driver inducement system

3.2.12.2.8.2.3.

Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/performance restriction

3.2.12.2.8.2.4.

Description of the inducement system

3.2.12.2.8.2.5.

Equivalent to the average driving range of the vehicle with a complete tank of fuel: … km

3.2.12.2.10.

Periodically regenerating system: (provide the information below for each separate unit)

3.2.12.2.10.1.

Method or system of regeneration, description and/or drawing: …

3.2.12.2.10.2.

The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles where regenerative phases occur under the conditions equivalent to Type 1 test (Distance ‘D’): …

3.2.12.2.10.2.1.

Applicable Type 1 cycle: …

3.2.12.2.10.2.2.

The number of complete applicable test cycles required for regeneration (distance ‘d’)

3.2.12.2.10.3.

Description of method employed to determine the number of cycles between two cycles where regenerative phases occur: …

3.2.12.2.10.4.

Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, pressure etc.): …

3.2.12.2.10.5.

Description of method used to load system: …

3.2.12.2.11.

Catalytic converter systems using consumable reagents (provide the information below for each separate unit) yes/no (1)

3.2.12.2.11.1.

Type and concentration of reagent needed: …

3.2.12.2.11.2.

Normal operational temperature range of reagent: …

3.2.12.2.11.3.

International standard: …

3.2.12.2.11.4.

Frequency of reagent refill: continuous/maintenance (where appropriate):

3.2.12.2.11.5.

Reagent indicator: (description and location)

3.2.12.2.11.6.

Reagent tank

3.2.12.2.11.6.1.

Capacity: …

3.2.12.2.11.6.2.

Heating system: yes/no

3.2.12.2.11.6.2.1.

Description or drawing

3.2.12.2.11.7.

Reagent control unit: yes/no (1)

3.2.12.2.11.7.1.

Make: …

3.2.12.2.11.7.2.

Type: …

3.2.12.2.11.8.

Reagent injector (make type and location): …

3.2.12.2.11.9.

Reagent quality sensor (make, type and location): …

3.2.12.2.12.

Water injection: yes/no (1)

3.2.14.

Details of any devices designed to influence fuel economy (if not covered by other items):.…

3.2.15.

LPG fuelling system: yes/no (1)

3.2.15.1.

Approval number (approval number of UN Regulation No. 67): …

3.2.15.2.

Electronic engine management control unit for LPG fuelling

3.2.15.2.1.

Make(s): …

3.2.15.2.2.

Type(s): …

3.2.15.2.3.

Emission-related adjustment possibilities: …

3.2.15.3.

Further documentation

3.2.15.3.1.

Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: …

3.2.15.3.2.

System lay-out (electrical connections, vacuum connections compensation hoses, etc.): …

3.2.15.3.3.

Drawing of the symbol: …

3.2.16.

NG fuelling system: yes/no (1)

3.2.16.1.

Approval number (approval number of UN Regulation No. 110):

3.2.16.2.

Electronic engine management control unit for NG fuelling

3.2.16.2.1.

Make(s): …

3.2.16.2.2.

Type(s): …

3.2.16.2.3.

Emission-related adjustment possibilities: …

3.2.16.3.

Further documentation

3.2.16.3.1.

Description of the safeguarding of the catalyst at switch-over from petrol to NG or back: …

3.2.16.3.2.

System lay-out (electrical connections, vacuum connections compensation hoses, etc.): …

3.2.16.3.3.

Drawing of the symbol: …

3.2.18.

Hydrogen fuelling system: yes/no (1)

3.2.18.1.

Type approval number according to UN Regulation No. 134 (if applicable): ……

3.2.18.2.

Electronic engine management control unit for hydrogen fuelling

3.2.18.2.1.

Make(s): …

3.2.18.2.2.

Type(s): …

3.2.18.2.3.

Emission-related adjustment possibilities: …

3.2.18.3.

Further documentation

3.2.18.3.1.

Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen or back: …

3.2.18.3.2.

System lay-out (electrical connections, vacuum connections compensation hoses, etc.): …

3.2.18.3.3.

Drawing of the symbol: …

3.2.19.4.

Further documentation

3.2.19.4.2.

System lay-out (electrical connections, vacuum connections compensation hoses, etc.): …

3.2.19.4.3.

Drawing of the symbol: …

3.2.20.

Heat storage information

3.2.20.1.

Active heat storage device: yes/no (1)

3.2.20.1.1.

Enthalpy: … (J)

3.2.20.2.

Insulation materials: yes/no (1)

3.2.20.2.1.

Insulation material: … (x)

3.2.20.2.2.

Insulation nominal volume: … (l) (x)

3.2.20.2.3.

Insulation nominal weight: … (kg) (x)

3.2.20.2.4.

Insulation location: … (x)

3.2.20.2.5.

Worst case approach vehicle cool down: yes/no (1)

3.2.20.2.5.1.

(not worst case approach) Minimum soaking time, tsoak_ATCT (hours):… (x)

3.2.20.2.5.2.

(not worst case approach) Location of the engine temperature measurement: … (x)

3.2.20.2.6.

Single interpolation family within the ATCT family approach: yes/no (1)

3.2.20.2.7.

Worst case approach with regards to insulation: yes/no (1)

3.2.20.2.7.1.

Description of the ATCT measured reference vehicle regarding insulation: …

3.3.

Electric powertrain (for PEV only)

3.3.1.

General description of electric powertrain

3.3.1.1.

Make: ……

3.3.1.2.

Type: ……

3.3.1.3.

Use (1): Monomotor/multimotors (number): ……

3.3.1.4.

Transmission arrangement: parallel/transaxial/others, to precise: ……

3.3.1.5.

Test voltage: …… V

3.3.1.6.

Motor nominal speed: …… min–1

3.3.1.7.

Motor maximum speed: …… min–1

or by default: reducer outlet shaft/gear box speed (specify gear engaged): …… min–1

3.3.1.9.

Maximum power: …… kW

3.3.1.10.

Maximum thirty minutes power: …… kW

3.3.1.11.

Flexible range (where P > 90 per cent of max. power):

speed at the beginning of range: …… min–1

speed at the end of range: …… min–1

3.3.2.

Traction REESS

3.3.2.1.

Trade name and mark of the REESS: ……

3.3.2.2.

Kind of electro-chemical couple: ……

3.3.2.3.

Nominal voltage:…… V

3.3.2.4.

REESS maximum thirty minutes power (constant power discharge): …… kW

3.3.2.5.

REESS performance in 2 h discharge (constant power or constant current): (1)

3.3.2.5.1.

REESS energy: …… kWh

3.3.2.5.2.

REESS capacity: …… Ah in 2 h

3.3.2.5.3.

End of discharge voltage value: .…… V

3.3.2.6.

Indication of the end of the discharge that leads to a compulsory stop of the vehicle: (1) ……

3.3.2.7.

REESS mass: …… kg

3.3.2.8.

Number of cells: ……

3.3.2.9.

REESS position: ……

3.3.2.10.

Type of coolant: air/liquid (1)

3.3.2.11.

Battery management system control unit

3.3.2.11.1.

Make: ……

3.3.2.11.2.

Type: ……

3.3.2.11.3.

Identification number: ……

3.3.3.

Electric Motor

3.3.3.1.

Working principle:

3.3.3.1.1.

direct current/alternating current (1) /number of phases: ……

3.3.3.1.2.

separate excitation/series/compound (1)

3.3.3.1.3.

synchronous/asynchronous (1)

3.3.3.1.4.

coiled rotor/with permanent magnets/with housing (1)

3.3.3.1.5.

number of poles of the motor: ……

3.3.3.2.

Inertia mass: ……

3.3.4.

Power controller

3.3.4.1.

Make: ……

3.3.4.2.

Type: ……

3.3.4.2.1.

Identification number: ……

3.3.4.3.

Control principle: vectorial/open loop/closed/other (to be specified): (1) ……

3.3.4.4.

Maximum effective current supplied to the motor: (2) …… A during …… seconds

3.3.4.5.

Voltage range use: …… V to …… V

3.3.5.

Cooling system:

Motor: liquid/air (1)

Controller: liquid/air (1)

3.3.5.1.

Liquid-cooling equipment characteristics:

3.3.5.1.1.

Nature of the liquid …… circulating pumps: yes/no (1)

3.3.5.1.2.

Characteristics or make(s) and type(s) of the pump: ……

3.3.5.1.3.

Thermostat: setting: ……

3.3.5.1.4.

Radiator: drawing(s) or make(s) and type(s): ……

3.3.5.1.5.

Relief valve: pressure setting: ……

3.3.5.1.6.

Fan: characteristics or make(s) and type(s): ……

3.3.5.1.7.

Fan duct: ……

3.3.5.2.

Air-cooling equipment characteristics

3.3.5.2.1.

Blower: characteristics or make(s) and type(s): ……

3.3.5.2.2.

Standard air ducting: ……

3.3.5.2.3.

Temperature regulating system: yes/no (1)

3.3.5.2.4.

Brief description: ……

3.3.5.2.5.

Air filter: …… make(s): …… type(s):

3.3.5.3.

Temperatures admitted by the manufacturer (maximum)

3.3.5.3.1.

Motor outlet: ……°C

3.3.5.3.2.

controller inlet: ……°C

3.3.5.3.3.

at motor reference point(s): ……°C

3.3.5.3.4.

at controller reference point(s): ……°C

3.3.6.

Insulating category: ……

3.3.7.

International protection (IP)-code: ……

3.3.8.

Lubrication system principle: (1)

Bearings: friction/ball

Lubricant: grease/oil

Seal: yes/no

Circulation: with/without

3.3.9.

Charger

3.3.9.1.

Charger: on board/external (1)

in case of an external unit, define the charger (trademark, model): ……

3.3.9.2.

Description of the normal profile of charge:

3.3.9.3.

Specification of mains:

3.3.9.3.1.

Type of mains: single phase/three phase (1)

3.3.9.3.2.

Voltage: ……

3.3.9.4.

Rest period recommended between the end of the discharge and the start of the charge: ……

3.3.9.5.

Theoretical duration of a complete charge: ……

3.3.10.

Electric energy converters

3.3.10.1.

Electric energy converter between the electric machine and traction REESS

3.3.10.1.1.

Make: ……

3.3.10.1.2.

Type: ……

3.3.10.1.3.

Declared nominal power: …… W

3.3.10.2.

Electric energy converter between the traction REESS and low voltage

power supply

3.3.10.2.1.

Make: ……

3.3.10.2.2.

Type: ……

3.3.10.2.3.

Declared nominal power: …… W

3.3.10.3.

Electric energy converter between the recharge-plug-in and traction REESS

3.3.10.3.1.

Make: ……

3.3.10.3.2.

Type: ……

3.3.10.3.3.

Declared nominal power: …… W

3.4.

Combinations of propulsion energy converters

3.4.1.

Hybrid electric vehicle: yes/no (1)

3.4.2.

Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle charging: (1)

3.4.3.

Operating mode switch: with/without (1)

3.4.3.1.

Selectable modes

3.4.3.1.1.

Pure electric: yes/no (1)

3.4.3.1.2.

Pure fuel consuming: yes/no (1)

3.4.3.1.3.

Hybrid modes: yes/no (1)

(if yes, short description): …

3.4.4.

Description of the energy storage device: (REESS, capacitor, flywheel/generator)

3.4.4.1.

Make(s): …

3.4.4.2.

Type(s): …

3.4.4.3.

Identification number: …

3.4.4.4.

Kind of electrochemical couple: …

3.4.4.5.

Energy: … (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, …)

3.4.4.6.

Charger: on board/external/without (1)

3.4.4.7.

Type of coolant: air/liquid (1)

3.4.4.8.

Battery management system control unit

3.4.4.8.1.

Make: ……

3.4.4.8.2.

Type: ……

3.4.4.8.3.

Identification number: ……

3.4.5.

Electric machine (describe each type of electric machine separately)

3.4.5.1.

Make: …

3.4.5.2.

Type: …

3.4.5.3.

Primary use: traction motor/generator (1)

3.4.5.3.1.

When used as traction motor: single-/multimotors (number) (1): …

3.4.5.4.

Maximum power: … kW

3.4.5.5.

Working principle

3.4.5.5.5.1

Direct current/alternating current/number of phases: …

3.4.5.5.2.

Separate excitation/series/compound (1)

3.4.5.5.3.

Synchronous/asynchronous (1)

3.4.5.6.

Cooling system:

Motor: liquid/air (1)

Controller: liquid/air (1)

3.4.5.6.1.

Liquid-cooling equipment characteristics:

3.4.5.6.1.1.

Nature of the liquid …… circulating pumps: yes/no (1)

3.4.5.6.1.2.

Characteristics or make(s) and type(s) of the pump: ……

3.4.5.6.1.3.

Thermostat: setting: ……

3.4.5.6.1.4.

Radiator: drawing(s) or make(s) and type(s): ……

3.4.5.6.1.5.

Relief valve: pressure setting: ……

3.4.5.6.1.6.

Fan: characteristics or make(s) and type(s): ……

3.4.5.6.1.7.

Fan duct: ……

3.4.5.6.2.

Air-cooling equipment characteristics

3.4.5.6.2.1.

Blower: characteristics or make(s) and type(s): ……

3.4.5.6.2.2.

Standard air ducting: ……

3.4.5.6.2.3.

Temperature regulating system: yes/no (1)

3.4.5.6.2.4.

Brief description: ……

3.4.5.6.2.5.

Air filter: …… make(s): …… type(s):

3.4.5.6.3.

Temperatures admitted by the manufacturer (maximum)

3.4.5.6.3.1.

Motor outlet: ……°C

3.4.5.6.3.2.

controller inlet: ……°C

3.4.5.6.3.3.

at motor reference point(s): ……°C

3.4.5.6.3.4.

at controller reference point(s): ……°C

3.4.6.

Control unit

3.4.6.1.

Make(s): …

3.4.6.2.

Type(s): …

3.4.6.3.

Identification number: …

3.4.7.

Power controller

3.4.7.1.

Make: …

3.4.7.2.

Type: …

3.4.7.3.

Identification number: …

3.4.9.

Manufacturer's recommendation for preconditioning: …

3.4.10.

FCHV: yes/no (1)

3.4.10.1.

Type of Fuel Cell

3.4.10.1.2.

Make: …

3.4.10.1.3.

Type: …

3.4.10.1.4.

Nominal Voltage (V): …

3.4.10.1.5.

Type of coolant: air/liquid (1)

3.4.10.2.

System description (working principle of the fuel cell, drawing, etc.): …

3.4.11.

Electric energy converters

3.4.11.1.

Electric energy converter between the electric machine and traction REESS

3.4.11.1.1.

Make: ……

3.4.11.1.2.

Type: ……

3.4.11.1.3.

Declared nominal power: …… W

3.4.11.2.

Electric energy converter between the traction REESS and low voltage

power supply

3.4.11.2.1.

Make: ……

3.4.11.2.2.

Type: ……

3.4.11.2.3.

Declared nominal power: …… W

3.4.11.3.

Electric energy converter between the recharge-plug-in and traction REESS

3.4.11.3.1.

Make: ……

3.4.11.3.2.

Type: ……

3.4.11.3.3.

Declared nominal power: …… W

3.5.

Manufacturer’s declared values for determination of CO2 emissions/fuel consumption/electric energy consumption/electric range

3.5.7.

Manufacturer’s declared values

3.5.7.1.

Test vehicle parameters

Vehicle	Vehicle Low (VL) if existing	Vehicle High (VH)	VM if existing	V representative (only for road load matrix family(*))	Default values
Vehicle bodywork type			-
Road load method used (measurement or calculation by road load family)			-	-
Road load information:
Tyres make and type, if measurement			-
Tyre dimensions (front/rear), if measurement			-
Tyre rolling resistance (front/rear) (kg/t)
Tyre pressure (front/rear) (kPa), if measurement
Delta CD × A of vehicle L compared to vehicle H (IP_H minus IP_L)	-		-	-
Delta CD × A compared to road load family vehicle L (IP_H/L minus RL_L), if calculation by road load family			-	-
Vehicle test mass (kg)
Road load coefficients
f0 (N)
f1 (N/(km/h))
f2 (N/(km/h)2)
Frontal area m2 (0.000 m2)	-	-	-
Cycle Energy Demand (J)

3.5.7.1.1.

