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1. 21 2 2014 Official Journal of the European Union L 53 109 4 World Harmonised Motorcycle Test Cycle WMTC stage 3 Revised WMTC 1 Description of the stage 3 test cycle for L3e L4e L5e A L7e A L7e B and L7e C sub category vehicles The WMTC stage 3 to be used on the chassis dynamometer shall be as depicted in the following graph for sub category L3e L4e L5e A L7e A L7e B and L7e C vehicles Figure Ap6 9 WMIC stage 3 for 13 L4e L5e A L7e A L7e B and L7e C category vehicles 140 SL TAL ell IT 1000 1200 1400 1600 1800 Time Roller speed km h Vehicle speed parts 1 Vehicle speed parts 1 283 2 amp 3 reduced The revised also referred to WMTC stage 3 as shown in Figure Ap 6 9 is applicable for 13 L4e L5e A L7e A L7e B and L7e C vehicles and the vehicle speed trace of WMTC stage 3 is equivalent to WMTC stages 1 and 2 The WMTC stage 3 lasts 1 800 seconds and consists of two parts for vehicles with a low maximum design vehicle speed and three parts for the other L category vehicles to be carried out without interruption if allowed by maximum vehicle speed limitation The characteristic driving conditions idling acceleration steady speed deceleration etc of WMTC stage 3 are laid down in chapter 3 which sets out the detailed vehicle speed trace of the WMTC
2. x 2i x x 212 60 0 X 272 82 0 X 332 48 4 LL MEE ESL na x oa x 134 59 x _ ns 93 x m 2 x 335 569 x _ 216 65 5 X 276 82 3 X 336 59 4 X ee er ns es x xs 25 x 338 54 x ns 67 x 279 83 x 339 662 x A e we p p I ee E 1 EE L3 255 8200 eS za 65 x 284 804 x 3 744 x T _ xs 649 x 285_ 25 x 136 741 x ze 641 x 825 x 34 758 x 27 60 x 27 825 x e 765 x zs 61 x x 772 x _ ns 616 x 29 x 139 78 x 230 67 x 290 816 x 350 78 x os es 233 93 1353 39 1 x J B4 63 24 72 x 354 82 x 55 62 x 295 792 x 355 x ne 711 x 296 x 356 21 x 37 39 x 297_ 757_ x 22 x 74 x 298 732 x 358_ 94 x
3. 1 E 1999 2 0 0 X 63 23 0 X 123 34 4 X 11 99 1 X os et 594 X gt x 93 E981 552 6 0 0 X 67 4 8 X 127 34 7 X 7 0 0 X 68 1 9 X 128 33 9 X 8 0 0 X 69 0 0 X 129 32 4 X 2 99 X 1 1 1 797 99 10 0 0 X 71 0 0 X 131 26 1 X 11 0 0 X 72 0 0 X 132 22 X 12 0 0 X 73 0 0 X 133 18 6 X C AN UE M 14 0 0 X 75 5 8 X 135 17 7 X 15 0 0 X 76 11 8 X 136 21 1 X 16 0 0 X 77 17 3 X 137 25 4 X X41 e e Lb 1924 o puer LX 19 0 0 X 80 29 4 X 140 32 1 X ap oo 1X ea X5 22 10 x 8 347 x m 297 j XJ 23 2 6 X 84 34 8 X 144 28 1 X 948 1 E L 554 L 28 1 139 1531 3 27 12 0 X 88 36 2 X 148 9 7 X 7 X 1 559 XL 1 139 136 3531895 508 E91 987 1 LEX L5 199 13 1 1 31 21 2 92 38 9 X 152 0 0 X 3 T LH 1 993 52 1 35 28 0 96 38 1 X 156 0 0 X x 395 D 19131 1 14 Y 1392 37 1 33 303 I o o 13 T 1 1
4. X 42 x ies 368 x ie 0 43 27 4 X 104 37 X 164 LECCE pq 45 23 1 33 x 166 44 27a 34 x 19 0 47 27 5 X 108 37 5 X 168 48 27 6 X 109 37 4 X 169 49 27 6 X 110 36 9 X 170 ole EL ie soe ame S Sj 51 27 8 X 112 34 8 X 172 52 28 1 X 113 31 9 X 173 53 28 5 X 114 29 X 174 354 389 X Lib 36 X135 9 55 29 2 X 116 24 7 X 176 56 29 4 X 117 25 4 X 177 118 26 4 X 178 6 i 79 24 24 gt lt P lt P lt eM 24 gt lt P lt eMe P lt 24 gt lt px 24 gt lt gt lt gt lt P lt gt lt 21 2 2014 Official Journal of the European Union L 53 117 3 2 6 Table Ap6 32 WMTC stage 3 part 1 class 1 applicable for 1 and 11 Vmax lt 45 km h sub category vehicles cold or warm 181 to 360s roller roller phase indicators roller phase indicators time in s speed in time in s speed in time in s speed in km h km h cruise dec km h stop a cruise dec ese ace de a ok Pet par oe A OE S RR IRR D DRE S 183 243 13 X 303 27 8 X 5 Se e aene a i5 94 x 126 29 LX i6 18 X 321 x 306 25 x _ i 54 x 1324 3
5. 4 7 7 Cues Pi Ty Ti where mass of hydrocarbon emitted over the test phase grams 7 hydrocarbon concentration measured in the enclosure ppm volume Ci equivalent V net enclosure volume in cubic metres corrected for the volume of the vehicle If the volume of the vehicle is not determined a volume of 0 14 m shall be subtracted T ambient chamber temperature in L 53 180 Official Journal of the European Union 21 2 2014 6 2 barometric pressure in kPa A 11 hydrogen to carbon ratio 1 2 12 HIC where i is the initial reading f is the final reading H C is taken to be 2 33 for tank breathing losses H C is taken to be 2 20 for hot soak losses Hot soak losses means hydrocarbon emissions arising from the fuel system of a stationary vehicle after a period of driving assuming a ratio of C 5o Overall results of test The overall evaporative hydrocarbon mass emission for the vehicle is taken to be Equation Ap3 4 Miota Mus where Overall evaporative mass emissions of the vehicle grams evaporative hydrocarbon mass emission for the tank heat build grams Mys evaporative hydrocarbon mass emission for the hot soak grams Limit values When tested according to this Annex overall evaporative hydrocarbon mass emission for the vehicle shall be as specified in Part C of Annex VI to Regulati
6. 1 1343 266 21 4 gt lt 213 47 8 214 48 4 215 48 9 216 49 2 X X 24 1 332 26 8 333 27 0 X 274 264 x 334 272 275 234 335 274 29 9 217 49 6 30 5 336 27 5 X 337 27 7 cae Px 300324 x 136 3 21 2 2014 Official Journal of the European Union L 53 85 2 2 3 5 stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 361 to 540s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop cruise dec km h stop cruise dec km h stop cruise dec SS 367 E3288 1 L3 E2334 EH I8 363 254 423 36 5 483 0 0 DE a a 1598 367 28 3 427 40 7 487 368 29 2 428 41 4 X 488 369 29 5 X 429 41 7 X 489 EE Sa 371 28 9 431 40 9 X 491 19 2 X 372 28 1 X 432 40 5 X 492 19 7 X 373 27 1 433 40 2 X 493 19 8 X L E L3 E88 E81 ME 130 109 39 a 375 25 7 X 435 40 1 495 23 7 376 25 5 X 436 39 8 X 496 27 9 x 377 25 6 X 437 38 9 X 497 31 9 X v5 3 x 98 374 1554 2 85 9 380 26 9 440 34 1 X 500
7. 2 10 2 UNECE Regulation No 40 ECE R40 based driving cycle 1 Description of the test cycle The ECE R40 test cycle to be used on the chassis dynamometer shall be as depicted in the following graph Figure Ap6 3 ECE R40 based test cycle Roller speed km h 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 t s L 53 80 Official Journal of the European Union 21 2 2014 The ECE R40 based test cycle lasts 1 170 seconds and consists of six elementary urban operating cycle cycles to be carried out without interruption Each elementary urban cycle shall comprise fifteen driving condition phases idling acceleration steady speed deceleration etc as set out in points 2 and 3 2 The following cycle characteristic dynamometer roller speed profile versus test time shall be repeated 6 times in total The cold phase means the first 195 s one elementary urban cycle after cold start of the propulsion and warming up The warm phase is the last 975 s five elementary urban cycles when the propulsion is further warming up and finally running at operating temperature 2 1 Table 2 ECE R40 elementary urban cycle characteristic vehicle speed profile versus test time Duration of each Gear to be used Accel i Cumu nth f No Nature of operation Phase eration lative time 17 016 Case 01 manual shift gearbox 1 Idling 1 65 5s K 2 Accelerat