Fuel used for the Type 1 test and selected for the measurement of the net power in accordance with UN Regulation No. 85 (for LPG or NG vehicles only): …

3.5.7.2.

Combined CO2 emissions

3.5.7.2.1.

CO2 emission for pure ICE vehicles and NOVC-HEVs

3.5.7.2.1.0.

Minimum and maximum CO2 values within the interpolation family: … g/km

3.5.7.2.1.1.

Vehicle high: … g/km

3.5.7.2.1.2.

Vehicle low (if applicable): … g/km

3.5.7.2.1.3.

Vehicle M (if applicable): … g/km

3.5.7.2.2.

Charge-Sustaining CO2 emission for OVC-HEVs

3.5.7.2.2.1.

Charge-Sustaining CO2 emission vehicle high: g/km

3.5.7.2.2.2.

Charge-Sustaining CO2 emission vehicle low (if applicable): g/km

3.5.7.2.2.3.

Charge-Sustaining CO2 emission vehicle M (if applicable): g/km

3.5.7.2.3.

Charge-Depleting CO2 emission and weighted CO2 emission for OVC-HEVs

3.5.7.2.3.1.

Charge-Depleting CO2 emission of Vehicle high: … g/km

3.5.7.2.3.2.

Charge-Depleting CO2 emission of Vehicle low (if applicable): … g/km

3.5.7.2.3.3.

Charge-Depleting CO2 emission of Vehicle M (if applicable): … g/km

3.5.7.2.3.4.

Minimum and maximum weighted CO2 values within the OVC interpolation family: … g/km

3.5.7.3.

Electric range for electrified vehicles

3.5.7.3.1.

Pure Electric Range (PER) for PEVs

3.5.7.3.1.1.

Vehicle high: … km

3.5.7.3.1.2.

Vehicle low (if applicable): … km

3.5.7.3.2.

All Electric Range AER for OVC-HEVs and OVC-FCHVs (as applicable)

3.5.7.3.2.1.

Vehicle high: … km

3.5.7.3.2.2.

Vehicle low (if applicable): … km

3.5.7.3.2.3.

Vehicle M (if applicable): … km

3.5.7.4.

Fuel consumption (FCCS) for FCHVs

3.5.7.4.1.

Charge-Sustaining fuel consumption for NOVC-FCHVs and OVC-FCHVs (as applicable)

3.5.7.4.1.1.

Vehicle high: … kg/100 km

3.5.7.4.1.2..

Vehicle low (if applicable): … kg/100 km

3.5.7.4.1.3.

Vehicle M (if applicable): … kg/100 km

3.5.7.4.2.

Charge-Depleting fuel consumption for OVC-FCHVs (as applicable)

3.5.7.4.2.1.

Vehicle high: … kg/100 km

3.5.7.4.2.2.

Vehicle low (if applicable): … kg/100 km

3.5.7.5.

Electric energy consumption for electrified vehicles

3.5.7.5.1.

Combined electric energy consumption (ECWLTC) for Pure electric vehicles

3.5.7.5.1.1.

Vehicle high: … Wh/km

3.5.7.5.1.2.

Vehicle low (if applicable): … Wh/km

3.5.7.5.2.

UF-weighted charge-depleting electric energy consumption ECAC,CD (combined)

3.5.7.5.2.1.

Vehicle high: … Wh/km

3.5.7.5.2.2.

Vehicle low (if applicable): … Wh/km

3.5.7.5.2.3.

Vehicle M (if applicable): … Wh/km

3.5.7.6.

Fuel efficiency

3.5.7.6.1.

Fuel efficiency for pure ICE vehicles and NOVC-HEVs

3.5.7.6.1.1.

Vehicle high: … km/l

3.5.7.6.1.2.

Vehicle low (if applicable): … km/l

3.5.7.6.1.3.

Vehicle M (if applicable): … km/l

3.5.7.6.2.

Charge-Sustaining fuel efficiency for OVC-HEVs

3.5.7.6.2.1.

Charge-Sustaining fuel efficiency vehicle high: km/l

3.5.7.6.2.2.

Charge-Sustaining fuel efficiency vehicle low (if applicable): km/l

3.5.7.6.2.3.

Charge-Sustaining fuel efficiency vehicle M (if applicable): km/l

3.5.7.6.3.

Charge-Depleting fuel efficiency for OVC-HEVs

3.5.7.6.3.1.

Charge-Depleting fuel efficiency of Vehicle high: … km/l

3.5.7.6.3.2.

Charge-Depleting fuel efficiency of Vehicle low (if applicable): … km/l

3.5.7.6.3.3.

Charge-Depleting fuel efficiency of Vehicle M (if applicable): … km/l

3.5.7.6.4.

Fuel efficiency for NOVC-FCHV

3.5.7.6.4.1.

Vehicle high: … km/kg

3.5.7.6.4.2.

Vehicle low (if applicable): … km/kg

3.5.7.6.4.3.

Vehicle M (if applicable): … km/kg

3.6.

Temperatures permitted by the manufacturer

3.6.1.

Cooling system

3.6.1.1.

Liquid cooling

Maximum temperature at outlet: … K

3.6.1.2.

Air cooling

3.6.1.2.1.

Reference point: …

3.6.1.2.2.

Maximum temperature at reference point: … K

3.6.2.

Maximum outlet temperature of the inlet intercooler: … K

3.6.3.

Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold or turbocharger: … K

3.6.4.

Fuel temperature

Minimum: … K — maximum: … K

For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage

3.6.5.

Lubricant temperature

Minimum: … K — maximum: … K

3.8.

Lubrication system

3.8.1.

Description of the system

3.8.1.1.

Position of lubricant reservoir: …

3.8.1.2.

Feed system (by pump/injection into intake/mixing with fuel, etc.) (1)

3.8.2.

Lubricating pump

3.8.2.1.

Make(s): …

3.8.2.2.

Type(s): …

3.8.3.

Mixture with fuel

3.8.3.1.

Percentage: …

3.8.4.

Oil cooler: yes/no (1)

3.8.4.1.

Drawing(s): … or

3.8.4.1.1.

Make(s): …

3.8.4.1.2.

Type(s): …

3.8.5.

Lubricant specification: …W…

TRANSMISSION (p)

4.3.

Moment of inertia of engine flywheel: …

4.3.1.

Additional moment of inertia with no gear engaged: …

4.4.

Clutch(es)

4.4.1.

Type: …

4.4.2.

Maximum torque conversion: …

4.5.

Gearbox

4.5.1.

Type (manual/automatic/CVT (continuously variable transmission)) (1)

4.5.1.4.

Torque rating: …

4.5.1.5.

Number of clutches: …

4.6.

Gear ratios

Gear	Internal gearbox ratios (ratios of engine to gearbox output shaft revolutions)	Final drive ratio(s) (ratio of gearbox output shaft to driven wheel revolutions)	Total gear ratios
Maximum for CVT
1
2
3
…
Minimum for CVT

4.6.1.

Gearshift

4.6.1.1.

Gear 1 excluded: yes/no (1)

4.6.1.2.

n95_high for each gear: … min–1

4.6.1.3.

nmin_drive

4.6.1.3.1.

1st gear: … min–1

4.6.1.3.2.

1st gear to 2nd: … min–1

4.6.1.3.3.

2nd gear to standstill: … min–1

4.6.1.3.4.

2nd gear: … min–1

4.6.1.3.5.

3rd gear and beyond: … min–1

4.6.1.4.

nmin_drive_set for acceleration/constant speed phases (n_min_drive_up): … min–1

4.6.1.5.

nmin_drive_set for deceleration phases (nmin_drive_down):

4.6.1.6.

initial period of time

4.6.1.6.1.

tstart_phase: … s

4.6.1.6.2.

nmin_drive_start: … min–1

4.6.1.6.3.

nmin_drive_up_start: … min–1

4.6.1.7.

use of ASM: yes/no (1)

4.6.1.7.1.

ASM values: … at … min–1

4.7.

Maximum vehicle design speed (in km/h) (q): …

4.12.

Gearbox lubricant: …W…

SUSPENSION

6.6.

Tyres and wheels

6.6.1.

Tyre/wheel combination(s)

6.6.1.1.

Axles

6.6.1.1.1.

Axle 1: …

6.6.1.1.1.1.

Tyre size designation

6.6.1.1.2.

Axle 2: …

6.6.1.1.2.1.

Tyre size designation

etc.

6.6.2.

Upper and lower limits of rolling radii

6.6.2.1.

Axle 1: …

6.6.2.2.

Axle 2: …

6.6.3.

Tyre pressure(s) as recommended by the vehicle manufacturer: … kPa

BODYWORK

9.1.

Type of bodywork (c): …

12.

MISCELLANEOUS

12.10.

Devices or systems with driver selectable modes which influence CO2 emissions, fuel consumption, electric energy consumption and/or criteria emissions and do not have a predominant mode: yes/no (1)

12.10.1.

Charge-sustaining test (if applicable) (state for each device or system)

12.10.1.0.

Predominant mode under CS condition: yes/no (1)

12.10.1.0.1.

Predominant mode under CS condition: … (if applicable)

12.10.1.1.

Best case mode: … (if applicable)

12.10.1.2.

Worst case mode: … (if applicable)

12.10.1.3.

Mode which enables the vehicle to follow the reference test cycle: … (in case no predominant mode under CS condition and only one mode is able to follow the reference test cycle)

12.10.2.

Charge-depleting test (if applicable) (state for each device or system)

12.10.2.0.

Predominant mode under CD condition: yes/no (1)

12.10.2.0.1.

Predominant mode under CD condition: … (if applicable)

12.10.2.1.

Most energy consuming mode: … (if applicable)

12.10.2.2.

Mode which enables the vehicle to follow the reference test cycle: … (in case no predominant mode under CD condition and only one mode is able to follow the reference test cycle)

12.10.3.

Type 1 test (if applicable) (state for each device or system)

12.10.3.1.

Best case mode: …

12.10.3.2.

Worst case mode: …

Explanatory notes

(1)	Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable).

(2)	Specify the tolerance.

(3)	Please fill in here the upper and lower values for each variant.

(6)	(Reserved)

(7)	Optional equipment that affects the dimensions of the vehicle shall be specified.

(x)	For insulation nominal volume and insulation nominal weight, state to 2 decimal places. A tolerance of +/- 10 per cent shall be applied for insulation volume and insulation weight. Not to be documented if “no” in paragraph 3.2.20.2.5. or 3.2.20.2.7.

(c)	As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.6, paragraph 2. - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html.

(f)	Where there is one version with a normal cab and another with a sleeper cab, both sets of masses and dimensions are to be stated.

(g)	Standard ISO 612: 1978 — Road vehicles — Dimensions of motor vehicles and towed vehicles — terms and definitions.

(h)	The mass of the driver is assessed at 75 kg. The liquid containing systems (except those for used water that must remain empty) are filled to 100 % of the capacity specified by the manufacturer.

(i)	For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer, which exert a significant vertical load on the coupling device or the fifth wheel, this load, divided by standard acceleration of gravity, is included in the maximum technically permissible mass.

(k)	In the case of a vehicle that can run either on petrol, diesel, etc., or also in combination with another fuel, items shall be repeated. In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer.

(l)	This figure shall be rounded off to the nearest tenth of a millimetre.

(m)	This value shall be calculated (π = 3.1416) and rounded off to the nearest cm3.

(n)	Determined in accordance with the requirements of UN Regulation No. 85.

(p)	The specified particulars are to be given for any proposed variants.

(q)	With respect to trailers, maximum speed permitted by the manufacturer.

(*1) representative vehicle is tested for the road load matrix family

Annex A1 - Appendix 1

WLTP Test Report

Test Reports

A Test Report is the report issued by the technical service responsible for conducting the tests according this regulation.

Part I

The following information, if applicable, is the minimum data required for the Type 1 test.

Report number

General notes:

If there are several options (references), the one tested should be described in the test report.

If there are not, a single reference to the information document at the start of the test report may be sufficient.

Every Technical Service is free to include some additional information.

Characters are included in the sections of the test report relating to specific vehicle types, as follows:

"(a)"	Specific to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UN Regulation No. 154) (as applicable).
"(b)"	Specific to compression ignition engine vehicles or vehicles ‘D’ (as specified in Table 1B of UN Regulation No. 154) (as applicable).

1. Description of tested vehicle(s): high, low and m (if applicable)

1.1. General

Vehicle numbers	:	Prototype number and VIN
Category	:
Bodywork	:
Drive wheels	:

1.1.1. Powertrain Architecture

Powertrain architecture

pure ICE, hybrid, electric or fuel cell

1.1.2. Internal Combustion Engine (if applicable)

For more than one ICE, please repeat the point

Make	:
Type	:
Working principle	:	two/four stroke
Cylinders number and arrangement	:
Engine capacity (cm3)	:
Engine idling speed (min-1)	:		±
High engine idling speed (min-1) (a)	:		±
Rated engine power	:		kW	at	rpm
Maximum net torque	:		Nm	at	rpm
Engine lubricant	:	make and type
Cooling system	:	Type: air/water/oil
Insulation	:	material, amount, location, nominal volume and nominal weight (1)

1.1.3. Test fuel for Type 1 test (if applicable)

For more than one test fuel, please repeat the point

Make	:
Type	:	Petrol - Diesel – LPG – NG - … …
Density at 15°C	:
Sulphur content	:	Only for Diesel and Petrol
	:
Batch number	:
Willans factors (for ICE) for CO2 emission (gCO2/MJ)	:

1.1.4. Fuel feed system (if applicable)

For more than one fuel feed system, please repeat the point

Direct injection	:	yes/no or description
Vehicle fuel type	:	Monofuel / bifuel / flex fuel
Control unit
Part reference	:	same as information document
Software tested	:	read via scantool, for example
Air flowmeter	:
Throttle body	:
Pressure sensor	:
Injection pump	:
Injector(s)	:

1.1.5. Intake system (if applicable)

For more than one intake system, please repeat the point

Pressure charger	:	Yes/no make & type (1)
Intercooler	:	yes/no type (air/air – air/water) (1)
Air filter (element) (1)	:	make & type
Intake silencer (1)	:	make & type

1.1.6. Exhaust system and anti-evaporative system (if applicable)

For more than one, please repeat the point

First catalytic converter	:	make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction…
Second catalytic converter	:	make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction…
Particulate trap	:	with/without/not applicable catalysed: yes/no make & reference (1)
Reference and position of oxygen and/or lambda sensor(s)	:	before catalyst / after catalyst
Air injection	:	with/without/not applicable
Water injection	:	with/without/not applicable
EGR	:	with/without/not applicable cooled/non-cooled HP/LP
Evaporative emission control system	:	with/without/not applicable
Reference and position of NOx sensor(s)	:	Before/ after
General description (1)	:

1.1.7. Heat Storage Device (if applicable)

For more than one Heat Storage System, please repeat the point

Heat storage device	:	yes/no
Heat capacity (enthalpy stored J)	:
Time for heat release (s)	:

1.1.8. Transmission (if applicable)

For more than one Transmission, please repeat the point

Gearbox	:	manual / automatic / continuous variation
Gear shifting procedure
Predominant mode (*1)	:	yes/no normal / drive / eco/…
Best case mode for CO2 emissions and fuel consumption (if applicable)	:
Worst case mode for CO2 emissions and fuel consumption (if applicable)	:
Highest electric energy consumption mode (if applicable)	:
Control unit	:
Gearbox lubricant	:	make and type
Tyres
Make	:
Type	:
Dimensions front/rear	:
Dynamic circumference (m)	:
Tyre pressure (kPa)	:

Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min-1)) (V1000) for each of the gearbox ratios (R.B.).

R.B.	R.P.	R.T.	V1 000
1st	1/1
2nd	1/1
3rd	1/1
4th	1/1
5th	1/1
…

1.1.9. Electric machine (if applicable)

For more than one Electric Machine, please repeat the point

Make	:
Type	:
Peak Power (kW)	:

1.1.10. Traction REESS (if applicable)

For more than one Traction REESS, please repeat the point

Make	:
Type	:
Capacity (Ah)	:
Nominal Voltage (V)	:

1.1.11. Fuel cell (if applicable)

For more than one Fuel Cell stack, please repeat the point

Make	:
Type	:

1.1.12. Power electronics (if applicable)

Can be more than one PE (propulsion converter, low voltage system or charger)

Make	:
Type	:
Power (kW)	:

1.2. Vehicle high description

1.2.1. Mass

Test mass of VH (kg)

1.2.2. Road load parameters

f0 (N)	:
f1 (N/(km/h))	:
f2 (N/(km/h)2)	:
Cycle energy demand (J)	:
Road load test report reference	:
Road load family’s identifier	:

1.2.3. Cycle selection parameters

Cycle (without downscaling)	:	Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order – 75kg (PMR)(W/kg)	:	(if applicable)
Capped speed process used during measurement	:	yes/no
Maximum speed of the vehicle (km/h)	:
Downscaling (if applicable)	:	yes/no
Downscaling factor fdsc	:
Cycle distance (m)	:
Constant speed (in the case of the shortened test procedure)	:	if applicable

1.2.4. Gear shift point (if applicable)

Version of Gear Shift calculation		indicate the applicable amendment to UN GTR No 15
Gear shifting	:	Average gear for v ≥ 1 km/h, x.xxxx
nmin_drive
1st gear	:	…min-1
1st gear to 2nd	:	…min-1
2nd gear to standstill	:	…min-1
2nd gear	:	…min-1
3rd gear and beyond	:	…min-1
Gear 1 excluded	:	yes/no
n95_high for each gear	:	…min-1
nmin_drive_set for acceleration/constant speed phases (nmin_drive_up)	:	…min-1
nmin_drive_set for deceleration phases (nmin_drive_down)	:	…min-1
tstart_phase	:	…s
nmin_drive_start	:	…min-1
nmin_drive_up_start	:	…min-1
use of ASM	:	yes/no
ASM values	:

1.3. Vehicle low description (if applicable)

1.3.1. Mass

Test mass of VL(kg)

1.3.2. Road load parameters

f0 (N)	:
f1 (N/(km/h))	:
f2 (N/(km/h)2)	:
Cycle energy demand (J)	:
Δ(CD×Af)LH (m2)	:
Road load test report reference	:
Road load family’s identifier	:

1.3.3. Cycle Selection parameters

Cycle (without downscaling)	:	Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order – 75kg (PMR)(W/kg)	:	(if applicable)
Capped speed process used during measurement	:	yes/no
Maximum speed of the vehicle	:
Downscaling (if applicable)	:	yes/no
Downscaling factor fdsc	:
Cycle distance (m)	:
Constant speed (in the case of the shortened test procedure)	:	if applicable

1.3.4. Gear shift point (if applicable)

Gear shifting

Average gear for v ≥ 1 km/h, x.xxxx

1.4. Vehicle M description (if applicable)

1.4.1. Mass

Test mass of VM(kg)

1.4.2. Road load parameters

f0 (N)	:
f1 (N/(km/h))	:
f2 (N/(km/h)2)	:
Cycle energy demand (J)	:
Δ(CD×Af)LH (m2)	:
Road load test report reference	:
Road load family’s identifier	:

1.4.3. Cycle Selection parameters

Cycle (without downscaling)	:	Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order – 75kg (PMR)(W/kg)	:	(if applicable)
Capped speed process used during measurement	:	yes/no
Maximum speed of the vehicle	:
Downscaling (if applicable)	:	yes/no
Downscaling factor fdsc	:
Cycle distance (m)	:
Constant speed (in the case of the shortened test procedure)	:	if applicable

1.4.4. Gear shift point (if applicable)

Gear shifting

Average gear for v ≥ 1 km/h, x.xxxx

2. Test results

2.1. Type 1 test

Method of chassis dyno setting	:	Fixed run / iterative / alternative with its own warmup cycle
Dynamometer in 2WD/4WD operation	:	2WD/4WD
For 2WD operation, was the non-powered axle rotating	:	yes/no/not applicable
Dynamometer operation mode .		yes/no
Coastdown mode	:	yes/no
Additional preconditioning	:	yes/no description
Deterioration factors	:	assigned / tested

2.1.1. Vehicle high

Date(s) of test(s)			:	(day/month/year)
Place of the test(s)	:	Chassis dyno, location, country
Height of the lower edge above ground of cooling fan (cm)	:
Lateral position of fan centre (if modified as request by the manufacturer)	:	in the vehicle centre-line/…
Distance from the front of the vehicle (cm)	:
IWR: Inertial Work Rating (%)	:	x.x
RMSSE: Root Mean Squared Speed Error (km/h)	:	x.xx
Description of the accepted deviation of the driving cycle	:	PEV before break off criteria or Fully operated acceleration pedal

2.1.1.1. Pollutant emissions (if applicable)

2.1.1.1.1. Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test

For each driver selectable mode tested the points below shall be repeated (predominant mode or best case mode and worst case mode, if applicable)

Test 1

Pollutants	CO (mg/km)	THC (a) (mg/km)	NMHC (a) (mg/km)	NOx (mg/km)	THC+NOx (b) (mg/km)	Particulate Matter (mg/km)	Particle Number (#.1011/km)
Measured values
Regeneration factors (Ki)(2) Additive
Regeneration factors (Ki)(2) Multiplicative
Deterioration factors (DF) additive
Deterioration factors (DF) multiplicative
Final values
Limit values

(2) See Ki family report(s)	:
Type 1 performed for Ki determination	:
Regeneration family’s identifier	:

Test 2 if applicable: for CO2 reason (dCO2 1) / for pollutants reason (90% of the limits) / for both

Record test results in accordance with the table of Test 1

Test 3 if applicable: for CO2 reason (dCO2 2)

Record test results in accordance with the table of Test 1

2.1.1.1.2. Pollutant emissions of OVC-HEVs in case of a charge-depleting Type 1 test

Test 1

Pollutant emission limits have to be fulfilled and the following point has to be repeated for each driven test cycle.

Pollutants	CO (mg/km)	THC (a) (mg/km)	NMHC (a) (mg/km)	NOx (mg/km)	THC+NOx (b) (mg/km)	Particulate Matter (mg/km)	Particle Number (#.1011/km)
Measured single cycle values
Limit single cycle values

Test 2 (if applicable): for CO2 reason (dCO2 1) / for pollutants reason (90% of the limits) / for both

Record test results in accordance with the table of Test 1

Test 3 (if applicable): for CO2 reason (dCO2 2)

Record test results in accordance with the table of Test 1

2.1.1.1.3. UF-weighted pollutant emissions of OVC-HEVs

Pollutants	CO (mg/km)	THC (a) (mg/km)	NMHC (a) (mg/km)	NOx (mg/km)	THC+NOx (b) (mg/km)	Particulate Matter (mg/km)	Particle Number (#.1011/km)
Calculated values

2.1.1.2. CO2 emission (if applicable)

2.1.1.2.1. CO2 emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in the case of a charge-sustaining Type 1 test

For each driver selectable mode tested the points below have to be repeated (predominant mode or best case mode and worst case mode, if applicable)

Test 1

CO2 emission	Low	Medium	High	Extra High	Combined
Measured value MCO2,p,1 / MCO2,c,2
Speed and distance corrected value MCO2,p,2b / MCO2,c,2b
RCB correction coefficient:(5)
MCO2,p,3 / MCO2,c,3
Regeneration factors (Ki) Additive
Regeneration factors (Ki) Multiplicative
MCO2,c,4	-
AFKi= MCO2,c,3 / MCO2,c,4	-
MCO2,p,4 / MCO2,c,4					-
ATCT correction (FCF)(4)
Temporary values MCO2,p,5 / MCO2,c,5
Declared value	-	-	-	-
dCO2 1 * declared value	-	-	-	-

(4) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT)
See ATCT family report(s)	:
ATCT family’s identifier	:
(5) correction as referred to in Appendix 2 to Annex B6 of UN Regulation No. 154 for pure ICE vehicles, and Appendix 2 to Annex B8 of UN Regulation No 154 for HEVs (KCO2)

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion

CO2 emission (g/km)	Low	Medium	High	Extra High	Combined
Averaging MCO2,p,6/ MCO2,c,6
Alignment MCO2,p,7 / MCO2,c,7
Final values MCO2,p,H / MCO2,c,H

2.1.1.2.2. CO2 emission of OVC-HEVs in case of a charge-depleting Type 1 test

Test 1

CO2 emission (g/km)	Combined
Calculated value MCO2,CD
Declared value
dCO2 1

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion

CO2 emission (g/km)	Combined
Averaging MCO2,CD
Final value MCO2,CD

2.1.1.2.3. UF-weighted CO2 emission of OVC-HEVs

CO2 emission (g/km)	Combined
Calculated value MCO2,weighted

2.1.1.3. Fuel consumption (if applicable)

2.1.1.3.1. Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining Type 1 test

For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable)

Fuel consumption (l/100 km) or fuel efficiency (km/l) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,H / FCc,H (2), FEp, FEc

On-board Fuel and/or Energy Consumption Monitoring for vehicles referred to in paragraph 5.11. of this Regulation

Data accessibility

The parameters listed in paragraph 3. of Appendix 5 to this Regulation are accessible: yes/not applicable

Accuracy (if applicable)

Fuel_ConsumedWLTP (litres) (3)	Vehicle HIGH - Test 1	x.xxx
	Vehicle HIGH - Test 2 (if applicable)	x.xxx
	Vehicle HIGH - Test 3 (if applicable)	x.xxx
	Vehicle LOW - Test 1 (if applicable)	x.xxx
	Vehicle LOW Test 2 (if applicable)	x.xxx
	Vehicle LOW - Test 3 (if applicable)	x.xxx
	Total	x.xxx
Fuel_ConsumedOBFCM (litres) (3)	Vehicle HIGH - Test 1	x.xxx (4)
	Vehicle HIGH - Test 2 (if applicable)	x.xxx (4)
	Vehicle HIGH - Test 3 (if applicable)	x.xxx (4)
	Vehicle LOW - Test 1 (if applicable)	x.xxx (4)
	Vehicle LOW Test 2 (if applicable)	x.xxx (4)
	Vehicle LOW - Test 3 (if applicable)	x.xxx (4)
	Total	x.xxx (4)
Accuracy (3)		x.xxx

2.1.1.3.2. Fuel consumption of OVC-HEVs and OVC-FCHVs (as applicable) in case of a charge-depleting Type 1 test

Test 1

Fuel consumption (l/100 km or kg/100 km) or fuel efficiency (km/l) (as applicable)	Combined
Calculated value FCCD, FECD

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion

Fuel consumption (l/100km or kg/100 km) or fuel efficiency (km/l ) (as applicable)	Combined
Averaging FCCD, FECD
Final value FCCD, FECD

2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs and OVC-FCHVs (as applicable)

Fuel consumption (l/100 km or kg/100 km)	Combined
Calculated value FCweighted

2.1.1.3.4. Fuel consumption of vehicles of NOVC-FCHVs and OVC-FCHVs (as applicable) in case of a charge-sustaining Type 1 test

For each driver selectable mode tested the points below has to be repeated (predominant mode or best case mode and worst case, mode if applicable)

Fuel consumption (kg/100 km) or fuel efficiency (km/kg) (as applicable)	Combined
Measured values
RCB correction coefficient
Final values FCc, FEc

2.1.1.4. Ranges (if applicable)

2.1.1.4.1. Ranges for OVC-HEVs and OVC-FCHVs (as applicable)

2.1.1.4.1.1. All electric range

Test 1

AER (km)	City	Combined
Measured/Calculated values AER
Declared value	-

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion

AER (km)	City	Combined
Averaging AER (if applicable)
Final values AER

2.1.1.4.1.2. Equivalent All electric Range

EAER (km)	Low	Medium	High	Extra High	City	Combined
Final values EAER

2.1.1.4.1.3. Actual charge-depleting range

RCDA (km)	Combined
Final value RCDA

2.1.1.4.1.4. Charge-Depleting Cycle Range

Test 1

RCDC (km)	Combined
Final value RCDC
Index Number of the transition cycle
REEC of confirmation-cycle (%)

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable)

Test 1

PER (km)	Low	Medium	High	Extra High	City	Combined
Calculated values PER
Declared value	-	-	-	-	-

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion

PER (km)	City	Combined
Averaging PER
Final values PER

2.1.1.5. Electric energy consumption (if applicable)

2.1.1.5.1. Electric energy consumption of OVC-HEVs and OVC-FCHVs (as applicable)

2.1.1.5.1.1. Recharged electric energy (EAC)

EAC(Wh)

2.1.1.5.1.2. Electric energy consumption (EC)

EC (Wh/km)	Low	Medium	High	Extra High	City	Combined
Final values EC

2.1.1.5.1.3. UF-weighted charge-depleting electric energy consumption

Test 1

ECAC,CD (Wh/km)	Combined
Calculated value ECAC,CD

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion (if applicable)

ECAC,CD (Wh/km)	Combined
Averaging ECAC,CD
Final value

2.1.1.5.1.4. UF-weighted electric energy consumption

Test 1

ECAC,weighted (Wh)	Combined
Calculated value ECAC,weighted

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

Conclusion (if applicable)

ECAC,weighted (Wh/km)	Combined
Averaging ECAC,weighted
Final value

2.1.1.5.1.5. Information for COP

	Combined
Electric energy consumption (Wh/km) ECDC,CD,COP
AFEC,AC,CD

2.1.1.5.2. Electric energy consumption of PEVs (if applicable)

Test 1

EAC(Wh)

EC (Wh/km)	City	Combined
Calculated values EC
Declared value	-

Test 2 (if applicable)

Record test results in accordance with the table of Test 1

Test 3 (if applicable)

Record test results in accordance with the table of Test 1

EC (Wh/km)	Low	Medium	High	Extra High	City	Combined
Averaging EC
Final values EC

Information for COP

	Combined
Electric Energy Consumption (Wh/km) ECDC,COP
AFEC

2.1.2. Vehicle low (if applicable)

Repeat paragraph 2.1.1.

2.1.3. Vehicle M (if applicable)

Repeat paragraph 2.1.1.

2.1.4. Final criteria emissions values (if applicable)

Pollutants	CO (mg/km)	THC (a) (mg/km)	NMHC (a) (mg/km)	NOx (mg/km)	THC+NOx (b) (mg/km)	PM (mg/km)	PN (#.1011/km)
Highest values (5)

2.4. Type 4 (a) test

Family’s identifier	:
See report(s)	:

2.5. Type 5 test

Family’s identifier	:
See durability family report(s)	:
Type 1 cycle for criteria emissions testing	:
Durability family identifier

2.8. On Board Diagnostic System

Family’s identifier	:
See family report(s)	:

2.11. Temperature information related to vehicle high (VH)

Worst case approach with regards to vehicle insulation	:	yes/no (6)
Worst case approach vehicle cool down	:	yes/no (6)
ATCT family composed of a single Interpolation family	:	yes/no (6)
Engine coolant temperature at the end of soaking time (°C)	:
Average soak area temperature over the 3 last hours (°C)	:
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C)	:
The minimum soaking time tsoak_ATCT (s)	:
Location of temperature sensor	:
Measured engine temperature	:	oil/coolant

2.12. Exhaust after-treatment system using reagent

Family’s identifier	:
See family report(s)	:

Part II

The following information, if applicable, is the minimum data required for the ATCT test.