8. 960 35 69 5 X 96 88 0 156 97 5 X z ee e E x 706 x _ 72 x L5 998 x 38 ELM NEN E REN NEN 5 39 722 xX 100 xf 16 967 40 28 x jm 373 xf 937 a 732 PX 10 Jx 19 42 734 LX 103 875 16 904 xl 43 738 PX 104 74 164 906 xl 4 748 Jx T m s 1 45 767 x T 10 868 x 16 99 x 46 791 x 107 84 x 19 80 Xx amp x 3859 1388 359 L x a 81 x 109 82 X 19 31 A X 5 857 E 85 8 76 x ws pam aoe Pe i me ipae EE 2000 78 1 L 660 x 759 1 x im 07 x ee 4 5 747 x u6e 38 x 176 580 x 56 747 704 x 177 894 x 5 747 657 x 17 sas T 1 x s amp 746 X us 5 x 179 533 T x E E lt 6 X 60 74 1 X L 53 106 Official Journal of the European Union 21 2 2014 4 1 6 Table Ap6 24 stage 2 cycle part 3 for
9. 1000 1200 1400 1600 1800 Roller speed km h Ss Time s Vehicle speed 1 2 amp 3 Vehicle speed 1 2 amp 3 reduced 11 The WMTC stage 2 includes the same vehicle speed trace as WMTC stage 1 with supplemental gear shift prescriptions The WMTC stage 2 lasts 1 800 seconds and consists of three parts to be carried out without interruption The characteristic driving conditions idling acceleration steady speed deceleration etc are set out in the following points and tables 2 WMTC stage 2 cycle part 1 Figure Ap6 6 WMTC stage 2 part 1 weft LLBE TE Hark dou Roller speed km h 600 Time Vehicle class 2 2 amp 3 Vehicle class 1 amp 2 1 21 The WMTC stage 2 includes the same vehicle speed trace as WMTC stage 1 with supplemental gear shift prescriptions The characteristic roller speed versus test time of WMTC stage 2 cycle part 1 is set out in the following tables 21 2 2014 Official Journal of the European Union L 53 83 2 2 1 Table Ap6 3 stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 0 to 180 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop cruise dec km h stop acc cruise dec owja a 2 Oe
10. ws pam aoe Pe i me ipae EE 2000 78 1 L 660 x 759 1 x im 07 x ee 4 5 747 x u6e 38 x 176 580 x 56 747 704 x 177 894 x 5 747 657 x 17 sas T 1 x s amp 746 X us 5 x 179 533 T x E E lt 6 X 60 74 1 X L 53 102 Official Journal of the European Union 21 2 2014 4 1 2 Table Ap6 20 stage 2 cycle part 3 reduced speed for vehicle class 3 1 181 to 360s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise dec EL XqME E ee i E 1 D E M 243 108 2 244 108 2 307 963 303 96 2 X 304 96 4 lt 308 95 3 309 311 94 0 91 4 312 90 9 313 315 90 7 89 6 316 88 6 109 5 317 87 7 109 5 110 0 pet HI HI _______267 _ a 27 202 110 2 111 0 x 324 86 7 X X 325 87 8 X i DL E81 99 X
11. 00 Cx 329 oo 264 0 0 0 0 lt gt lt Ini 320 15 2 321 16 9 ns 205 206 60 0 207 60 0 208 59 8 59 9 X __ 26 00 32 5 265 268 0 0 29 324 24 6 Es x 209 210 59 9 211 59 9 212 59 9 59 9 Xx 7 132 8 2 21 4 24 P lt 24 24 gt lt gt lt 328 27 7 213 59 8 214 59 6 215 59 1 216 57 1 24 1 29 9 332 26 8 333 27 0 217 53 2 30 5 x 336 27 6 HEEBHEE X X X j X 34 1 1 X1 136 x 21 2 2014 Official Journal of the European Union L 53 89 227 Ap6 9 stage 2 cycle part 1 for vehicle classes 2 2 and 3 361 to 540s roller phase indicators roller phase indicators roller phase indicators time in s speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop cruise dec km h stop cruise dec 367 388 1 E35 E2334 363 25 4 423 36 5 483 0 0 a a 4 367 28 4 427 40 7 487 368 29 2 428 41 5 X 488 369 29 5 X 429 41 7 X 489
12. niae X 1 ndv where P is the rated power in kW my is the reference mass in kg is the idling speed in min s is the rated engine speed in min is the ratio between engine speed in min and vehicle speed in km h in gear 1 The downshift speed from gear 2 to gear 1 v31 shall be calculated using the following equation Equation 2 7 1 2 1 0 03 x s where ndv is the ratio between engine speed in min and vehicle speed in km h in gear 2 Since the cruise phases are defined by the phase indicator slight speed increases could occur and it may be appropriate to apply an upshift The upshift speeds v12 V23 and in km h during cruise phases shall be calculated using the following equations Equation 2 7 1 1 2 0 03 2 8 25 x 2 3 0 5753 my 75 0 1 x s X 1 21 2 2014 4 5 5 2 1 3 4 5 5 2 3 4 5 5 2 3 1 Official Journal of the European Union Equation 2 9 1 9 x 11 1 loss x my 7 gt 5 1 i 3t ide ng Step 2 Gear choice for each cycle sample In order to avoid different interpretations of acceleration deceleration cruise and stop phases corresponding indicators are added to the vehicle speed pattern as integral parts of the cycles see tables in A
13. 3 0 150 300 450 500 750 900 1050 1200 1350 1500 engine capacity in cm Class 1 L category vehicles that fulfil the following specifications belong to class 1 Table 1 1 sub classification criteria for class 1 L category vehicles engine capacity lt 150 cm and Vmax lt 100 km h class 1 Class 2 L category vehicles that fulfil the following specifications belong to class 2 and shall be sub classified in Table 1 2 sub classification criteria for class 2 L category vehicles Engine capacity lt 150 cm and 100 km h lt Vmax lt 115 km h or engine capacity sub class 2 1 2150 cm and Vmax lt 115 km h 115 km h lt Vmax lt 130 km h sub class 2 2 Class 3 L category vehicles that fulfil the following specifications belong to class 3 and shall be sub classified in Table 1 3 sub classification criteria for class 3 L category vehicles 130 lt Vmax lt 140 km h subclass 3 1 Vmax 2 140 km h or engine capacity gt 1 500 cm subclass 3 2 21 2 2014 Official Journal of the European Union L 53 15 4 3 4 WMTC test cycle parts The WMTC test cycle vehicle speed patterns for type I VII and VIII environmental tests consist of up to three parts as set out in Appendix 6 Depending on the L vehicle category subject to the WMTC laid down in point 4 5 4 1 and its classification in terms of engine displacement and maximum design vehicle speed in accordance with point 4 3 the following WMTC test cycle
14. Fx e 3 x 60 30 7 L 53 88 Official Journal of the European Union 21 2 2014 2 2 6 Ap6 8 WMTC stage 2 cycle part 1 for vehicle classes 2 2 and 3 181 to 360 5 roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise dec ii 90 x x x _ 13 1L 128 388 1 288 183 2 0 243 34 6 184 185 12 4 186 21 4 187 6 0 30 0 act X 244 32 7 25 5 307 261 X 303 27 8 X 304 27 2 X X X 1239 381 Lp 188 37 1 X 23 1 308 25 7 189 190 46 6 191 42 5 49 8 X 21 2 309 25 5 __ __ X X X e 251 17 8 311 26 4 192 52 4 15 3 312 27 3 193 194 55 6 195 54 4 56 1 x 11 5 X X X 313 28 1 X X X p ea e T8 H L4 255 25 315 26 0 196 56 2 256 0 0 24 gt lt 316 22 7 197 198 56 2 199 56 7 200 56 2 57 2 x X 0 0 gt lt 317 19 0 X 2881 0 0 gt lt 201 202 58 2 203 58 7 204 57 7 59 3 X X
15. 1 1 100 4 4 E 4 i 1 i 1 1 1 1 1 1 YN 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 minimum d L d 4 1 1 1 1 1 1 t t t 1 1 1 1 1 1 1 1 1 1 1 charge during soak in accordance with point 3 2 2 3 and 3 2 2 4 4 2 3 2 and 4 2 3 3 of Appendix 3 1 2 Condition B Figure Ap3 1 2 Condition B of the type VII test J 100 L hii I 1 SOC 4 4 1 1 1 1 l i 1 minimum 4 t 1 1 1 1 1 1 1 1 I 1 v 1 1 1 ILI D 1 initial state of charge 2 vehicle conditioning in accordance with point 3 3 1 1 or 4 3 1 1 optional of Appendix 3 3 discharge in accordance with point 3 3 1 1 or 4 3 1 1 of Appendix 3 4 soak in accordance with point 3 3 1 2 or 4 3 1 2 of Appendix 3 5 test in accordance with point 3 3 2 or 4 3 2 of Appendix 3 6 charging in accordance with point 3 3 3 or 4 3 3 of Appendix 3 7 discharging in accordance with point 3 3 4 or 4 3 4 of Appendix 3 8 8 charging in accordance with point 3 3 5 or 4 3 5 of Appendix 3 21 2 2014 1 1 1 2 1 3 2 2 3 1 3 2 Official Journal of the European Union Appendix 3 2 Method for measuring the electricity balance of the battery of OVC and NOVC HEV In
16. 596 7 597 99 598 0 0 X 600 21 2 2014 21 2 2014 Official Journal of the European Union L 53 87 2 2 5 Table Ap6 7 stage 2 cycle part 1 for vehicle classes 2 2 and 3 0 to 180s roller phase indicators roller phase indicators roller phase indicators time in s speed in time in s speed in time in s speed in km h stop cruise dec km h stop cruise dec km h stop cruise dec Vs x Lx L 99 x ae 1 49 L1 ae 33 L1 2 0 0 X 63 23 0 X 123 343 X X1 L 1 es LX ola 8 6 0 0 X 67 4 9 X 127 34 6 X 7 0 0 X 68 2 0 X 128 33 7 X 8 0 0 X 69 0 0 X 129 32 2 X L 4 10 0 0 X 71 0 0 X 131 26 0 X 11 0 0 X 72 0 0 X 132 22 0 X 12 0 0 X 73 0 0 X 133 18 5 X a 7 ee 14 0 0 X 75 5 8 X 135 17 6 X 15 0 0 X 76 11 8 X 136 21 0 X 16 0 0 X 77 18 3 X 137 25 2 X 126 LX a x 1 o 7 gt 19 0 0 X 80 32 5 X 140 31 9 X n 99 fx 2 oa o LX a e oe 23 2 6 84 34 6 144 28 0 s e O 6 96 1 8 LX 27 12 0 88 36 0 148 9 5 X 13 1 X9 X 8
17. 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h For testing in accordance with point 4 2 4 2 2 Equation Ap3 31 Dove Day E4 Dove Day where E electric consumption Wh km electric consumption Wh km with a fully charged electrical energy power storage device E electric consumption Wh km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity Dove OVC range according to the procedure described in Appendix 3 3 D average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h max Not externally chargeable hybrid electric vehicle NOVC HEV without an operating mode switch The test vehicle shall be preconditioned by conducting the applicable type I test cycle in combination with the applicable gear shifting prescriptions in point 4 5 5 of Annex II Carbon dioxide CO emissions and fuel consumption shall be determined separately for parts 1 2 and 3 if applicable of the applicable driving cycle in Appendix 6 to Annex For precond
18. lt 820 800 820 lt lt 880 850 880 lt m lt 940 910 940 lt lt 990 960 990 lt m lt 1 050 1020 1050 lt m f lt 1 110 1080 1110 lt lt 1 160 1130 1160 lt lt 1 220 1190 21 2 2014 21 2 2014 Official Journal of the European Union L 53 131 Reference mass Equivalent inertia mass m kg kg 1 220 lt 1280 1250 1280 mt lt 1 330 1 300 1 330 lt 1 390 1360 1 390 lt lt 1 450 1420 1450 lt my lt 1 500 1 470 1 500 lt my lt 1 560 1530 1560 lt lt 1 620 1590 1 620 lt Myer lt 1 670 1 640 1 670 lt lt 1 730 1700 1730 lt m f lt 1 790 1760 1 790 lt lt 1 870 1810 1 870 lt m ef lt 1 980 1930 1980 lt my lt 2 100 2040 2100 lt m lt 2 210 2150 2210 lt m lt 2 320 2270 2320 lt m lt 2 440 2380 2440 lt 2490 3 2 24 Bring vehicle and chassis dynamometer to the stabilised operating temperature in order to approximate the road conditions 3 2 2 5 Carry out the operations specified in point 3 1 2 with the exception of those in points 3 1 2 4 and 3 1 2 5 3 2 2 6 Adjust the brake to reproduce the corrected running resistance see point 3 1 2 8 and to take into account the reference mass This may be done by calculating the mean corrected road coast down time from v to v and reproducing the same time on the dynamometer as follows Equation Ap 8 8 2 1 corrected 3
19. the dry atmospheric pressure in kilopascals kPa i e the total barometric pressure minus the water vapour pressure 3 3 Determination of the correction factor 1 Equation Ap2 3 2 The power correction factor ag compression ignition engines at constant fuel rate is obtained by applying the formula dg fa fm where f the atmospheric factor f the characteristic parameter for each type of engine and adjustment Minimum power of the generator the power of the generator shall be no more than that required to operate accessories which are indispensable for the operation of the engine If the connection of a battery is necessary a fully charged battery in good order shall be used 21 2 2014 Official Journal of the European Union L 53 313 3 3 1 Atmospheric factor f This factor indicates the effects of environmental conditions pressure temperature and humidity on the air drawn in by the engine The atmospheric factor formula differs according to type of engine 3 3 1 1 Naturally aspirated and mechanically supercharged engines D AP 298 Equation Ap2 3 3 where T the absolute temperature of the ingested air K p the dry atmospheric pressure in kilopascals kPa i e the total barometric pressure minus the water vapour pressure 3 3 1 2 Turbocharger engines or without cooling of inlet air 99 7 AD fm is a function of q fuel flow cor
20. X 59 7 X X X 497 16 8 X X X sf a Hi HI M 63 1 63 6 442 63 5 60 9 500 2 8 501 502 503 504 0 0 58 7 53 3 505 506 507 508 0 0 53 0 56 1 509 510 511 512 57 6 x 454 589 X 455 598 60 3 513 514 515 516 60 7 x 458 613 xX 459 624 xX 460 641 X 41 662 X 46 681 xX 46 697 X 464 704 X 46 707 xX 46 707 ___ 46 707 X 46 707 409 594 Jx 2469 706 410 59 2 00 4 705 gt lt 517 518 519 520 521 522 523 524 525 526 527 528 529 530 41 592 x 704 42 56 x 42 702 43 0 X 43 701 44 65 x 494 98 534 aster a 4e 2 x 476 x 5 285 47 543 X 941 5 339 48 614 x 48 95 x 155 49 x 1429 1 703 X 533 Ww gt 24 24 gt lt gt lt gt lt gt gt gt gt gt 24 24 gt ex 24 gt lt gt lt P lt P lt gt lt 21 2 2014 Official Journal of the European Union Table Ap6 18 stage 2 cycle part 2
21. pe X _ ___ E E X X pm X X 4 amp 4 Xp Be 3 3X X 21 2 2014 Official Journal of the European Union L 53 97 3 1 6 Table Ap6 16 WMIC stage 2 cycle part 2 for vehicle classes 2 2 and 3 181 to 360s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop cruise dec km h stop cruise dec mie 1 as oe 182 363 L L LX x es LX 183 55 2 X 243 84 6 X 303 66 1 X 5 3 X125 VA LX 90 2 x 514 x 26 387 306 548 LX 187 50 1 247 89 6 307 48 1 188 51 5 248 90 2 X 308 40 9 X 189 53 1 249 90 7 309 36 0 wo as x 290 3 X oP 1 LX 191 56 6 X 251 91 8 X 311 33 9 X 192 58 5 X 252 92 4 X 312 36 5 X 193 60 6 X 253 93 0 X 313 41 0 X es x 124 os x 34 63 195 64 9 255 94 1 X 315 49 2 X 196 67 0 X 256 94 3 X 316 51 5 X 197 69 1 X 257 94 4 X 317 53 2 X i38 703 58 944 LX 1 pe LX w ae ks ee ee 6 84 200 72 8 X 260 94 3 X 320 53 7 X DLE 22 79 _ 8 262 942 x 3 159 x 1
22. 0 429 CO 0 273 COj in m 1 4 3 4 for vehicles with a positive ignition engine fuelled by H NG Equation Ap1 6 FC 910 4 A 13 600 7 848 0 429 0 273 CO in 44 655 667 08 9 104 136 T 2 Miss 1 4 3 5 for vehicles fuelled with gaseous hydrogen Equation 1 7 1 p 1 p 72 Ta 21 Ti V 0 024 1 For vehicles fuelled with gaseous liquid hydrogen manufacturer may alternatively with the prior agreement of the approval authority choose either the formula Equation Ap1 8 FC 0 1 0 1119 H O Hy or a method in accordance with standard protocols such as SAE J2572 1 4 3 6 for vehicles with a compression ignition engine fuelled with diesel B5 Equation Ap1 9 0 116 D 0 861 HC 0 429 0 273 1 4 3 7 for vehicles with a positive ignition engine fuelled with ethanol E85 Equation Ap 1 10 0 1742 D 0 574 HC 0 429 CO 0 273 CO 1 4 4 In these formulae FC the fuel consumption in litres per 100 km in the case of petrol ethanol LPG diesel or biodiesel in 100 km the case of natural gas and H NG or in kg per 100 km in the case of hydrogen 21 2 2014 Official Journal of the European Union HC the measured emission of hydrocarbons in mg km CO the measured emission of carbon monoxide in mg km CO the measured emission of c