Report number

General notes:

If there are several options (references), the one tested should be described in the test report.

If there are not, a single reference to the information document at the start of the test report may be sufficient.

Every Technical Service is free to include some additional information.

Characters are included in the sections of the test report relating to specific vehicle types, as follows:

"(a)"	Specific to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UN Regulation No. 154) (as applicable).
"(b)"	Specific to compression ignition engine vehicles or vehicles ‘D’ (as specified in Table 1B of UN Regulation No. 154) (as applicable).

1. Description of tested vehicle

1.1. General

Vehicle numbers	:	Prototype number and VIN
Category	:
Bodywork	:
Drive wheels	:

1.1.1. Powertrain Architecture

Powertrain architecture

pure ICE, hybrid, electric or fuel cell

1.1.2. Internal combustion engine (if applicable)

For more than one ICE, please repeat the point

Make	:
Type	:
Working principle	:	two/four stroke
Cylinders number and arrangement	:
Engine capacity (cm3)	:
Engine idling speed (min-1)	:		±
High engine idling speed (min-1) (a)	:		±
Rated engine power	:		kW	At	rpm
Maximum net torque	:		Nm	At	rpm
Engine lubricant	:	make and type
Cooling system	:	Type: air/water/oil
Insulation	:	material, amount, location, nominal volume and nominal weight (7)

1.1.3. Test fuel for type 1 test (if applicable)

For more than one test fuel, please repeat the point

Make	:
Type	:	Petrol - Diesel – LPG – NG - …
Density at 15°C	:
Sulphur content	:	Only for Diesel and Petrol
Annex IX	:
Batch number	:
Willans factors (for ICE) for CO2 emission (gCO2/MJ)	:
Direct injection	:	yes/no or description
Vehicle fuel type	:	Monofuel / bifuel / flex fuel
Control unit
Part reference	:	same as information document
Software tested	:	read via scantool, for example
Air flowmeter	:
Throttle body	:
Pressure sensor	:
Injection pump	:
Injector(s)	:

1.1.4. Fuel feed system (if applicable)

For more than one fuel feed system, please repeat the point

1.1.5. Intake system (if applicable)

For more than one intake system, please repeat the point

Pressure charger	:	Yes/no make & type (1)
Intercooler	:	yes/no type (air/air – air/water) (1)
Air filter (element) (1)	:	make & type
Intake silencer (1)	:	make & type

1.1.6. Exhaust system and anti-evaporative system (if applicable)

For more than one, please repeat the point

First catalytic converter	:	make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction…
Second catalytic converter	:	make & reference (1) principle: three way / oxidising / NOx trap / NOx storage system / Selective Catalyst Reduction…
Particulate trap	:	with/without/not applicable catalysed: yes/no make & reference (1)
Reference and position of oxygen and/or lambda sensor(s)	:	before catalyst / after catalyst
Air injection	:	with/without/not applicable
Water injection	:	with/without/not applicable
EGR	:	with/without/not applicable cooled/non-cooled HP/LP
Evaporative emission control system	:	with/without/not applicable
Reference and position of NOx sensor(s)	:	Before/ after
General description (1)	:

1.1.7. Heat storage device (if applicable)

For more than one Heat Storage System, please repeat the point

Heat storage device	:	yes/no
Heat capacity (enthalpy stored J)	:
Time for heat release (s)	:

1.1.8. Transmission (if applicable)

For more than one Transmission, please repeat the point

Gearbox	:	manual / automatic / continuous variation
Gear shifting procedure
Predominant mode	:	yes/no normal / drive / eco/…
Best case mode for CO2 emissions and fuel consumption (if applicable)	:
Worst case mode for CO2 emissions and fuel consumption (if applicable)	:
Control unit	:
Gearbox lubricant	:	make and type
Tyres
Make	:
Type	:
Dimensions front/rear	:
Dynamic circumference (m)	:
Tyre pressure (kPa)	:

Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min-1)) (V1000) for each of the gearbox ratios (R.B.).

R.B.	R.P.	R.T.	V1 000
1st	1/1
2nd	1/1
3rd	1/1
4th	1/1
5th	1/1
…

1.1.9. Electric machine (if applicable)

For more than one electric machine, please repeat the point

Make	:
Type	:
Peak Power (kW)	:

1.1.10. Traction REESS (if applicable)

For more than one traction REESS, please repeat the point

Make	:
Type	:
Capacity (Ah)	:
Nominal Voltage (V)	:

1.1.11. (Reserved)

1.1.12. Power electronics (if applicable)

Can be more than one PE (propulsion converter, low voltage system or charger)

Make	:
Type	:
Power (kW)	:

1.2. Vehicle description

1.2.1. Mass

Test mass of VH (kg)

1.2.2. Road load parameters

f0 (N)	:
f1 (N/(km/h))	:
f2 (N/(km/h)2)	:
f2_TReg (N/(km/h)2)	:
Cycle energy demand (J)	:
Road load test report reference	:
Road load family’s identifier	:

1.2.3. Cycle selection parameters

Cycle (without downscaling)	:	Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order -75kg (PMR)(W/kg)	:	(if applicable)
Capped speed process used during measurement	:	yes/no
Maximum speed of the vehicle (km/h)	:
Downscaling (if applicable)	:	yes/no
Downscaling factor fdsc	:
Cycle distance (m)	:
Constant speed (in the case of the shortened test procedure)	:	if applicable

1.2.4. Gear shift point (if applicable)

Version of Gear Shift calculation		(indicate the applicable amendment to UN GTR No. 15)
Gear shifting	:	Average gear for v ≥ 1 km/h, rounded to four places of decimal
nmin drive
1st gear	:	…min-1
1st gear to 2nd	:	…min-1
2nd gear to standstill	:	…min-1
2nd gear	:	…min-1
3rd gear and beyond	:	…min-1
Gear 1 excluded	:	yes/no
n95_high for each gear	:	…min-1
nmin_drive_set for acceleration/constant speed phases (nmin_drive_up)	:	…min-1
nmin_drive_set for deceleration phases (nmin_drive_down)	:	…min-1
tstart_phase	:	…s
nmin_drive_start	:	…min-1
nmin_drive_up_start	:	…min-1
use of ASM	:	yes/no
ASM values	:

2. Test results

Method of chassis dyno setting	:	Fixed run / iterative / alternative with its own warmup cycle
Dynamometer in 2WD/4WD operation	:	2WD/4WD
For 2WD operation, was the non-powered axle rotating	:	yes/no/not applicable
Dynamometer operation mode		yes/no
Coastdown mode	:	yes/no

2.1. Test at 14°C

Date(s) of test(s)			:	(day/month/year)
Place of the test(s)	:
Height of the lower edge above ground of cooling fan (cm)	:
Lateral position of fan centre (if modified as request by the manufacturer)	:	in the vehicle centre-line/…
Distance from the front of the vehicle (cm)	:
IWR: Inertial Work Rating (%)	:	x.x
RMSSE: Root Mean Squared Speed Error (km/h)	:	x.xx
Description of the accepted deviation of the driving cycle	:	Fully operated acceleration pedal

2.1.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining test

Pollutants	CO (mg/km)	THC (a) (mg/km)	NMHC (a) (mg/km)	NOx (mg/km)	THC+NOx (b) (mg/km)	Particulate Matter (mg/km)	Particle Number (#.1011/km)
Measured values
Limit values

2.1.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a charge-sustaining test

CO2 emission (g/km)	Low	Medium	High	Extra High	Combined
Measured value MCO2,p,1 / MCO2,c,2
Measured Speed and distance corrected value MCO2,p,2b / MCO2,c,2b
RCB correction coefficient (8)
MCO2,p,3 / MCO2,c,3

2.2. Test at 23°C

Provide information or refer to type 1 test report

Date of tests	:	(day/month/year)
Place of the test	:
Height of the lower edge above ground of cooling fan (cm)	:
Lateral position of fan centre (if modified as request by the manufacturer)	:	in the vehicle centre-line/…
Distance from the front of the vehicle (cm)	:
IWR: Inertial Work Rating (%)	:	x.x
RMSSE: Root Mean Squared Speed Error (km/h)	:	x.xx
Description of the accepted deviation of the driving cycle	:	Fully operated acceleration pedal

2.2.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining test

Pollutants	CO (mg/km)	THC (a) (mg/km)	NMHC (a) (mg/km)	NOx (mg/km)	THC+NOx (b) (mg/km)	Particulate Matter (mg/km)	Particle Number (#.1011/km)
Final values
Limit values

2.2.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a charge-sustaining test

CO2 emission (g/km)	Low	Medium	High	Extra High	Combined
Measured value MCO2,p,1 / MCO2,c,2
Measured Speed and distance corrected value MCO2,p,2b / MCO2,c,2b
RCB correction coefficient (9)
MCO2,p,3 / MCO2,c,3

2.3. Conclusion

CO2 emission (g/km)	Combined
ATCT (14°C) MCO2,Treg
Type 1 (23°C) MCO2,23°
Family correction factor (FCF)

2.4. Temperature information of the reference vehicle after 23°C test

Worst case approach with regards to vehicle insulation	:	yes/no (10)
Worst case approach vehicle cool down	:	yes/no (10)
ATCT family composed of a single Interpolation family	:	yes/no (10)
Engine coolant temperature at the end of soaking time (°C)	:
Average soak area temperature over the 3 last hours (°C)	:
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C)	:
The minimum soaking time tsoak_ATCT (s)	:
Location of temperature sensor	:
Measured engine temperature	:	oil/coolant

(1) a tolerance of +/- 10 per cent is permitted for volume and weight

(*1) for OVC-HEV, specify for charge-sustaining and for charge-depleting operating conditions.

(2) Calculated from aligned CO2 values

(3) in accordance with Appendix 5 to this Regulation

(4) In the case that the OBFCM signal can only be read-out to 2 decimal places, the third decimal place shall be introduced as a zero

(5) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable)

(6) if “yes” then the six last lines are not applicable

(7) a tolerance of +/- 10 per cent is permitted for volume and weight

(8) correction as referred to in Appendix 2 to Annex B6 of UN Regulation No. 154 for ICE vehicles, KCO2 for HEVs

(9) correction as referred to in Appendix 2 to Annex B6 of this Regulation for ICE vehicles, and Appendix 2 to Annex B8 of this Regulation for HEVs (KCO2)

(10) if “yes” then the six last lines are not applicable

Annex A1 - Appendix 2

WLTP Road Load Test Report

Road Load Test Report

The following information, if applicable, is the minimum data required for the road load determination test.

Report number

1. Concerned vehicle(s)

Make(s) concerned	:
Type(s) concerned	:
Commercial description	:
Maximal speed (km/h)	:
Powered axle(s)	:

2. Description of tested vehicles

If no interpolation: the worst-case vehicle (regarding energy demand) shall be described

2.1. Wind tunnel method

Combination with

Flat belt dynamometer / chassis dynamometer

2.1.1. General

	Wind tunnel		Dynamometer
	HR	LR	HR	LR
Make
Type
Version
Cycle energy demand over a complete WLTC Class 3 cycle (kJ)
Deviation from production series	-	-
Mileage (km)	-	-

Or (in case of roadload matrix family):

Make	:
Type	:
Version	:
Cycle energy demand over a complete WLTC (kJ)	:
Deviation from production series	:
Mileage (km)	:

2.1.2. Masses

	Dynamometer
	HR	LR
Test mass (kg)
Average mass mav (kg)
Value of mr (kg per axle)
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%)
Category N vehicle: weight distribution (kg or %)

Or (in case of roadload matrix family):

Test mass (kg)	:
Average mass mav (kg)	:	(average before and after the test)
Technically permissible maximum laden mass	:
Estimated arithmetic average of the mass of optional equipment	:
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%)	:
Category N vehicle: weight distribution (kg or %)	:

2.1.3. Tyres

	Wind tunnel		Dynamometer
	HR	LR	HR	LR
Size designation
Make
Type
Rolling resistance
Front (kg/t)	-	-
Rear (kg/t)	-	-
Tyre pressure
Front (kPa)	-	-
Rear (kPa)	-	-

Or (in case of roadload matrix family):

Size designation
Make	:
Type	:
Rolling resistance
Front (kg/t)	:
Rear (kg/t)	:
Tyre pressure
Front (kPa)	:
Rear (kPa)	:

2.1.4. Bodywork

	Wind tunnel
	HR	LR
Type	AA/AB/AC/AD/AE/AF BA/BB/BC/BD
Version
Aerodynamic devices
Movable aerodynamic body parts	y/n and list if applicable
Installed aerodynamic options list
Delta (CD × Af)LH compared to HR (m2)	-

Or (in case of roadload matrix family):

Body shape description	:	Square box (if no representative body shape for a complete vehicle can be determined)
Frontal area Afr (m2)	:

2.2. On road

2.2.1. General

	HR	LR
Make
Type
Version
Cycle energy demand over a complete WLTC Class 3 cycle (kJ)
Deviation from production series
Mileage

Or (in case of roadload matrix family):

Make	:
Type	:
Version	:
Cycle energy demand over a complete WLTC (kJ)	:
Deviation from production series	:
Mileage (km)	:

2.2.2. Masses

	HR	LR
Test mass (kg)
Average mass mav (kg)
Value of mr (kg per axle)
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%)
Category N vehicle: weight distribution (kg or %)

Or (in case of roadload matrix family):

Test mass (kg)	:
Average mass mav (kg)	:	(average before and after the test)
Technically permissible maximum laden mass	:
Estimated arithmetic average of the mass of optional equipment	:
Category M vehicle: proportion of the vehicle mass in running order on the front axle (%)
Category N vehicle: weight distribution (kg or %)

2.2.3. Tyres

	HR	LR
Size designation
Make
Type
Rolling resistance
Front (kg/t)
Rear (kg/t)
Tyre pressure
Front (kPa)
Rear (kPa)

Or (in case of roadload matrix family):

Size designation	:
Make	:
Type	:
Rolling resistance
Front (kg/t)	:
Rear (kg/t)	:
Tyre pressure
Front (kPa)	:
Rear (kPa)	:

2.2.4. Bodywork

	HR	LR
Type	AA/AB/AC/AD/AE/AF BA/BB/BC/BD
Version
Aerodynamic devices
Movable aerodynamic body parts	y/n and list if applicable
Installed aerodynamic options list
Delta (CD × Af)LH compared to HR (m2)	-

Or (in case of roadload matrix family):

Body shape description	:	Square box (if no representative body shape for a complete vehicle can be determined)
Frontal area Afr (m2)	:

2.3. Powertrain

2.3.1. Vehicle High

Engine code

Transmission type

manual, automatic, CVT

Transmission model

(manufacturer's codes)

(torque rating and no of clutches → to be included in info doc)

Covered transmission models

(manufacturer's codes)

Engine rotational speed divided by vehicle speed

Gear	Gear ratio	N/V ratio
1st	1/..
2nd	1..
3rd	1/..
4th	1/..
5th	1/..
6th	1/..
..
..