23. 21 2 2014 Official Journal of the European Union Appendix 7 Road tests of L category vehicles equipped with one wheel on the driven axle or with twinned wheels for the 1 1 1 2 1 3 2 2 2 3 2 4 2 5 2 6 determination of test bench settings Requirements for the rider The rider shall wear a well fitting one piece suit or similar clothing and a protective helmet eye protection boots and gloves The rider dressed and equipped as described in point 1 1 shall have a mass of 75 5 kg and be 1 75 m 0 05 m tall The rider shall be seated on the seat provided with his feet on the footrests and his arms extended normally This position shall allow the rider to have proper control of the vehicle at all times during the tests Requirement for the road and ambient conditions The test road shall be flat level straight and smoothly paved The road surface shall be dry and free of obstacles or wind barriers that might impede the measurement of the running resistance The slope of the surface shall not exceed 0 5 percent between any two points at least 2 m apart During data collecting periods the wind shall be steady The wind speed and the direction of the wind shall be measured continuously or with adequate frequency at a location where the wind force during coast down is representative The ambient conditions shall be within the following limits maximum wind speed 3 m s maximum w
24. 3 1 5 substrate structure and material X 3 1 6 cell density 3 1 7 type of casing for catalytic converter s 3 2 propulsion exhaust not equipped with particulate filter PF 3 2 3 size of PF volume of filter element 10 96 X 3 2 4 operation principle of PF partial wall flow other 3 3 propulsion not equipped with periodically regenerating system 3 3 1 periodically regenerating system type 3 3 2 operation principle of periodically regenerating system 3 4 propulsion not equipped with selective catalytic converter reduction SCR system 3 4 1 SCR system type X 3 4 2 operation principle of periodically regenerating system 3 9 propulsion not equipped with lean NO trap absorber 21 2 2014 Official Journal of the European Union L 53 323 Classification criteria description Test type I Test type Test type V Test type VII Test type Stage I Stage II gt lt 3 5 1 lean NO trap absorber type EERE 3 5 2 operation principle of lean NO trap absorber 3 6 propulsion not equipped with cold start device or starting aid device s gt lt 3 6 3 Activation time of cold start or starting aid device s and duty cycle only limited time activated after cold start continuous operation gt l
25. Equation Ap13 2 Equation Ap13 3 M i x D My Mpi D d where for each pollutant i considered M sij mass emissions of pollutant i mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle without regeneration mass emissions of pollutant i mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle during regeneration when n gt 1 the first type I test is run cold and subsequent cycles are hot M mean mass emissions of pollutant i in mg km or mean mass emissions of CO in g km and fuel consumption in 1 100 km over one part i of the operating cycle without regeneration mean mass emissions of pollutant i in mg km or mean mass emissions of CO in g km and fuel consumption in 1100 km over one part i of the operating cycle during regeneration M mean mass emissions of pollutant i in mg km or mean mass emissions of CO in g km and fuel consumption in 1 100 km n number of test points at which emissions measurements type I operating cycles are taken between two cycles where regenerative phases occur gt 2 d number of operating cycles required for regeneration D number of operating cycles between two cycles in which regenerative phases occur L 53 153 L 53 154 3 4 Official Journal of the European Union Figure Ap13 1 Example of measurement parameters Parameters measured
26. 1 gear 2 gear 3 4000 dec gear 4 dec gear 5 dec gear 6 s rated speed idling speed 2 3000 FS E 2000 0 10 20 30 40 50 60 70 80 90 100 110 120 130 vehicle speed in km h In order to allow the technical service more flexibility and to ensure driveability the gearshift regression functions should be considered as lower limits Higher engine speeds are permitted in any cycle phase Phase indicators In order to avoid different interpretations in the application of the gearshift equations and thus to improve the comparability of the test fixed phase indicators are assigned to the speed pattern of the cycles The specification of the phase indicators is based on the definition from the Japan Automobile Research Institute JARI of the four driving modes as shown in the following table Table Ap9 1 Definition of driving modes 4 modes Definition Idle mode vehicle speed lt 5 km h and 0 5 km h s 0 139 m s lt acceleration lt 0 5 km h s 0 139 m s Acceleration mode acceleration gt 0 5 km h s 0 139 11 52 Deceleration mode acceleration lt 0 5 km h s 0 139 m s Cruise mode vehicle speed gt 5 km h and 0 5 km h s 0 139 m s lt acceleration lt 0 5 km h s 0 139 m s The indicators were then modified in order to avoid frequent changes during relatively homogeneous cycle parts and thus improve driveability Figure Ap9 2 shows an exa
27. 406 00 xX _ 466 179 x 526 460 j 407 00 xX 5 152 xyJom 475 xj 408 12 x 468 123 xX 528 475 P J XJ 409 32 9 x 525 448 Xx 40 59 x 470 64 J __ 530 41 Xx 41 88 x Jai 38 j _ 53 38 J T x 42 120 472 20 _ 5322 272 p j xj 413 154 209 f Tq X 414 189 x 474 00 x 154 128 x 45 221 x 45 00 x 155 70 x 416 248 x 476 00 X 417 268 47 00 J57 00 x f f 48 287 x 478 00 x 538 00 Jj 419 306 x 479 00 x 159 00 Jj 420 324 x 40 00 x L 53 90 Official Journal of the European Union Table Ap6 10 WMTC stage 2 cycle part 1 for vehicle classes 2 2 and 3 541 to 600s phase indicators time in s roller speed in km h stop acc cruise ee 542 543 8 0 X a 348 x 546 32 0 X 548 549 43 1 X 551 453 3X 552 Z a i 553 44 L 554 45 5 X 356 557 45 8 X 359 M 560 46 1 X 562 443 563 ee 564 565 47 2 X a 568 49 8 X 370 58 571 51 1 X 573
28. 8 30 389 X 1 Xf 1X1 11 31 21 2 92 38 8 X 152 0 0 X PO 8 356 X 19 1987 L aa fo x fd a af sf oo x 35 28 0 96 38 0 X 156 0 0 X x 331 XL 1 1538 1383 a 1 99 x fd sio 53 394 64 6000 40 296 x 364 16838 00 x f 4 337 x 139 36 1 x ie 00 X gt _ a 5X3 x 119 367 a e 8 X45 LX LX L8 00 X 1 L 44 273 xX 1065 70 165 00 x j EX3 x x 197 009 X 1 a7 088 on 8 oe 48 276 xX 0 73 19 00 x j 58 ws Ll LX 36 X X 1 eed jim 1359 1 L LXLpLEsL 9 LX 52 281 x 13 ws 1 00 x T f 53 386 x 14 29 6 1 99 LX 1 1 a s oa zl 56 295 u7 252 17 x pj x Lus 392 4 L a LUS 80 88 391 L X os o
29. 24 25 26 21 2 2014 i an inseparable exhaust manifold catalytic converter and muffler integrated in the exhaust system of a vehicle or separable exhaust system units that can be replaced reference mass means the mass in running order of the L category vehicle determined in accordance with Article 5 of Regulation EU No 168 2013 increased with the mass of the driver 75 kg and if applicable plus the mass of the propulsion battery drive train means the part of the powertrain downstream of the output of the propulsion unit s that consists if applicable of the torque converter clutches the trans mission and its control either a drive shaft or belt drive or chain drive the differentials the final drive and the driven wheel tyre radius stop start system means automatic stop and start of the propulsion unit to reduce the amount of idling thereby reducing fuel consumption pollutant and CO emissions of the vehicle powertrain software means a set of algorithms concerned with the operation of data processing in powertrain control units propulsion control units or drive train control units containing an ordered sequence of instructions that change the state of the control units powertrain calibration means the application of a specific set of data maps and parameters used by the control unit s software to tune the vehicle s powertrain propulsion or drive train unit s s co