Electric machine(s) coupled in position N

n.a. (no electric machine or no coastdown mode)

Type and number of electric machines

construction type: asynchronous/ synchronous…

Type of coolant

air, liquid, …

2.3.2. Vehicle Low

Repeat paragraph 2.3.1. with VL data

2.4. Test results

2.4.1. Vehicle High

Dates of tests

dd/mm/yyyy (wind tunnel)

dd/mm/yyyy (dynamometer)

dd/mm/yyyy (on road)

On road

Method of the test	:	coastdown or torque meter method
Facility (name / location / track's reference)	:
Coastdown mode	:	y/n
Wheel alignment	:	Toe and camber values
Ground clearance	:
Vehicle height	:
Drivetrain lubricants	:
Wheel bearing lubricants	:
Brake adjustment to avoid unrepresentative parasitic drag	:
Maximum reference speed (km/h)	:
Anemometry	:	stationary or on board: influence of anemometry (CD × A) and if it was corrected.
Number of split(s)	:
Wind	:	average, peaks and direction in conjunction with direction of the test track
Air pressure	:
Temperature (mean value)	:
Wind correction	:	y/n
Tyre pressure adjustment	:	y/n
Raw results	:	Torque method: c0 = c1 = c2 = Coastdown method: f0 f1 f2
Final results		Torque method: c0 = c1 = c2 = and f0 = f1 = f2 = Coastdown method: f0 = f1 = f2 =

Wind tunnel method

Facility (name/location/dynamometer's reference)

Qualification of the facilities

Report reference and date

Dynamometer

Type of dynamometer

flat belt or chassis dynamometer

Method

stabilised speeds or deceleration method

Warm up

warm-up by dyno or by driving the vehicle

Correction of the roller curve

(for chassis dynamometer, if applicable)

Method of chassis dynamometer setting

Fixed run / iterative / alternative with its own warmup cycle

Measured aerodynamic drag coefficient multiplied by the frontal area

Velocity (km/h)	CD × A (m2)
…	…
…	…

Result

f0 =

f1 =

f2 =

Road load matrix on road

Method of the test	:	coastdown or torque meter method
Facility (name/location/track's reference)	:
Coastdown mode	:	y/n
Wheel alignment	:	Toe and camber values
Ground clearance	:
Vehicle height	:
Drivetrain lubricants	:
Wheel bearing lubricants	:
Brake adjustment to avoid unrepresentative parasitic drag	:
Maximum reference speed (km/h)	:
Anemometry	:	stationary or on board: influence of anemometry (CD × A) and if it was corrected.
Number of split(s)	:
Wind	:	average, peaks and direction in conjunction with direction of the test track
Air pressure	:
Temperature (mean value)	:
Wind correction	:	y/n
Tyre pressure adjustment	:	y/n
Raw results	:	Torque method: c0r = c1r = c2r = Coastdown method: f0r = f1r = f2r =
Final results		Torque method: c0r = c1r = c2r = and f0r (calculated for vehicle HM) = f2r (calculated for vehicle HM) = f0r (calculated for vehicle LM) = f2r (calculated for vehicle LM) = Coastdown method: f0r (calculated for vehicle HM) = f2r (calculated for vehicle HM) = f0r (calculated for vehicle LM) = f2r (calculated for vehicle LM) =

Road load matrix wind tunnel method

Facility (name/location/dynamometer's reference)

Qualification of the facilities

Report reference and date

Dynamometer

Type of dynamometer

flat belt or chassis dynamometer

Method

stabilised speeds or deceleration method

Warm up

warm-up by dyno or by driving the vehicle

Correction of the roller curve

(for chassis dynamometer, if applicable)

Method of chassis dynamometer setting

Fixed run / iterative / alternative with its own warmup cycle

Measured aerodynamic drag coefficient multiplied by the frontal area

Velocity (km/h)	CD × A (m2)
…	…
…	…

Result

f0r =

f1r =

f2r =

f0r (calculated for vehicle HM) =

f2r (calculated for vehicle HM) =

f0r (calculated for vehicle LM) =

f2r (calculated for vehicle LM) =

2.4.2. Vehicle Low

Repeat paragraph 2.4.1. with VL data.

Annex A1 - Appendix 3

WLTP Test Sheet

Template for Test Sheet

The test sheet shall include the test data that are recorded, but not included in any test report.

The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.

The following information, if applicable, is the minimum data required for test sheets.

Information from Annex B4 to this Regulation

Adjustable wheel alignment parameters

Ground clearance

Vehicle height

Drivetrain lubricants

Wheel bearing lubricants

Brake adjustment to avoid unrepresentative parasitic drag

The coefficients, c0, c1 and c2,

c0 =

c1 =

c2 =

The coastdown times measured on the chassis dynamometer

Reference speed (km/h)	Coastdown time (s)
130
120
110
100
90
80
70
60
50
40
30
20

Additional weight may be placed on or in the vehicle to eliminate tyre slippage

weight (kg)

on/in the vehicle

The coastdown times after performing the vehicle coast down procedure

Reference speed (km/h)	Coastdown time (s)
130
120
110
100
90
80
70
60
50
40
30
20

Information from Annex B5 to this Regulation

NOx converter efficiency

Indicated concentrations (a); (b), (c), (d), and the concentration when the NOx analyser is in the NO mode so that the calibration gas does not pass through the converter

(a)

(b)

(c)

(d)

Concentration in NO mode =

Information from Annex B6 to this Regulation

The distance actually driven by the vehicle

For manual shift transmission vehicle, MT vehicle that cannot follow the cycle trace:

The deviations from the driving cycle

Drive trace indices:

The following indices shall be calculated in accordance with the standard SAE J2951(Revised Jan-2014):

IWR: Inertial Work Rating

RMSSE: Root Mean Squared Speed Error

Particulate sample filter weighing

Filter before the test

Filter after the test

Reference filter

Content of each of the compounds measured after stabilization of the measuring device

Regeneration factor determination

The number of cycles D between two WLTCs where regeneration events occur

The number of cycles over which emission measurements are made n

The mass emissions measurement M’sij for each compound i over each cycle j

Regeneration factor determination

The number of applicable test cycles d measured for complete regeneration

Regeneration factor determination

Msi

Mpi

Information from Annex B6a to this Regulation

ATCT

The air temperature and humidity of the test cell measured at the vehicle cooling fan outlet at a minimum frequency of 0.1 Hz.

Temperature set point = Treg

Actual temperature value

± 3 °C at the start of the test

± 5 °C during the test

The temperature of the soak area measured continuously at a minimum frequency of 0.033 Hz.

Temperature set point = Treg

Actual temperature value

± 3 °C at the start of the test

± 5 °C during the test

The time of transfer from the preconditioning to the soak area

≤ 10 minutes

The time between the end of the Type 1 test and the cool down procedure

The measured soaking time, and shall be recorded in all relevant test sheets.

≤ 10 minutes

time between the measurement of the end temperature and the end of the Type 1 test at 23 °C

Information from Annex C3 to this Regulation

Diurnal testing

Ambient temperature during the two diurnal cycles (recorded at least every minute)

Carbon canister puff loss loading

Ambient temperature during the first 11-hour profile (recorded at least every 10 minutes)

Annex A1 - Appendix 4

Evaporative Emissions Test Report

The following information, if applicable, is the minimum data required for the evaporative emission test.

Report number

Every Technical Service is free to include additional information

1. Description of tested vehicle high

Vehicle numbers	:	Prototype number and VIN
Category	:

1.1. Powertrain Architecture

Powertrain architecture

internal combustion, hybrid, electric or fuel cell

1.2. Internal combustion engine

For more than one ICE, please repeat the point

Make	:
Type	:
Working principle	:	two/four stroke
Cylinders number and arrangement	:
Engine capacity (cm3)	:
Supercharging	:	yes/no
Direct injection	:	yes/no or description
Vehicle fuel type	:	Monofuel / bifuel / flex fuel
Engine lubricant	:	Make and type
Cooling system	:	Type: air/water/oil

1.4. Fuel system

Injection pump	:
Injector(s)	:
Fuel tank
Layer(s)	:	monolayer/ multilayer
Material for the fuel tank	:	metal / …
Material for other parts of the fuel system	:	…
Sealed	:	yes/no
Nominal tank capacity (l)	:
Carbon canister
Make and type	:
Type of activated carbon	:
Volume of charcoal (l)	:
Mass of charcoal (g)	:
Declared BWC (g)	:	xx.x

2. Test results

2.1. Carbon canister bench ageing

Date of tests	:	(day/month/year)
Place of the test	:
Carbon canister ageing test report	:
Loading rate	:
Fuel specification
Make	:
Type	:	name of reference fuel…
Density at 15°C (kg/m3)	:
Ethanol content (%)	:
Batch number	:

2.2. Determination of the permeability factor (PF)

Date of tests	:	(day/month/year)
Place of the test	:
Permeability factor test report	:
HC measured at week 3, HC3W (mg/24h)	:	xxx
HC measured at week 20, HC20W (mg/24h)	:	xxx
Permeability Factor, PF (mg/24h)	:	xxx

In case of multilayer tanks or metal tanks

Alternative Permeability Factor, PF (mg/24h)

yes/no

2.3. Evaporative test

Date of tests	:	(day/month/year)
Place of the test	:
Method of chassis dyno setting	:	Fixed run / iterative / alternative with its own warmup cycle
Dynamometer operation mode		yes/no
Coastdown mode	:	yes/no

2.3.1. Mass

Test mass of VH (kg)

2.3.2. Roadload parameters

f0 (N)	:
f1 (N/(km/h))	:
f2 (N/(km/h)2)	:

2.3.3. Cycle and Gear shift point (if applicable)

Cycle (without downscaling)	:	Class 1 / 2 / 3
Gear shifting	:	Average gear for v ≥ 1 km/h, rounded to four places of decimal

2.3.4. Vehicle

Tested vehicle	:	VH or description
Mileage (km)	:
Age (weeks)	:

2.3.5. Procedure of test and results

Test procedure

Continuous (sealed fuel tank systems) / Continuous (non-sealed fuel tank systems) /

Stand –alone (sealed fuel tank systems)

Description of soak periods (time and temperature)

Puff loss loading value (g)

xx.x (if applicable)

Evaporative test	hot soak, MHS	1st 24h diurnal, MD1	2nd 24h diurnal, MD2
Mean temperature (°C)		-	-
Evaporative emission (g/test)	x.xxx	x.xxx	x.xxx
Final result, MHS+MD1+MD2+(2xPF) (g/test)	x.xx

2.3.6. Demonstrated procedures for alternative conformity of production testing where applicable:

Test for leakage	:	Alternative pressures and/or time or alternative test procedure
Test for venting	:	Alternative pressure and/or time or alternative test procedure
Purge test	:	Alternative flow rate or test procedure
Sealed tank	:	Alternative test procedure

ANNEX A2

Communication

(maximum format: A4 (210 × 297 mm))

issued by

Name of administration:

……

Concerning (1)

Approval granted

Approval extended

Approval refused

Approval withdrawn

Production definitively discontinued

of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant to UN Regulation No. 154

Approval No.…

Reason for extension…

Section I

0.1.

Make (trade name of manufacturer):…

0.2.

Type:…

0.2.1.

Commercial name(s) (if available):…

0.3.

Means of identification of type if marked on the vehicle (2)…

0.3.1.

Location of that marking:…

0.4.

Category of vehicle (3):…

0.5.

Name and address of manufacturer:…

0.8.

Name(s) and address(es) of assembly plant(s):…

0.9.

If applicable, name and address of manufacturer's representative:…

1.0.

Remarks:…

Section II

Additional information (where applicable): (see addendum)

Technical Service responsible for carrying out the tests:…

Date of Type 1 test report:…

Number of Type 1 test report:…

Remarks (if any): (see Section 3 of addendum)

Place:…

Date:…

Signature:…

Attachments: 1.	Information package.
2.	Test reports.

(1) Strike out what does not apply.

(2) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information document, such characters shall be represented in the documentation by the symbol '?' (e.g. ABC??123??).

(3) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.6, paragraph 2. - https://unece.org/transport/standards/transport/vehicle-regulations-wp29/resolutions

Addendum

to type approval communication No … concerning the type approval of a vehicle with regard to exhaust emissions pursuant to the original version of UN Regulation No. 154

0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN PARAGRAPH 5. OF UN REGULATION NO. 154

0.1.

Identifier: …

0.2.

Base vehicle identifier (5a) (1): …

1. ADDITIONAL INFORMATION

1.1.

Mass of the vehicle in running order:

VL (1): …

VH: …

1.2.

Maximum mass:

VL (1): …

VH: …

1.3.

Reference mass:

VL (1): …

VH: …

1.4.

Number of seats: …

1.6.

Type of bodywork:

1.6.1.

for M1, M2: saloon, hatchback, station wagon, coupé, convertible, multipurpose vehicle a

1.6.2.

for N1, N2: lorry, van(a)

1.7.

Drive wheels: front, rear, 4 × 4(a)

1.8.

Pure electric vehicle: yes/no(a)

1.9.

Hybrid electric vehicle: yes/no(a)

1.9.1.

Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle Charging / Off Vehicle Charging Fuel Cell / Not Off Vehicle Charging Fuel Cell (as applicable) (a)

1.9.2.

Operating mode switch: with/without(a)

1.10.

Engine identification:

1.10.1.

Engine capacity / displacement (as applicable):

1.10.1.1.

Reciprocating engine:

1.10.1.2.

Wankel engine

1.10.1.2.1.

Capacity:

1.10.1.2.2.

Displacement:

1.10.2.

Fuel supply system: direct injection/indirect injection(a)

1.10.3.

Fuel recommended by the manufacturer:

1.10.4.1.

Maximum power: kW at min–1

1.10.4.2.

Maximum torque: Nm at min–1

1.10.5.

Pressure charging device: yes/no(a)

1.10.6.

Ignition system: compression ignition/positive ignition(a)

1.11.

Powertrain (for pure electric vehicle or hybrid electric vehicle)(a)

1.11.1.

Maximum net power: … kW, at: … to … min–1

1.11.2.

Maximum thirty minutes power: … kW

1.11.3.

Maximum net torque: … Nm, at … min–1

1.11.4.

Nominal voltage of fuel cell stack: …V

1.12.

Traction battery (for pure electric vehicle or hybrid electric vehicle)

1.12.1.

Nominal voltage: V

1.12.2.

Capacity (2 h rate): Ah

1.13.

Transmission: …, …

1.13.1.

Type of gearbox: manual/automatic/variable transmission(a)

1.13.2.

Number of gear ratios:

1.13.3.

Total gear ratios (including the rolling circumferences of the tyres under load): (vehicle speed (km/h)) / (engine speed (1000 (min–1))

First gear: …	Sixth gear: …
Second gear: …	Seventh gear: …
Third gear: …	Eighth gear: …
Fourth gear: …	Overdrive: …
Fifth gear: …

1.13.4.

Final drive ratio:

1.14.

Tyres: …, …, …

Type: radial/bias/… (1)

Dimensions: …

Rolling circumference under load:

Rolling circumference of tyres used for the Type 1 test

2. TEST RESULTS

2.1.

Tailpipe emissions test results

Emissions classification: …

Type 1 test results, where applicable

Type approval number if not parent vehicle (1): …

Test 1

Type 1 Result	CO (mg/km)	THC (mg/km)	NMHC (mg/km)	NOx (mg/km)	THC + NOx (mg/km)	PM (mg/km)	PN (#.1011/km)
Measured (8) (9)
Ki × (8) (10)					(11)
Ki + (8) (10)					(11)
Mean value calculated with Ki (M × Ki or M + Ki) (9)					(12)
DF (+) (8) (10)
DF (×) (8) (10)
Final mean value calculated with Ki and DF (13)
Limit value

Test 2 (if applicable)

Repeat Test 1 table with the second test results.

Test 3 (if applicable)

Repeat Test 1 table with the third test results.

Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), and VM (if applicable)

CO2 Emission (g/km)	Combined
ATCT (14 °C) MCO2,Treg
Type 1 (23 °C) MCO2,23°
Family correction factor (FCF)

ATCT test Result

(mg/km)

THC

(mg/km)

NMHC

(mg/km)

NOx

(mg/km)

THC + NOx

(mg/km)

(#.1011/km)

Measured (2) (3)

Limit values

Difference between engine coolant end temperature and average soak area temperature of the last 3 hours ΔT_ATCT (°C) for the reference vehicle: …

The minimum soaking time tsoak_ATCT (s): …

Location of temperature sensor: …

ATCT family identifier: …

Type 4: … g/test;

Test procedure in accordance with: Annex C3 to UN Regulation No. 154 (1).