30. 4 1 2 2 1 4 1 2 2 2 4 1 2 3 4 1 2 3 1 If the vehicle shall move between steps it shall be pushed to next test area without regenerative recharging Initial charge of the battery Charging the battery consists of the following procedure The initial charge of the battery means the first charge of the battery on reception of the vehicle Where several combined tests or measurements are carried out consecutively the first charge shall be an initial charge and the subsequent charges may follow the normal overnight charge procedure set out in 3 2 2 4 of Appendix 3 Discharge of the battery For pure electric vehicles The procedure starts with the discharge of the battery of the vehicle while driving on the test track on a chassis dynamometer etc at a steady speed of 70 percent 5 percent of the maximum design vehicle speed which is to be determined according to the test procedure in Appendix 1 to Annex X Discharging shall stop under any of the following conditions a when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed b when the standard on board instrumentation indicates that the vehicle should be stopped c after 100 km By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fiftee
31. 40 296 x _ 107 365 16 oo x j 3387 1 1 99 1 3X4 4 L 3139 199 3X4 1 4 1 137 4 119 199 4 1 4 273 x 0 31 116 00 x j ei 33 99 a 4 1 o 1374 3139 199 1 g 35 135 1 138 199 3X1 8 276 x rm 9 354 169 o x j a a 1 x ue 13931 1 99 X spos oa e too x d d 538 52 2831 x 1m 39 00 x TF qe 53 us 299 1 1 L a 2008 a 3283 x 23831 00 v8 1 993 1 56 294 117 254 x v 00 x f j s 264 1 1 5 3995 1 X 80 5395 ame SS 394 1 1 60 30 6 X L 53 84 Official Journal of the European Union 21 2 2014 2 2 2 Ap6 4 stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 181 to 360 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise
32. Article 3 Fitting and demonstration requirements related to the environmental performance of L category vehicles 1 The manufacturer shall equip L category vehicles with systems components and separate technical units affecting the environmental performance of a vehicle that are designed constructed and assembled so as to enable the vehicle in normal use and maintained according to the prescriptions of the manufacturer to comply with the detailed technical requirements and testing procedures of this Regulation 2 The manufacturer shall demonstrate by means of physical demonstration testing to the approval authority that the L category vehicles made available on the market registered or entering into service in the Union comply with the detailed Official Journal of the European Union 21 2 2014 technical requirements and test procedures concerning the envi ronmental performance of these vehicles laid down in Articles 5 to 15 3 Where the manufacturer modifies the characteristics of the emission abatement system or performance of any of the emission relevant components after the approved vehicle type with regard to environmental performance is placed on the market the manufacturer shall report this to the approval authority without delay The manufacturer shall provide evidence to the approval authority that the changed emission abatement system or component characteristics do not result in a worse environmental performance th
33. NO XC xm Po Official Journal of the European Union 21 2 2014 Nitrogen oxide concentration of diluted gases corrected to take account of ppm diluent air Nitrogen oxide concentration in the sample of diluent air collected in bag B ppm Nitrogen oxide concentration in the sample of diluent air collected in bag A ppm Average under pressure during the test part in the section of pump P kPa Rated engine power kw Mean ambient pressure during the test kPa Standard relative ambient air volumetric mass kg m Gear ratio in gear i Final test result of pollutant emissions carbon dioxide emission fuel mg km consumption g km 1 100 km Test results of pollutant emissions carbon dioxide emission or fuel consumption mg km for cycle part 1 with cold start g km 1 100 km Test results of pollutant emissions carbon dioxide emission or fuel consumption for cycle part 2 with warm condition Test results of pollutant emissions carbon dioxide emission or fuel consumption for cycle part 1 with warm condition First type I test results of pollutant emissions mg km Second type I test results of pollutant emissions mg km Third type I test results of pollutant emissions mg km Rated engine speed min Temperature of the coolant K Temperature of the engine oil K Temperature of the spark plug seat gasket K Standard ambient temperature K Temperature of
34. The evaporative emission SHED test Figure Ap3 1 consists of a conditioning phase and a test phase as follows a conditioning phase driving cycle vehicle soak b test phase diurnal breathing loss test driving cycle hot soak loss test Mass emissions of hydrocarbons from the tank breathing loss and the hot soak loss phases are added together to provide an overall result for the test Figure Ap3 1 Flow chart evaporative emission SHED test Driving Cycle Conditioning Phase Minimum according to vehicle category Vehicle Soak Maximum 36 hours 288 5 308 5 Diumal breathing in 60 minutes loss Test Starts within 60 minutes from the Driving Cycle end of the diumal Test Phase test Y Starts 7 minutes from Hot Soak Test end of driving cycle 21 2 2014 21 2 2014 Official Journal of the European Union 3 1 3 2 3 3 4 2 4 3 4 3 1 4 3 1 1 4 3 1 2 4 3 1 3 4 3 1 4 4 3 2 4 3 2 1 Test vehicles and test fuel requirement Test vehicles The SHED test shall be conducted at the choice of the manufacturer with one or more degreened test vehicles equipped with degreened emission control devices a fixed deterioration factor of 0 3 g test shall be added to the SHED test result aged evaporative emission control devices the ageing test procedure set out in sub appendix 3 2 shall apply Test vehicles The degreened test vehicle whic
35. The operating mode switch shall be positioned in accordance with Table Ap11 2 point 3 2 1 3 of Appendix 11 of Annex II Condition A If the electric range of the vehicle as measured in accordance with Appendix 3 3 is higher than one complete cycle the type I test for electric energy measurement may be carried out in pure electric mode at the request of the manufacturer after agreement of the technical service and to the satisfaction of the approval authority In this case the values of M and C in point 4 4 shall be taken as equal to 0 The procedure shall start with the discharge of the electrical energy power storage device of the vehicle as described in point 4 2 2 1 The electrical energy power storage device of the vehicle is discharged while driving with the switch in pure electric position on the test track on a chassis dynamometer etc at a steady speed of 70 percent 5 percent of the maximum design vehicle speed in pure electric mode determined in accordance with the test procedure to measure the maximum design vehicle speed set out in Appendix 1 to Annex X Discharge shall stop in any of the following conditions when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed when the standard on board instrumentation indicates that the vehicle should be stopped after 100 km If the vehicle is not equipped with a pure electric mode the electrical energy power storage device shall be di
36. a the manufacturer can demonstrate to the satisfaction of the approval authority that there is no relation between the energy balance and fuel consumption always corresponds to a battery charging c always corresponds to a battery discharging and is within 1 percent of the energy content of the consumed fuel i e the total fuel consumption over one cycle The change in battery energy content AE shall be calculated from the measured electricity balance as follows Equation Ap3 32 AE pat ASOC 0 0036 AAh 0 0036 Q where the total energy storage capacity of the battery MJ and the nominal battery voltage V Fuel consumption correction coefficient Kg defined by the manufacturer The fuel consumption correction coefficient shall be determined from a set of n measurements which shall contain at least one measurement with Q 0 and at least one with Q 0 If this second measurement cannot be taken on the applicable test type I driving cycle used in this test the technical service shall judge the statistical significance of the extrapolation necessary to determine the fuel consumption value at 0 to the satisfaction of the approval authority The fuel consumption correction coefficient shall be defined as Equation Ap3 33 2 n DQG 79 X 6 n X Q 50 0100 km Ab where C
37. gt 11kW lt 2 Engine speed tolerance when performing maximum torque and net power measurements lt 1 5 21 2 2014 Official Journal of the European Union Appendix 2 2 1 Measurement of maximum torque and maximum net engine power by means of the engine temperature method 1 1 1 2 1 5 1 4 1 5 1 6 1 7 1 8 1 9 1 14 Test conditions The tests to determine maximum torque and maximum net power shall be carried out at full throttle the engine being equipped as specified in Table Ap2 2 1 The measurements shall be taken under normal operating conditions and the supply of induction air to the engine shall be adequate Engines shall have been run in under the conditions recommended by their manufacturer The combustion chambers of spark ignition engines may contain deposits but in limited quantities The test conditions selected such as the temperature of the induction air shall resemble the reference conditions see point 3 2 as closely as possible in order to reduce the magnitude of the correction factor The temperature of the air ingested into the engine shall be measured at a maximum distance of 0 15 m from the air filter inlet or if there is no filter 0 15 m from the air inlet trumpet The thermometer or thermocouple shall be protected against radiant heat and placed directly in the air stream It shall also be shielded from fuel spray back A sufficient number of locations shall be used to
38. x 499 1036 x _ 380 95 6 440 108 0 500 103 5 Ge 382 x ea x L5 X 33 955 x 1039 x 384 98 0 444 109 1 504 103 0 1 se 986 x e 10934 x 506 1024 989 x 447_ 1095 x s07_ 1021 x 969 986 989 388 99 1 448 1097 508 1019 389 99 3 449 1099 509 1017 993 oe gt lt 24 74 24 gt lt 24 P lt P lt gt lt P P lt P lt P lt 24 gt lt cee gt lt 24 P lt 24 gt lt 24 24 gt lt 74 24 P lt P gt lt gt lt p lt gt lt P gt lt p lt gt lt 24 gt lt 24 24 24 gt lt p lt gt lt 24 gt lt 24 P lt 24 390 953 x 450 o x _ 392 x ai _ x 343 x _ 392 99 2 452 110 8 512 101 2 mH spe 34 x 454 pii XI 514 1009 35 999 x 4s iis _ x 315_ 1009 x _ 396 100 3 X 456 111 1 X 516 101 0 X 09 x __ 1093 x 3093 x _ 399 ont x 459 1081 _ x o 1014 400 1 x 1068 x 520 194 L X
39. 100 km in the case of hydrogen NG biomethane and H NG The values shall be calculated according to point 1 4 3 of Annex II by the carbon balance method using the measured emissions of CO and the other carbon related emissions CO and HC The results shall be rounded to one decimal 2 2 4 The appropriate reference fuels as set out in Appendix 2 to Annex II shall be used for testing For LPG NG biomethane H NG the reference fuel used shall be that chosen by the manufacturer for the measurement of the propulsion unit performance in accordance with Annex X The fuel chosen shall be specified in the test report according to the template set out in Article 32 1 of Regulation EU No 168 2013 For the purpose of the calculation referred in point 2 2 3 the fuel consumption shall be expressed in appropriate units and the following fuel characteristics shall be used a density measured on the test fuel according to ISO 3675 1998 or an equivalent method For petrol and diesel fuel the density measured at 288 2 15 C and 101 3 kPa shall be used for LPG natural gas H9NG and hydrogen a reference density shall be used as follows 0 538 for LPG 0 654 kg m for NG biogas Equation 7 1 1 256 136 0 654 A for H NG with A being the quantity of NG biomethane in H NG mixture expressed in percent by volume for H NG 0 084 kg m for hydrogen hydrogen carbon ratio fixed values will be used as fo
40. 135 61 9 15 34 3 76 88 8 X 136 64 3 16 38 6 3 77 89 7 X 137 66 4 Irc SENERE LENE EE E a a 19 15 9 80 90 6 X 140 70 7 X 20 48 1 81 90 5 X 141 71 4 X 315953 2 3 34 178 x _ 23 54 8 89 7 X 144 75 0 X 24 55 8 85 89 3 X 145 77 8 X 25 poe eS pipa 2 x _ E A aa 13 27 52 7 88 9 X 148 75 4 X 28 52 8 89 1 X 149 87 3 X 2 550 er 3 30 585 X 894 31 62 3 4 152 91 9 X 32 65 7 93 89 2 153 93 2 X 3 4 x 31 93 13 3855 x L5 9 35 69 5 X 88 0 156 97 5 X 36 69 9 X 87 5 157 99 0 X x 706 x _ 37 4 ae 38 39 722 xX 100 xf 16 967 40 28 x jm 373 xf 937 a 732 PX 10 Jx 19 42 734 LX 103 875 16 904 xl 43 738 PX 104 74 164 906 xl 4 748 Jx T m s 1 45 767 x T 10 868 x 16 99 x 46 791 x 107 84 x 19 80 Xx amp x 3859 1388 359 L x a 81 x 109 82 X 19 31 A X 5 857 E 85 8 76 x
41. 2 3 1 4 2 3 1 4 1 2 3 1 4 1 1 Operating conditions The engine speed shall be held steady at S 2 if S is more than 5 000 rpm 35 4 if S is 5 000 rpm or less where S is the engine speed at which maximum power is developed When a constant engine speed is reached the throttle shall be returned swiftly to the idle position The noise level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period the highest sound level meter reading being taken as the test value Results test report The test report drawn up for the purpose of issuing the document according to the template referred to in Article 32 1 of Regulation EU No 168 2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary moped Values shall be read off the measuring instrument and rounded to the nearest decibel Only measurements which vary by 2 0 dB A or less in three consecutive tests will be used The highest of the three measurements shall be taken as the test result Original exhaust system silencer Requirements for silencers containing absorbent fibrous materials Absorbent fibrous material shall be asbestos free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and meets the requirements of point 2 3 1 2 2 3 1 3 or 2 3 1 4 Aft