Type 5:

(a)	Durability test: whole vehicle test/bench ageing test/none (1)

(b)	Deterioration factor DF: calculated/assigned (1)

(c)	Specify the values: …

(d)	Applicable Type 1 cycle (Annex B4 to UN Regulation No. 154 (14): …

2.1.1.

For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1 test is to be performed on both fuels according to Table A in paragraph 6. of UN Regulation No. 154, and for vehicles running on LPG or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeated for the different reference gases used in the test, and an additional table shall display the worst results obtained.

2.1.2.

Written description and/or drawing of the MI: …

2.1.3.

List and function of all components monitored by the OBD system: …

2.1.4.

Written description (general working principles) for: …

2.1.4.1.

Misfire detection (4): …

2.1.4.2.

Catalyst monitoring8: …

2.1.4.3.

Oxygen sensor monitoring8: …

2.1.4.4.

Other components monitored by the OBD system8: …

2.1.4.5.

Catalyst monitoring (5): …

2.1.4.6.

Particulate trap monitoring9: …

2.1.4.7.

Electronic fuelling system actuator monitoring9: …

2.1.4.8.

Other components monitored by the OBD system: …

2.1.5.

Criteria for MI activation (fixed number of driving cycles or statistical method): …

2.1.6.

List of all OBD output codes and formats used (with explanation of each): …

2.2.

(Reserved)

2.3.

Catalytic converters yes/no(a)

2.3.1.

Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no(a)

2.5.

CO2 emissions and fuel consumption test results

2.5.1.

Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle

2.5.1.0.

Minimum and maximum CO2 values within the interpolation family: …

2.5.1.1.

Vehicle High

2.5.1.1.1.

Cycle Energy Demand: … J

2.5.1.1.2.

Road load coefficients

2.5.1.1.2.1.

f0, N: …

2.5.1.1.2.2.

f1, N/(km/h): …

2.5.1.1.2.3.

f2, N/(km/h)2: …

2.5.1.1.3.

CO2 emissions (provide values for each reference fuel tested, for the phases: the measured values, for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154)

2.5.1.1.4.

Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8 and 1.2.3.9 of Annex B6 to UN Regulation No. 154)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,H/FCc,H or FEp,H, FEc,H

2.5.1.2.

Vehicle Low (if applicable)

2.5.1.2.1.

Cycle Energy Demand: … J

2.5.1.2.2.

Road load coefficients

2.5.1.2.2.1.

f0, N: …

2.5.1.2.2.2.

f1, N/(km/h): …

2.5.1.2.2.3.

f2, N/(km/h) (2): …

2.5.1.2.3.

CO2 emissions (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and.1.2.3.9. of Annex B6 to UN Regulation No. 154)

2.5.1.2.4.

Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,L/FCc,L or, FEp,L, FEc,L

2.5.1.3.

Vehicle M for NOVC-HEV (if applicable)

2.5.1.3.1.

Cycle Energy Demand: … J

2.5.1.3.2.

Road load coefficients

2.5.1.3.2.1.

f0, N: …

2.5.1.3.2.2.

f1, N/(km/h): …

2.5.1.3.2.3.

f2, N/(km/h) (2): …

2.5.1.3.3.

CO2 emissions (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154)

2.5.1.3.4.

Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No. 154)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,L / FCc,L or, FEp,L, FEc,L

2.5.1.4.

For vehicles powered by an internal combustion engine which are equipped with periodically regenerating systems as defined in paragraph 3.8.1. of UN Regulation No. 154, the test results shall be adjusted by the Ki factor as specified in Appendix 1 to Annex B6 of UN Regulation No. 154.

2.5.1.4.1.

Information about regeneration strategy for CO2 emissions and fuel consumption

D — number of operating cycles between 2 cycles where regenerative phases occur: …

d — number of operating cycles required for regeneration: …

Applicable Type 1 cycle (Annex B4 to UN Regulation No. 154) (14): …

Combined

Ki (additive / multiplicative) (1)

Values for CO2 and fuel consumption (10)

2.5.2.

Pure electric vehicles (6)

2.5.2.1.

Electric energy consumption

2.5.2.1.1.

Vehicle High

2.5.2.1.1.1.

Cycle Energy Demand: … J

2.5.2.1.1.2.

Road load coefficients

2.5.2.1.1.2.1.

f0, N: …

2.5.2.1.1.2.2.

f1, N/(km/h): …

2.5.2.1.1.2.3.

f2, N/(km/h) (2): …

EAC(Wh)	Test
	1
	2
	3

EC (Wh/km)	Test	(as applicable)
EC (Wh/km)	Test	Low	Medium	High	Extra High	City	Combined
Calculated EC	1
	2
	3
	average
Declared value		—	—	—	—	—

2.5.2.1.1.3.

Total time out of tolerance for the conduct of the cycle: … sec

2.5.2.1.2.

Vehicle Low (if applicable)

2.5.2.1.2.1.

Cycle Energy Demand: … J

2.5.2.1.2.2.

Road load coefficients

2.5.2.1.2.2.1.

f0, N: …

2.5.2.1.2.2.2.

f1, N/(km/h): …

2.5.2.1.2.2.3.

f2, N/(km/h) (2): …

EAC(Wh)	Test
	1
	2
	3

EC (Wh/km)	Test	City	Combined
Calculated EC	1
	2
	3
	average
Declared value		—

EC (Wh/km)	Test	Low	Medium	High	Extra High	City	Combined
Calculated EC	1
	2
	3
	average
Declared value		—	—	—	—	—

2.5.2.1.2.3.

Total time out of tolerance for the conduct of the cycle: … sec

2.5.2.2.

Pure Electric Range

2.5.2.2.1.

Vehicle High

PER (km)	Test	Low	Medium	High	Extra High	City	Combined
Measured Pure Electric Range	1
	2
	3
	average
Declared value		—	—	—	—	—

2.5.2.2.2.

Vehicle Low (if applicable)

PER (km)	Test	Low	Medium	High	Extra High	City	Combined
Measured Pure Electric Range	1
	2
	3
	average
Declared value		—	—	—	—	—

PER (km)	Test	City	Combined
Measured Pure Electric Range	1
	2
	3
	average
Declared value		—

2.5.3.

Externally chargeable (OVC) Hybrid Electric Vehicle and Fuel Cell Hybrid Vehicle (as applicable):

2.5.3.1.

CO2 emission charge-sustaining (only applicable for OVC-HEVs)

2.5.3.1.1.

Vehicle High

2.5.3.1.1.1.

Cycle Energy Demand: … J

2.5.3.1.1.2.

Road load coefficients

2.5.3.1.1.2.1.

f0, N: …

2.5.3.1.1.2.2.

f1, N/(km/h): …

2.5.3.1.1.2.3.

f2, N/(km/h) (2): …

2.5.3.1.2.

Vehicle Low (if applicable)

2.5.3.1.2.1.

Cycle Energy Demand: … J

2.5.3.1.2.2.

Road load coefficients

2.5.3.1.2.2.1.

f0, N: …

2.5.3.1.2.2.2.

f1, N/(km/h): …

2.5.3.1.2.2.3.

f2, N/(km/h) (2): …

2.5.3.1.3.

Vehicle M (if applicable)

2.5.3.1.3.1.

Cycle Energy Demand: … J

2.5.3.1.3.2.

Road load coefficients

2.5.3.1.3.2.1.

f0, N: …

2.5.3.1.3.2.2.

f1, N/(km/h): …

2.5.3.1.3.2.3.

f2, N/(km/h) (2): …

2.5.3.2.

CO2 emission charge-depleting (only applicable for OVC-HEVs)

Vehicle High

CO2 Emission (g/km)	Test	Combined
MCO2,CD	1
	2
	3
	Average
Final MCO2,CD,H

Vehicle Low (if applicable)

CO2 Emission (g/km)	Test	Combined
MCO2,CD	1
	2
	3
	Average
Final MCO2,CD,L

Vehicle M (if applicable)

CO2 Emission (g/km)	Test	Combined
MCO2,CD	1
	2
	3
	Average
Final MCO2,CD,M

2.5.3.3.

CO2 emission (weighted, combined) (7) (only applicable for OVC-HEVs):

Vehicle High: MCO2,weighted … g/km

Vehicle Low (if applicable): MCO2,weighted … g/km

Vehicle M (if applicable): MCO2,weighted … g/km

2.5.3.3.1.

Minimum and maximum CO2 values within the interpolation family.

2.5.3.4.

Fuel consumption Charge-Sustaining

Vehicle High

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,H / FCc,H or FEp,H, FEc,H

Vehicle Low (if applicable)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,L / FCc,L or FEp,L, FEc,L

Vehicle M (if applicable)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Low	Medium	High	Extra High	Combined
Final values FCp,M / FCc,M or FEp,M, FEc,M

2.5.3.5.

Fuel consumption Charge-Depleting

Vehicle High

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Combined
Final values FCCD,H or FECD,H

Vehicle Low (if applicable)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Combined
Final values FCCD,Lor FECD,L

Vehicle M (if applicable)

Fuel consumption (l/100 km or m3/100 km or kg/100 km) (1) or fuel efficiency (km/l or km/kg) (1) (as applicable)	Combined
Final values FCCD,M or FECD,M

2.5.3.6.

Fuel consumption (weighted, combined) (8) (as applicable):

Vehicle High: FCweighted … l/100 km or kg/100 km

Vehicle Low (if applicable): FCweighted … l/100 km or kg/100 km

Vehicle M (if applicable): FCweighted … l/100 km or kg/100 km

2.5.3.7.

Ranges:

2.5.3.7.1.

All Electric Range AER

AER (km)	Test	City	Combined
AER values	1
	2
	3
	Average
Final values AER

2.5.3.7.2.

Equivalent All Electric Range EAER (where applicable)

EAER (km)	Low	Medium	High	Extra High	City	Combined
EAER values

2.5.3.7.3.

Actual Charge-Depleting Range RCDA

RCDA (km)	Combined
RCDA values

2.5.3.7.4.

Charge-Depleting Cycle Range RCDC

RCDC (km)	Test	Combined
RCDC values	1
	2
	3
	Average
Final values RCDC

2.5.3.8.

Electric energy consumption

2.5.3.8.1.

Electric Energy Consumption EC

EAC(Wh)

EC (Wh/km)	Low	Medium	High	Extra High	City	Combined
Electric energy consumption values

2.5.3.8.2.

UF-weighted charge-depleting electric energy consumption ECAC,CD (combined)

ECAC,CD (Wh/km)	Test	Combined
ECAC,CD values	1
	2
	3
	Average
Final values ECAC,CD

2.5.3.8.3.

UF-weighted electric energy consumption ECAC, weighted (combined)

ECAC,weighted (Wh/km)	Test	Combined
ECAC,weighted values	1
	2
	3
	Average
Final values ECAC,weighted

Repeat 2.5.3. in case of base vehicle.

2.5.4.

Not Off Vehicle Charging Fuel Cell Hybrid Vehicles (NOVC-FCHV)

Fuel Consumption (kg/100 km) or Fuel Efficiency (km/kg)(1)	Combined
Final values FCc or FEc

Repeat 2.5.4. in case of base vehicle.

2.5.5.

Device for monitoring the consumption of fuel and/or electric energy: yes/not applicable …

3. Remarks: …

Explanatory Notes

(4)	If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this information, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC??123??)

(5)	(Reserved)

(5a)	(Reserved)

(6)	(Reserved)

(8)	Where applicable.

(9)	Round to 2 decimal places

(10)	Round to 4 decimal places

(11)	Not applicable

(12)	Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx.

(13)	Round to 1 decimal place more than limit value.

(14)	Indicate the applicable procedure.

(22)	Applicable Type 1 cycle: Annex B1 of UN Regulation No. 154

(23)	If modelling is applied instead of the type 1 test-cycle, this value shall be the one provided by the modelling methodology.

(a)	Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)

(1) Type of tyre according UN Regulation No. 117

(2) Where applicable.

(3) Round to two decimal numbers.

(4) For vehicles equipped with positive-ignition engines.

(5) For compression-ignition engine vehicles.

(6) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)

(7) Measured over the combined cycle

(8) Measured over the combined cycle

ANNEX A3

Arrangements of the approval mark

In the approval mark issued and affixed to a vehicle in conformity with paragraph 5. of this Regulation, the type approval number shall be accompanied by an alphanumeric character reflecting the level that the approval is limited to.

This annex outlines the appearance of this mark and gives an example how it shall be composed.

The following schematic graphic presents the general lay-out, proportions and contents of the marking. The meaning of numbers and alphabetical character are identified, and sources to determine the corresponding alternatives for each approval case are also referred.

(1)

The following graphic is a practical example of how the marking should be composed.

The preceding approval mark affixed to a vehicle in conformity with paragraph 5. of this Regulation shows that the vehicle type concerned has been approved in the United Kingdom (E 11), pursuant to UN Regulation No. 154 under approval number 2439, as defined in Section 3 of paragraph 5.2.1. This mark indicates that the approval was given in accordance with the requirements of this Regulation in its original version. Furthermore, the accompanying code (1A) denotes that the vehicle is approved to Level 1A (Europe).

The following graphic is a practical example of how the marking should be composed.

The preceding approval mark affixed to a vehicle in conformity with paragraph 5. of this Regulation shows that the vehicle type concerned has been approved in France (E 2), pursuant to:

(a)

UN Regulation No. 83 under section 3 of approval number 9876. This mark indicates that the approval was given in accordance with the requirements of this Regulation with the 08 series of amendments incorporated. Furthermore, the accompanying code (ZA) denotes that the vehicle is approved under a certain level of requirements associated with the ZA character.

(b)

This Regulation under approval number 2439, as defined in Section 3 of paragraph 5.2.1. This mark indicates that the approval was given in accordance with the requirements of this Regulation in its original version. Furthermore, the accompanying code (1A) denotes that the vehicle is approved to Level 1A (Europe).

Table A3/1

Characters with reference to approval level

Code	Contracting Party on which the requirements are based
1A	European Union
1B	Japan
02	Harmonized

(1) Number of country according to footnote in paragraph 5.4.1. of this Regulation.

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, CO2 emissions, fuel consumption, electric energy consumption and electric range from light-duty vehicles.

ANNEX B1

Worldwide light-duty test cycles (WLTC)

1. 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. 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. 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.

For Level 1A;

A complete Class 2 cycle shall consist of a low phase (Low2), a medium phase (Medium2), a high phase (High2) and an extra high phase (Extra High2).

For Level 1B;

A complete Class 2 cycle shall 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.

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.

3.2.5.

The Extra High2 phase is described in Figure A1/6 and Table A1/6.

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.

For Level 1A;

A complete Class 3a cycle shall consist of a low phase (Low3), a medium phase (Medium3a), a high phase (High3a) and an extra high phase (Extra High3).

For Level 1B;

A complete Class 3a cycle shall 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.

3.3.1.5.

The Extra High3 phase is described in Figure A1/12 and Table A1/12.

3.3.2.

Class 3b cycle

3.3.2.1.

For Level 1A;

A complete Class 3b cycle shall consist of a low phase (Low3) phase, a medium phase (Medium3b), a high phase (High3b) and an extra high phase (Extra High3).

For Level 1B;

A complete Class 3b cycle shall 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.

3.3.2.5.

The Extra High3 phase is described in Figure A1/12 and Table A1/12.

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.

For Level 1A;

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)

The high speed phase starts at second 1022 (tstart_high2, tstart_high3) and ends at second 1477 (tend_high2, tend_high3, duration 455 s)

The extra high speed phase starts at second 1477 (tstart_exhigh2, tstart_exhigh3) and ends at second 1800 (tend_exhigh2, tend_exhigh3, duration 323 s)

For Level 1B;

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)

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.

WLTC city cycles

For Level 1A;

OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b WLTC and WLTC city cycles (see Annex B8).

The WLTC city cycle consists of the low and medium speed phases only.

For Level 1B;

OVC-HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b WLTC cycles (see Annex B8).

4. 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

Table A1/1

WLTC, Class 1 cycle, phase Low11

(Second 589 is the end of phase Low11 and the start of phase Medium1)

Time in s	Speed in km/h
0	0.0
1	0.0
2	0.0
3	0.0
4	0.0
5	0.0
6	0.0
7	0.0
8	0.0
9	0.0
10	0.0
11	0.0
12	0.2
13	3.1
14	5.7
15	8.0
16	10.1
17	12.0
18	13.8
19	15.4
20	16.7
21	17.7
22	18.3
23	18.8
24	18.9
25	18.4
26	16.9
27	14.3
28	10.8
29	7.1
30	4.0
31	0.0
32	0.0
33	0.0
34	0.0
35	1.5
36	3.8
37	5.6
38	7.5
39	9.2
40	10.8
41	12.4
42	13.8
43	15.2
44	16.3
45	17.3
46	18.0
47	18.8
48	19.5
49	20.2
50	20.9
51	21.7
52	22.4
53	23.1
54	23.7
55	24.4
56	25.1
57	25.4
58	25.2
59	23.4
60	21.8
61	19.7
62	17.3
63	14.7
64	12.0
65	9.4
66	5.6
67	3.1
68	0.0
69	0.0
70	0.0
71	0.0
72	0.0
73	0.0
74	0.0
75	0.0
76	0.0
77	0.0
78	0.0
79	0.0
80	0.0
81	0.0
82	0.0
83	0.0
84	0.0
85	0.0
86	0.0
87	0.0
88	0.0
89	0.0
90	0.0
91	0.0
92	0.0
93	0.0
94	0.0
95	0.0
96	0.0
97	0.0
98	0.0
99	0.0
100	0.0
101	0.0
102	0.0
103	0.0
104	0.0
105	0.0
106	0.0
107	0.0
108	0.7
109	1.1
110	1.9
111	2.5
112	3.5
113	4.7
114	6.1
115	7.5
116	9.4
117	11.0
118	12.9
119	14.5
120	16.4
121	18.0
122	20.0
123	21.5
124	23.5
125	25.0
126	26.8
127	28.2
128	30.0
129	31.4
130	32.5
131	33.2
132	33.4
133	33.7
134	33.9
135	34.2
136	34.4
137	34.7
138	34.9
139	35.2
140	35.4
141	35.7
142	35.9
143	36.6
144	37.5
145	38.4
146	39.3
147	40.0
148	40.6
149	41.1
150	41.4
151	41.6
152	41.8
153	41.8
154	41.9
155	41.9
156	42.0
157	42.0
158	42.2
159	42.3
160	42.6
161	43.0
162	43.3
163	43.7
164	44.0
165	44.3
166	44.5
167	44.6
168	44.6
169	44.5
170	44.4
171	44.3
172	44.2
173	44.1
174	44.0
175	43.9
176	43.8
177	43.7
178	43.6
179	43.5
180	43.4
181	43.3
182	43.1
183	42.9
184	42.7
185	42.5
186	42.3
187	42.2
188	42.2
189	42.2
190	42.3
191	42.4
192	42.5
193	42.7
194	42.9
195	43.1
196	43.2
197	43.3
198	43.4
199	43.4
200	43.2
201	42.9
202	42.6
203	42.2
204	41.9
205	41.5
206	41.0
207	40.5
208	39.9
209	39.3
210	38.7
211	38.1
212	37.5
213	36.9
214	36.3
215	35.7
216	35.1
217	34.5
218	33.9
219	33.6
220	33.5
221	33.6
222	33.9
223	34.3
224	34.7
225	35.1
226	35.5
227	35.9
228	36.4
229	36.9
230	37.4
231	37.9
232	38.3
233	38.7
234	39.1
235	39.3
236	39.5
237	39.7
238	39.9
239	40.0
240	40.1
241	40.2
242	40.3
243	40.4
244	40.5
245	40.5
246	40.4
247	40.3
248	40.2
249	40.1
250	39.7
251	38.8
252	37.4
253	35.6
254	33.4
255	31.2
256	29.1
257	27.6
258	26.6
259	26.2
260	26.3
261	26.7
262	27.5
263	28.4
264	29.4
265	30.4
266	31.2
267	31.9
268	32.5
269	33.0
270	33.4
271	33.8
272	34.1
273	34.3
274	34.3
275	33.9
276	33.3
277	32.6
278	31.8
279	30.7
280	29.6
281	28.6
282	27.8
283	27.0
284	26.4
285	25.8
286	25.3
287	24.9
288	24.5
289	24.2
290	24.0
291	23.8
292	23.6
293	23.5
294	23.4
295	23.3
296	23.3
297	23.2
298	23.1
299	23.0
300	22.8
301	22.5
302	22.1
303	21.7
304	21.1
305	20.4
306	19.5
307	18.5
308	17.6
309	16.6
310	15.7
311	14.9
312	14.3
313	14.1
314	14.0
315	13.9
316	13.8
317	13.7
318	13.6
319	13.5
320	13.4
321	13.3
322	13.2
323	13.2
324	13.2
325	13.4
326	13.5
327	13.7
328	13.8
329	14.0
330	14.1
331	14.3
332	14.4
333	14.4
334	14.4
335	14.3
336	14.3
337	14.0
338	13.0
339	11.4
340	10.2
341	8.0
342	7.0
343	6.0
344	5.5
345	5.0
346	4.5
347	4.0
348	3.5
349	3.0
350	2.5
351	2.0
352	1.5
353	1.0
354	0.5
355	0.0
356	0.0
357	0.0
358	0.0
359	0.0
360	0.0
361	2.2
362	4.5
363	6.6
364	8.6
365	10.6
366	12.5
367	14.4
368	16.3
369	17.9
370	19.1
371	19.9
372	20.3
373	20.5
374	20.7
375	21.0
376	21.6
377	22.6
378	23.7
379	24.8
380	25.7
381	26.2
382	26.4
383	26.4
384	26.4
385	26.5
386	26.6
387	26.8
388	26.9
389	27.2
390	27.5
391	28.0
392	28.8
393	29.9
394	31.0
395	31.9
396	32.5
397	32.6
398	32.4
399	32.0
400	31.3
401	30.3
402	28.0
403	27.0
404	24.0
405	22.5
406	19.0
407	17.5
408	14.0
409	12.5
410	9.0
411	7.5
412	4.0
413	2.9
414	0.0
415	0.0
416	0.0
417	0.0
418	0.0
419	0.0
420	0.0
421	0.0
422	0.0
423	0.0
424	0.0
425	0.0
426	0.0
427	0.0
428	0.0
429	0.0
430	0.0
431	0.0
432	0.0
433	0.0
434	0.0
435	0.0
436	0.0
437	0.0
438	0.0
439	0.0
440	0.0
441	0.0
442	0.0
443	0.0
444	0.0
445	0.0
446	0.0
447	0.0
448	0.0
449	0.0
450	0.0
451	0.0
452	0.0
453	0.0
454	0.0
455	0.0
456	0.0
457	0.0
458	0.0
459	0.0
460	0.0
461	0.0
462	0.0
463	0.0
464	0.0
465	0.0
466	0.0
467	0.0
468	0.0
469	0.0
470	0.0
471	0.0
472	0.0
473	0.0
474	0.0
475	0.0
476	0.0
477	0.0
478	0.0
479	0.0
480	0.0
481	1.6
482	3.1
483	4.6
484	6.1
485	7.8
486	9.5
487	11.3
488	13.2
489	15.0
490	16.8
491	18.4
492	20.1
493	21.6
494	23.1
495	24.6
496	26.0
497	27.5
498	29.0
499	30.6
500	32.1
501	33.7
502	35.3
503	36.8
504	38.1
505	39.3
506	40.4
507	41.2
508	41.9
509	42.6
510	43.3
511	44.0
512	44.6
513	45.3
514	45.5
515	45.5
516	45.2
517	44.7
518	44.2
519	43.6
520	43.1
521	42.8
522	42.7
523	42.8
524	43.3
525	43.9
526	44.6
527	45.4
528	46.3
529	47.2
530	47.8
531	48.2
532	48.5
533	48.7
534	48.9
535	49.1
536	49.1
537	49.0
538	48.8
539	48.6
540	48.5
541	48.4
542	48.3
543	48.2
544	48.1
545	47.5
546	46.7
547	45.7
548	44.6
549	42.9
550	40.8
551	38.2
552	35.3
553	31.8
554	28.7
555	25.8
556	22.9
557	20.2
558	17.3
559	15.0
560	12.3
561	10.3
562	7.8
563	6.5
564	4.4
565	3.2
566	1.2
567	0.0
568	0.0
569	0.0
570	0.0
571	0.0
572	0.0
573	0.0
574	0.0
575	0.0
576	0.0
577	0.0
578	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

Table A1/2a

WLTC, Class 1 cycle, phase Medium1

(The start of this phase is at second 589)