42. 4 1 2 3 2 4 1 2 3 3 4 1 2 3 4 4 2 4 2 1 4 2 1 1 4 2 1 2 4 2 1 3 4 2 1 4 The procedure shall start with the discharge of the electrical energy power storage device of the vehicle while driving with the switch in pure electric position on the test track on a chassis dynamometer etc at a steady speed of 70 percent 5 percent of the maximum design vehicle speed of the vehicle in pure electric mode which is to be determined according to the test procedure in Appendix 1 to Annex X Discharging shall stop in any of the following conditions when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed when the standard on board instrumentation indicates that the vehicle should be stopped after 100 km By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead If the vehicle is not equipped with a pure electric operating state the electrical energy power storage device shall be discharged by driving the vehicle on the test track on a chassis dynamometer etc at a steady speed of 50 km h until the fuel consuming engine of the HEV starts up or if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduce
43. 7 ms x p EE 111 1 111 3 328 92 6 329 94 3 X FX moj x gt s 1006 x _ 276 111 3 110 8 332 98 7 333 99 7 1 x x X X 277 110 6 X 336 101 0 X X 337 101 4 X 21 2 2014 Official Journal of the European Union L 53 103 4 1 3 Ap6 21 stage 2 cycle part 3 reduced speed for vehicle class 3 1 361 540 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop cruise dec km h stop acc cruise dec ie x 1 15 x _ TRAR a 3px CE CT 363 90 4 423 102 6 483 104 9 ee 35 59 x 425 1031 x 485_ 1051 x 36 85 1 x 26 1034 x 486 1052 x _ 367 84 7 X 427 103 9 487 105 2 368 84 2 428 104 4 488 105 2 369 85 0 429 104 9 489 105 3 30 85 40 1052 490 1053 xj 371 88 3 431 105 5 491 105 4 372 89 9 432 105 7 492 105 5 373 91 0 433 105 9 493 105 5 GE 7 375 92 5 435 106 3 495 105 1 376 93 1 436 106 5 496 104 7 377 93 7 437 106 8 497 104 2 mpo x x 19 x xs 950 x 439 1075
44. Cooling temperature regulating device s Auxiliary bench blower 8 Electrical equipment If series mounted yes 9 Pollution control devices If series mounted yes 9 Lubrication system If series mounted yes Oil feeder If it is difficult to use the standard exhaust system an exhaust system causing an equivalent pressure drop may be fitted for the test with the agreement of the manufacturer In the test laboratory when the engine is in operation the exhaust gas extraction system shall not cause in the extraction flue at the point where it is connected to the vehicle s exhaust system a pressure differing from atmospheric pressure by 740 Pa 7 40 mbar unless before the test the manufacturer accepts a higher back pressure 2 The air inlet flap shall be that which controls the pneumatic inject pump regulator C Where a fan or blower may be disengaged the net engine power shall first of all be stated with the fan or blower disengaged followed by the net engine power with the fan or blower engaged Where a fixed electrically or mech anically operated fan cannot be fitted on the test bench the power absorbed by that fan shall be determined at the same rotational speeds as those used when the engine power is measured That power is deducted from the corrected power in order to obtain the net power The thermostat may be locked in the fully open position The radiator fan fan nozzle water pump an
45. RE 4oz_ 105 x 1044 x 522 1008 SG 3938 7 30047 404 101 8 x 103 6 x _ 103 x 103 5 x 155 5 1 x 406 1020 x x 526 995 x _ 407 1020 _ x a 1034 x 7 5 x _ 4os_ 1020 X es 1033 x 996 x _ 409 1020 X 1931 x 4o x a 15 5 x _ a oe 1 L r 35 1 IX or ee X 3 a Rl G R SE 10s 153 000 x 44 108 x a 1 1024 x x Goet 1 X3 as x as 1037 x 5 194 x _ 4 14s x s37_ 1005 x _ as 108 x 103 x 155 1006 x _ 4s 1015 x ae X 15 197 x _ 420 1020 x 1549 19s gt lt gt lt 24 P lt gt lt I p lt gt lt L 53 104 Official Journal of the European Union 21 2 2014 4 1 4 Ap6 22 stage 2 cycle part 3 reduced speed for vehicle class 3 1 541 600 s phase indicators time in s roller speed in km h 21 2 2014 Official Jou
46. The purpose of this procedure is to simulate on the dynamometer the total road load power at a given speed Measurement equipment and accuracy The measuring equipment shall be similar to that used on the test track and shall comply with point 4 5 7 of Annex II and point 1 3 5 of this Appendix Test procedure Install the vehicle on the chassis dynamometer L 53 130 3 2 2 2 3 2 2 5 3 2 2 3 1 Official Journal of the European Union Adjust the tyre pressure cold of the driving wheels as required for the chassis dynamometer Adjust the equivalent inertia mass of the chassis dynamometer in accordance with Table Ap8 4 Determination of equivalent inertia mass for an L category vehicle equipped with two or more wheels Reference mass Table Ap8 4 on the powered axles Equivalent inertia mass mj kg kg m lt 105 100 105 lt m f lt 115 110 115 lt my lt 125 120 125 lt my lt 135 130 135 lt lt 150 140 150 lt m f lt 165 150 165 lt lt 185 170 185 lt my lt 205 190 205 lt lt 225 210 225 lt lt 245 230 245 lt M ef lt 270 260 270 lt lt 300 280 300 lt lt 330 310 330 lt m lt 360 340 360 lt lt 395 380 395 lt my lt 435 410 435 lt Myer lt 480 450 480 lt m lt 540 510 540 lt m ef lt 600 570 600 lt my lt 650 620 650 lt lt 710 680 710 lt lt 770 740 770 lt
47. dec km h stop acc cruise dec 37 3 127 46 8 39 8 128 49 9 x X 39 5 X 129 52 8 x 179 363 1 0556 31 4 131 58 2 26 5 132 60 2 EX 7 as 4 75 24 2 133 59 3 26 6 135 55 4 27 5 136 52 5 26 8 137 47 J T3789 J x 44 xX 220 139 544 23 3 140 30 0 141 27 0 23 7 988 02 265 X 1 1 e aa O 1 LX X 27 7 X 28 3 P X 86 2895 X __ 146 X g 251 x w 435 x T 28 6 _ 9 299 x 159 527 x 316 151 28 1 148 46 7 X X X 149 49 8 X X 33 9 X 152 58 1 X X 36 5 X 153 60 6 X Lo X 94 321 X 154 629 Lo LX 59 415 __ 15 629 j X 43 3 X 156 61 7 X HM ed 8 ___ 98 1 j 158 566 OOo fei fe Tx ___ 10 459 160 507 Xx pT x m 414 j 161 477 xj LI 102 X X 4 amp 4 Xp 3X X 21 2 2014 Official Journal of the European Union L 53 93 3 1 2 Table Ap6 12 WMIC stage 2 cycle part 2 reduced speed for vehicle class 2 1 181 to 360s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5
48. pump speed L 53 72 Official Journal of the European Union 21 2 2014 2 2 9 compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate the correlation function xg between the pump speed n the pressure differential from pump inlet to pump outlet and the absolute pump outlet pressure is calculated as follows Equation Ap 4 2 where correlation function pressure differential from pump inlet to pump outlet kPa P absolute outlet pressure PPO Pj kPa 2 2 9 1 A linear least square fit is performed to generate the calibration equations which have the formula Equation Ap 4 3 n A B Ab Do M A and B are the slope intercept constants describing the lines 2 2 10 A CVS system that has multiple speeds shall be calibrated on each speed used The calibration curves generated for the ranges shall be approximately parallel and the intercept values DO shall increase as the pump flow range decreases 2 2 11 If the calibration has been performed carefully the calculated values from the equation will be within 0 5 percent of the measured value of VO Values of M will vary from one pump to another Calibration is performed at pump start up and after major maintenance 2 3 Calibration of the critical flow venturi CFV 2 3 1 Calibration of the CFV is based on the flow equation for a critical flow venturi Equation Ap 4 4 K P Q VT