Time in s	Speed in km/h
590	0.0
591	0.0
592	0.0
593	0.0
594	0.0
595	0.0
596	0.0
597	0.0
598	0.0
599	0.0
600	0.6
601	1.9
602	2.7
603	5.2
604	7.0
605	9.6
606	11.4
607	14.1
608	15.8
609	18.2
610	19.7
611	21.8
612	23.2
613	24.7
614	25.8
615	26.7
616	27.2
617	27.7
618	28.1
619	28.4
620	28.7
621	29.0
622	29.2
623	29.4
624	29.4
625	29.3
626	28.9
627	28.5
628	28.1
629	27.6
630	26.9
631	26.0
632	24.6
633	22.8
634	21.0
635	19.5
636	18.6
637	18.4
638	19.0
639	20.1
640	21.5
641	23.1
642	24.9
643	26.4
644	27.9
645	29.2
646	30.4
647	31.6
648	32.8
649	34.0
650	35.1
651	36.3
652	37.4
653	38.6
654	39.6
655	40.6
656	41.6
657	42.4
658	43.0
659	43.6
660	44.0
661	44.4
662	44.8
663	45.2
664	45.6
665	46.0
666	46.5
667	47.0
668	47.5
669	48.0
670	48.6
671	49.1
672	49.7
673	50.2
674	50.8
675	51.3
676	51.8
677	52.3
678	52.9
679	53.4
680	54.0
681	54.5
682	55.1
683	55.6
684	56.2
685	56.7
686	57.3
687	57.9
688	58.4
689	58.8
690	58.9
691	58.4
692	58.1
693	57.6
694	56.9
695	56.3
696	55.7
697	55.3
698	55.0
699	54.7
700	54.5
701	54.4
702	54.3
703	54.2
704	54.1
705	53.8
706	53.5
707	53.0
708	52.6
709	52.2
710	51.9
711	51.7
712	51.7
713	51.8
714	52.0
715	52.3
716	52.6
717	52.9
718	53.1
719	53.2
720	53.3
721	53.3
722	53.4
723	53.5
724	53.7
725	54.0
726	54.4
727	54.9
728	55.6
729	56.3
730	57.1
731	57.9
732	58.8
733	59.6
734	60.3
735	60.9
736	61.3
737	61.7
738	61.8
739	61.8
740	61.6
741	61.2
742	60.8
743	60.4
744	59.9
745	59.4
746	58.9
747	58.6
748	58.2
749	57.9
750	57.7
751	57.5
752	57.2
753	57.0
754	56.8
755	56.6
756	56.6
757	56.7
758	57.1
759	57.6
760	58.2
761	59.0
762	59.8
763	60.6
764	61.4
765	62.2
766	62.9
767	63.5
768	64.2
769	64.4
770	64.4
771	64.0
772	63.5
773	62.9
774	62.4
775	62.0
776	61.6
777	61.4
778	61.2
779	61.0
780	60.7
781	60.2
782	59.6
783	58.9
784	58.1
785	57.2
786	56.3
787	55.3
788	54.4
789	53.4
790	52.4
791	51.4
792	50.4
793	49.4
794	48.5
795	47.5
796	46.5
797	45.4
798	44.3
799	43.1
800	42.0
801	40.8
802	39.7
803	38.8
804	38.1
805	37.4
806	37.1
807	36.9
808	37.0
809	37.5
810	37.8
811	38.2
812	38.6
813	39.1
814	39.6
815	40.1
816	40.7
817	41.3
818	41.9
819	42.7
820	43.4
821	44.2
822	45.0
823	45.9
824	46.8
825	47.7
826	48.7
827	49.7
828	50.6
829	51.6
830	52.5
831	53.3
832	54.1
833	54.7
834	55.3
835	55.7
836	56.1
837	56.4
838	56.7
839	57.1
840	57.5
841	58.0
842	58.7
843	59.3
844	60.0
845	60.6
846	61.3
847	61.5
848	61.5
849	61.4
850	61.2
851	60.5
852	60.0
853	59.5
854	58.9
855	58.4
856	57.9
857	57.5
858	57.1
859	56.7
860	56.4
861	56.1
862	55.8
863	55.5
864	55.3
865	55.0
866	54.7
867	54.4
868	54.2
869	54.0
870	53.9
871	53.7
872	53.6
873	53.5
874	53.4
875	53.3
876	53.2
877	53.1
878	53.0
879	53.0
880	53.0
881	53.0
882	53.0
883	53.0
884	52.8
885	52.5
886	51.9
887	51.1
888	50.2
889	49.2
890	48.2
891	47.3
892	46.4
893	45.6
894	45.0
895	44.3
896	43.8
897	43.3
898	42.8
899	42.4
900	42.0
901	41.6
902	41.1
903	40.3
904	39.5
905	38.6
906	37.7
907	36.7
908	36.2
909	36.0
910	36.2
911	37.0
912	38.0
913	39.0
914	39.7
915	40.2
916	40.7
917	41.2
918	41.7
919	42.2
920	42.7
921	43.2
922	43.6
923	44.0
924	44.2
925	44.4
926	44.5
927	44.6
928	44.7
929	44.6
930	44.5
931	44.4
932	44.2
933	44.1
934	43.7
935	43.3
936	42.8
937	42.3
938	41.6
939	40.7
940	39.8
941	38.8
942	37.8
943	36.9
944	36.1
945	35.5
946	35.0
947	34.7
948	34.4
949	34.1
950	33.9
951	33.6
952	33.3
953	33.0
954	32.7
955	32.3
956	31.9
957	31.5
958	31.0
959	30.6
960	30.2
961	29.7
962	29.1
963	28.4
964	27.6
965	26.8
966	26.0
967	25.1
968	24.2
969	23.3
970	22.4
971	21.5
972	20.6
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
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 in s	Speed in km/h
1023	0.0
1024	0.0
1025	0.0
1026	0.0
1027	0.0
1028	0.0
1029	0.0
1030	0.0
1031	0.0
1032	0.0
1033	0.0
1034	0.2
1035	3.1
1036	5.7
1037	8.0
1038	10.1
1039	12.0
1040	13.8
1041	15.4
1042	16.7
1043	17.7
1044	18.3
1045	18.8
1046	18.9
1047	18.4
1048	16.9
1049	14.3
1050	10.8
1051	7.1
1052	4.0
1053	0.0
1054	0.0
1055	0.0
1056	0.0
1057	1.5
1058	3.8
1059	5.6
1060	7.5
1061	9.2
1062	10.8
1063	12.4
1064	13.8
1065	15.2
1066	16.3
1067	17.3
1068	18.0
1069	18.8
1070	19.5
1071	20.2
1072	20.9
1073	21.7
1074	22.4
1075	23.1
1076	23.7
1077	24.4
1078	25.1
1079	25.4
1080	25.2
1081	23.4
1082	21.8
1083	19.7
1084	17.3
1085	14.7
1086	12.0
1087	9.4
1088	5.6
1089	3.1
1090	0.0
1091	0.0
1092	0.0
1093	0.0
1094	0.0
1095	0.0
1096	0.0
1097	0.0
1098	0.0
1099	0.0
1100	0.0
1101	0.0
1102	0.0
1103	0.0
1104	0.0
1105	0.0
1106	0.0
1107	0.0
1108	0.0
1109	0.0
1110	0.0
1111	0.0
1112	0.0
1113	0.0
1114	0.0
1115	0.0
1116	0.0
1117	0.0
1118	0.0
1119	0.0
1120	0.0
1121	0.0
1122	0.0
1123	0.0
1124	0.0
1125	0.0
1126	0.0
1127	0.0
1128	0.0
1129	0.0
1130	0.7
1131	1.1
1132	1.9
1133	2.5
1134	3.5
1135	4.7
1136	6.1
1137	7.5
1138	9.4
1139	11.0
1140	12.9
1141	14.5
1142	16.4
1143	18.0
1144	20.0
1145	21.5
1146	23.5
1147	25.0
1148	26.8
1149	28.2
1150	30.0
1151	31.4
1152	32.5
1153	33.2
1154	33.4
1155	33.7
1156	33.9
1157	34.2
1158	34.4
1159	34.7
1160	34.9
1161	35.2
1162	35.4
1163	35.7
1164	35.9
1165	36.6
1166	37.5
1167	38.4
1168	39.3
1169	40.0
1170	40.6
1171	41.1
1172	41.4
1173	41.6
1174	41.8
1175	41.8
1176	41.9
1177	41.9
1178	42.0
1179	42.0
1180	42.2
1181	42.3
1182	42.6
1183	43.0
1184	43.3
1185	43.7
1186	44.0
1187	44.3
1188	44.5
1189	44.6
1190	44.6
1191	44.5
1192	44.4
1193	44.3
1194	44.2
1195	44.1
1196	44.0
1197	43.9
1198	43.8
1199	43.7
1200	43.6
1201	43.5
1202	43.4
1203	43.3
1204	43.1
1205	42.9
1206	42.7
1207	42.5
1208	42.3
1209	42.2
1210	42.2
1211	42.2
1212	42.3
1213	42.4
1214	42.5
1215	42.7
1216	42.9
1217	43.1
1218	43.2
1219	43.3
1220	43.4
1221	43.4
1222	43.2
1223	42.9
1224	42.6
1225	42.2
1226	41.9
1227	41.5
1228	41.0
1229	40.5
1230	39.9
1231	39.3
1232	38.7
1233	38.1
1234	37.5
1235	36.9
1236	36.3
1237	35.7
1238	35.1
1239	34.5
1240	33.9
1241	33.6
1242	33.5
1243	33.6
1244	33.9
1245	34.3
1246	34.7
1247	35.1
1248	35.5
1249	35.9
1250	36.4
1251	36.9
1252	37.4
1253	37.9
1254	38.3
1255	38.7
1256	39.1
1257	39.3
1258	39.5
1259	39.7
1260	39.9
1261	40.0
1262	40.1
1263	40.2
1264	40.3
1265	40.4
1266	40.5
1267	40.5
1268	40.4
1269	40.3
1270	40.2
1271	40.1
1272	39.7
1273	38.8
1274	37.4
1275	35.6
1276	33.4
1277	31.2
1278	29.1
1279	27.6
1280	26.6
1281	26.2
1282	26.3
1283	26.7
1284	27.5
1285	28.4
1286	29.4
1287	30.4
1288	31.2
1289	31.9
1290	32.5
1291	33.0
1292	33.4
1293	33.8
1294	34.1
1295	34.3
1296	34.3
1297	33.9
1298	33.3
1299	32.6
1300	31.8
1301	30.7
1302	29.6
1303	28.6
1304	27.8
1305	27.0
1306	26.4
1307	25.8
1308	25.3
1309	24.9
1310	24.5
1311	24.2
1312	24.0
1313	23.8
1314	23.6
1315	23.5
1316	23.4
1317	23.3
1318	23.3
1319	23.2
1320	23.1
1321	23.0
1322	22.8
1323	22.5
1324	22.1
1325	21.7
1326	21.1
1327	20.4
1328	19.5
1329	18.5
1330	17.6
1331	16.6
1332	15.7
1333	14.9
1334	14.3
1335	14.1
1336	14.0
1337	13.9
1338	13.8
1339	13.7
1340	13.6
1341	13.5
1342	13.4
1343	13.3
1344	13.2
1345	13.2
1346	13.2
1347	13.4
1348	13.5
1349	13.7
1350	13.8
1351	14.0
1352	14.1
1353	14.3
1354	14.4
1355	14.4
1356	14.4
1357	14.3
1358	14.3
1359	14.0
1360	13.0
1361	11.4
1362	10.2
1363	8.0
1364	7.0
1365	6.0
1366	5.5
1367	5.0
1368	4.5
1369	4.0
1370	3.5
1371	3.0
1372	2.5
1373	2.0
1374	1.5
1375	1.0
1376	0.5
1377	0.0
1378	0.0
1379	0.0
1380	0.0
1381	0.0
1382	0.0
1383	2.2
1384	4.5
1385	6.6
1386	8.6
1387	10.6
1388	12.5
1389	14.4
1390	16.3
1391	17.9
1392	19.1
1393	19.9
1394	20.3
1395	20.5
1396	20.7
1397	21.0
1398	21.6
1399	22.6
1400	23.7
1401	24.8
1402	25.7
1403	26.2
1404	26.4
1405	26.4
1406	26.4
1407	26.5
1408	26.6
1409	26.8
1410	26.9
1411	27.2
1412	27.5
1413	28.0
1414	28.8
1415	29.9
1416	31.0
1417	31.9
1418	32.5
1419	32.6
1420	32.4
1421	32.0
1422	31.3
1423	30.3
1424	28.0
1425	27.0
1426	24.0
1427	22.5
1428	19.0
1429	17.5
1430	14.0
1431	12.5
1432	9.0
1433	7.5
1434	4.0
1435	2.9
1436	0.0
1437	0.0
1438	0.0
1439	0.0
1440	0.0
1441	0.0
1442	0.0
1443	0.0
1444	0.0
1445	0.0
1446	0.0
1447	0.0
1448	0.0
1449	0.0
1450	0.0
1451	0.0
1452	0.0
1453	0.0
1454	0.0
1455	0.0
1456	0.0
1457	0.0
1458	0.0
1459	0.0
1460	0.0
1461	0.0
1462	0.0
1463	0.0
1464	0.0
1465	0.0
1466	0.0
1467	0.0
1468	0.0
1469	0.0
1470	0.0
1471	0.0
1472	0.0
1473	0.0
1474	0.0
1475	0.0
1476	0.0
1477	0.0
1478	0.0
1479	0.0
1480	0.0
1481	0.0
1482	0.0
1483	0.0
1484	0.0
1485	0.0
1486	0.0
1487	0.0
1488	0.0
1489	0.0
1490	0.0
1491	0.0
1492	0.0
1493	0.0
1494	0.0
1495	0.0
1496	0.0
1497	0.0
1498	0.0
1499	0.0
1500	0.0
1501	0.0
1502	0.0
1503	1.6
1504	3.1
1505	4.6
1506	6.1
1507	7.8
1508	9.5
1509	11.3
1510	13.2
1511	15.0
1512	16.8
1513	18.4
1514	20.1
1515	21.6
1516	23.1
1517	24.6
1518	26.0
1519	27.5
1520	29.0
1521	30.6
1522	32.1
1523	33.7
1524	35.3
1525	36.8
1526	38.1
1527	39.3
1528	40.4
1529	41.2
1530	41.9
1531	42.6
1532	43.3
1533	44.0
1534	44.6
1535	45.3
1536	45.5
1537	45.5
1538	45.2
1539	44.7
1540	44.2
1541	43.6
1542	43.1
1543	42.8
1544	42.7
1545	42.8
1546	43.3
1547	43.9
1548	44.6
1549	45.4
1550	46.3
1551	47.2
1552	47.8
1553	48.2
1554	48.5
1555	48.7
1556	48.9
1557	49.1
1558	49.1
1559	49.0
1560	48.8
1561	48.6
1562	48.5
1563	48.4
1564	48.3
1565	48.2
1566	48.1
1567	47.5
1568	46.7
1569	45.7
1570	44.6
1571	42.9
1572	40.8
1573	38.2
1574	35.3
1575	31.8
1576	28.7
1577	25.8
1578	22.9
1579	20.2
1580	17.3
1581	15.0
1582	12.3
1583	10.3
1584	7.8
1585	6.5
1586	4.4
1587	3.2
1588	1.2
1589	0.0
1590	0.0
1591	0.0
1592	0.0
1593	0.0
1594	0.0
1595	0.0
1596	0.0
1597	0.0
1598	0.0
1599	0.0
1600	0.0
1601	0.0
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

5. 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

Figure A1/6

This figure is only applicable for Level 1A

WLTC, Class 2 cycle, phase Extra High2

Table A1/3

WLTC, Class 2 cycle, phase Low2

(Second 589 is the end of phase Low1 and the start of phase Medium1)

Time in s	Speed in km/h
0	0.0
1	0.0
2	0.0
3	0.0
4	0.0
5	0.0
6	0.0
7	0.0
8	0.0
9	0.0
10	0.0
11	0.0
12	0.0
13	1.2
14	2.6
15	4.9
16	7.3
17	9.4
18	11.4
19	12.7
20	13.3
21	13.4
22	13.3
23	13.1
24	12.5
25	11.1
26	8.9
27	6.2
28	3.8
29	1.8
30	0.0
31	0.0
32	0.0
33	0.0
34	1.5
35	2.8
36	3.6
37	4.5
38	5.3
39	6.0
40	6.6
41	7.3
42	7.9
43	8.6
44	9.3
45	10
46	10.8
47	11.6
48	12.4
49	13.2
50	14.2
51	14.8
52	14.7
53	14.4
54	14.1
55	13.6
56	13.0
57	12.4
58	11.8
59	11.2
60	10.6
61	9.9
62	9.0
63	8.2
64	7.0
65	4.8
66	2.3
67	0.0
68	0.0
69	0.0
70	0.0
71	0.0
72	0.0
73	0.0
74	0.0
75	0.0
76	0.0
77	0.0
78	0.0
79	0.0
80	0.0
81	0.0
82	0.0
83	0.0
84	0.0
85	0.0
86	0.0
87	0.0
88	0.0
89	0.0
90	0.0
91	0.0
92	0.0
93	0.0
94	0.0
95	0.0
96	0.0
97	0.0
98	0.0
99	0.0
100	0.0
101	0.0
102	0.0
103	0.0
104	0.0
105	0.0
106	0.0
107	0.8
108	1.4
109	2.3
110	3.5
111	4.7
112	5.9
113	7.4
114	9.2
115	11.7
116	13.5
117	15.0
118	16.2
119	16.8
120	17.5
121	18.8
122	20.3
123	22.0
124	23.6
125	24.8
126	25.6
127	26.3
128	27.2
129	28.3
130	29.6
131	30.9
132	32.2
133	33.4
134	35.1
135	37.2
136	38.7
137	39.0
138	40.1
139	40.4
140	39.7
141	36.8
142	35.1
143	32.2
144	31.1
145	30.8
146	29.7
147	29.4
148	29.0
149	28.5
150	26.0
151	23.4
152	20.7
153	17.4
154	15.2
155	13.5
156	13.0
157	12.4
158	12.3
159	12.2
160	12.3
161	12.4
162	12.5
163	12.7
164	12.8
165	13.2
166	14.3
167	16.5
168	19.4
169	21.7
170	23.1
171	23.5
172	24.2
173	24.8
174	25.4
175	25.8
176	26.5
177	27.2
178	28.3
179	29.9
180	32.4
181	35.1
182	37.5
183	39.2
184	40.5
185	41.4
186	42.0
187	42.5
188	43.2
189	44.4
190	45.9
191	47.6
192	49.0
193	50.0
194	50.2
195	50.1
196	49.8
197	49.4
198	48.9
199	48.5
200	48.3
201	48.2
202	47.9
203	47.1
204	45.5
205	43.2
206	40.6
207	38.5
208	36.9
209	35.9
210	35.3
211	34.8
212	34.5
213	34.2
214	34.0
215	33.8
216	33.6
217	33.5
218	33.5
219	33.4
220	33.3
221	33.3
222	33.2
223	33.1
224	33.0
225	32.9
226	32.8
227	32.7
228	32.5
229	32.3
230	31.8
231	31.4
232	30.9
233	30.6
234	30.6
235	30.7
236	32.0
237	33.5
238	35.8
239	37.6
240	38.8
241	39.6
242	40.1
243	40.9
244	41.8
245	43.3
246	44.7
247	46.4
248	47.9
249	49.6
250	49.6
251	48.8
252	48.0
253	47.5
254	47.1
255	46.9
256	45.8
257	45.8
258	45.8
259	45.9
260	46.2
261	46.4
262	46.6
263	46.8
264	47.0
265	47.3
266	47.5
267	47.9
268	48.3
269	48.3
270	48.2
271	48.0
272	47.7
273	47.2
274	46.5
275	45.2
276	43.7
277	42.0
278	40.4
279	39.0
280	37.7
281	36.4
282	35.2
283	34.3
284	33.8
285	33.3
286	32.5
287	30.9
288	28.6
289	25.9
290	23.1
291	20.1
292	17.3
293	15.1
294	13.7
295	13.4
296	13.9
297	15.0
298	16.3
299	17.4
300	18.2
301	18.6
302	19.0
303	19.4
304	19.8
305	20.1
306	20.5
307	20.2
308	18.6
309	16.5
310	14.4
311	13.4
312	12.9
313	12.7
314	12.4
315	12.4
316	12.8
317	14.1
318	16.2
319	18.8
320	21.9
321	25.0
322	28.4
323	31.3
324	34.0
325	34.6
326	33.9
327	31.9
328	30.0
329	29.0
330	27.9
331	27.1
332	26.4
333	25.9
334	25.5
335	25.0
336	24.6
337	23.9
338	23.0
339	21.8
340	20.7
341	19.6
342	18.7
343	18.1
344	17.5
345	16.7
346	15.4
347	13.6
348	11.2
349	8.6
350	6.0
351	3.1
352	1.2
353	0.0
354	0.0
355	0.0
356	0.0
357	0.0
358	0.0
359	0.0
360	1.4
361	3.2
362	5.6
363	8.1
364	10.3
365	12.1
366	12.6
367	13.6
368	14.5
369	15.6
370	16.8
371	18.2
372	19.6
373	20.9
374	22.3
375	23.8
376	25.4
377	27.0
378	28.6
379	30.2
380	31.2
381	31.2
382	30.7
383	29.5
384	28.6
385	27.7
386	26.9
387	26.1
388	25.4
389	24.6
390	23.6
391	22.6
392	21.7
393	20.7
394	19.8
395	18.8
396	17.7
397	16.6
398	15.6
399	14.8
400	14.3
401	13.8
402	13.4
403	13.1
404	12.8
405	12.3
406	11.6
407	10.5
408	9.0
409	7.2
410	5.2
411	2.9
412	1.2
413	0.0
414	0.0
415	0.0
416	0.0
417	0.0
418	0.0
419	0.0
420	0.0
421	0.0
422	0.0
423	0.0
424	0.0
425	0.0
426	0.0
427	0.0
428	0.0
429	0.0
430	0.0
431	0.0
432	0.0
433	0.0
434	0.0
435	0.0
436	0.0
437	0.0
438	0.0
439	0.0
440	0.0
441	0.0
442	0.0
443	0.0
444	0.0
445	0.0
446	0.0
447	0.0
448	0.0
449	0.0
450	0.0
451	0.0
452	0.0
453	0.0
454	0.0
455	0.0
456	0.0
457	0.0
458	0.0
459	0.0
460	0.0
461	0.0
462	0.0
463	0.0
464	0.0
465	0.0
466	0.0
467	0.0
468	0.0
469	0.0
470	0.0
471	0.0
472	0.0
473	0.0
474	0.0