49. speed in time in 5 speed in km h stop cruise dec km h acc cruise dec km h stop cruise dec i 320 183 55 2 15 528 i86 514 187 50 1 188 51 5 189 53 1 243 78 6 247 80 1 248 80 7 249 80 8 p A 303 66 1 EIME X x 5 59 307 48 1 308 40 9 309 36 0 24 P lt P lt gt lt gt lt x xx e stop E CE X X X ig ae 5 08 08 e 191 56 6 X 251 81 2 X 311 33 9 X 192 58 5 X 252 81 6 X 312 36 5 X 193 60 6 X 253 81 9 X 313 40 1 X wye 3 254 195 649 X 255 82 1 X 315 46 8 X 196 67 0 X 256 82 3 X 316 49 8 X 197 69 1 X 257 82 4 X 317 52 8 X is 709 x 258 x L3 539 x ie es el 200 77 8 X 260 82 3 X 320 53 7 ma e 23 705 x 23 x 33 554 x 204 68 8 X 264 82 1 X 324 56 8 X 55 1 83 206 64 x 26 x 326 339 x 297 77633 1 L1 33 128 1388 1 gt 41 208 62 8 X 268 81 9 X 328 55 8 55 1 8 ps pe
50. 1 21 1 2 2 1 3 1 4 2 1 2 2 1 2 1 Appendix 1 Sound level test requirements for powered cycles and two wheel mopeds category L1e Definitions For the purposes of this Appendix type of powered cycle or two wheel moped as regards its sound level and exhaust system means Lle vehicles which do not differ in such essential respects as the following type of engine two or four stroke reciprocating piston engine or rotary piston engine number and capacity of cylinders number and type of carburettors or injection systems arrangement of valves maximum net power and corresponding speed The cubic capacity of rotary piston engines shall deemed to be double the volume of the chamber Drive train in particular the number and ratios of the gears of the transmission and the final ratio number type and arrangement of exhaust systems exhaust system or silencer means a complete set of components necessary to limit the noise caused by a moped engine and its exhaust original exhaust system or silencer means a system of the type fitted to the vehicle at the time of the environmental performance type approval or extension of type approval It may be that first fitted or a replacement non original exhaust system or silencer means a system of a type other than that fitted to the vehicle at the time of the environmental performance type approval or extension of type approval It may be used only
51. 1 4 1 5 Official Journal of the European Union Appendix 4 Test track specification Introduction This Appendix lays down specifications relating to the physical characteristics and the layout of the test track paving Required characteristics of surface A surface is considered to conform to this Regulation if its texture and void content or noise absorption coefficient have been measured and found to fulfil the requirements of points 1 1 to 1 4 and the design requirements point 2 2 have been met Residual void content The residual void content V of the test track paving mixture shall not exceed 8 96 The measurement procedure is set out in point 3 1 Noise absorption coefficient If the surface fails to comply with the residual void content requirement it is acceptable only if its noise absorption coefficient a 0 10 The measurement procedure is set out in point 3 2 The requirement of points 1 1 and 1 2 is also met if only noise absorption has been measured and found to be lt 0 10 Texture depth The texture depth TD measured according to the volumetric method see point 3 3 shall be TD gt 0 4 mm Homogeneity of the surface Every practical effort shall be made to ensure that the surface is as homogenous as possible within the test area This includes the texture and void content but it shall be noted that if the rolling process results in more effective rolling in some places than others t
52. 237 X 297 X 357 25 X 238 X 298 X 358 25 X 8a iE ose 199 5 1 1 5 1 L 53 114 3 2 5 Official Journal of the European Union Table Ap6 29 WMTC stage 3 part 1 class 1 applicable for L1e A and 1 Vmax lt 25 km h sub category vehicles cold or warm 361 to 540s 21 2 2014 time in s 362 363 speed in phase indicators time in s roller speed in km h roller speed in phase indicators phase indicators cruise dec 364 388 945 lj qq qo gt ee 5 T f T L X 46 25 50 25 ew 234 Xf 507 25 448 21 8 389 390 391 392 449 20 3 18 3 508 25 See ee L px so 193 ad f Tx 393 394 395 396 17 8 512 10 7 513 4 7 397 398 399 400 401 25 1 1 22 20 1 12 1 524 25 525 25 528 25 9 1 529 25 6 2 1 8 530 532 25 18 5 0 8 x 533 13 8 534 9 1 4 5 0 gt lt 24 P lt P lt 24 24 gt lt gt lt 24 21 2 2014 Official Journal of the European Union 3 2 4 Table 30 stage 3 part 1 class 1 applicable for 1
53. 31 1 371 29 0 431 41 0 X 491 19 2 X 372 28 1 X 432 40 6 X 492 19 7 X 373 27 2 X 433 40 3 X 493 19 8 X 37283 1 E L3 E98 392 375 25 7 X 435 40 1 495 23 6 376 25 5 X 436 39 8 X 496 28 1 x 377 25 6 X 437 38 9 X 497 32 8 X v5 x 48 95 x 48 2 ee 380 27 0 440 34 2 X 500 35 1 X 1 1 438 380 385 x 13095 Xf 1 LX 8H q 29 X peo x13 ms 85790 p 384 30 2 444 28 0 X 504 29 5 X 386 303 x e 350 _ x 59 1 39 x7 393 35 _ x 07 1389 1 1 LX 388 28 7 448 21 9 X 508 36 1 X 80713 90 45 LX 381 23 L Du 5 1 1 x 392 27 0 X 452 18 4 X 512 10 5 X m 385 L8 1 5 41 8 4 358 X45 U5 gt X94 39 x s 396 21 5 X 456 16 4 X 516 X 1 EX Cl 3 1 a 1 99 131 114 398 e 3 57 399 194 xf 59 29 40 22 209 xyj 520 80 jJ 401 10 x 461 223 5n 160 f 42 00 462 232 x 522 240 xf j 403 00 x 463 232 x 523 320 44 00 xX 464 222 x 524 38 xf J 405 o0 x 5 203 x 525 431
54. 574 IX 375 576 44 0 X 578 1I Xj 580 um ae 582 22 4 X 584 gt E 9 586 587 2 0 X X 1l 590 o X T 1 1 51 592 593 90 X1 594 T 1 596 597 99 598 0 0 X 600 l1 X1 l1 21 2 2014 21 2 2014 3 3 1 Official Journal of the European Union stage 2 part 2 Figure Ap6 7 stage 2 part 2 100 90 80 70 ot A la aay isi TAAN IA 40 5 30 EZ 20 10 0 600 700 800 900 1000 1100 Time s Vehicle class 2 2 amp 3 Vehicle class 2 1 The WMTC stage 2 includes the same vehicle speed trace as WMTC stage 1 with supplemental gear shift prescriptions The characteristic roller speed versus test time of WMTC stage 2 part 2 is set out in the following tables L 53 91 L 53 92 Official Journal of the European Union 21 2 2014 3 1 1 Table Ap6 11 stage 2 cycle part 2 reduced speed for vehicle class 2 1 0 to 180 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise
55. 613 xX 459 624 xX 460 641 X 41 662 X 46 681 xX 46 697 X 464 704 X 46 707 xX 46 707 ___ 46 707 X 46 707 409 594 Jx 2469 706 410 59 2 00 4 705 gt lt 517 518 519 520 521 522 523 524 525 526 527 528 529 530 41 592 x 704 42 56 x 42 702 43 0 X 43 701 44 65 x 494 98 534 aster as 4e 12 x 476 x 536 187_ 47 43 X 147 941 X 5 23 48 614 x 48 95 x 155 1 367 49 17 x 49 59 300 X 533 Ww gt 24 24 gt lt gt lt gt lt gt gt gt gt gt 24 24 gt ex 24 gt lt gt lt P lt P lt gt lt 21 2 2014 Official Journal of the European Union Table Ap6 14 WMTC stage 2 cycle part 2 reduced speed for vehicle class 2 1 541 to 600 s time in s roller speed in km h phase indicators L 53 95 L 53 96 Official Journal of the European Union 21 2 2014 3 1 5 Table Ap6 15 WMTC stage 2 cycle part 2 for vehicle classes 2 2 and 3 0 to 180 s roller phase indicators roller phase indicators roller phase
56. 86 J 7 xX 352 800 xf JjJ 233 653 s30 x 234 673 xX s 354 320 235 693 xX 725 312 J x 355 830 __ 236 7 x 7296 784 xfs 87 237 735 xXx 297 757 x 57 842 38 756 x 28 732 J 3581 84 239 77 xX 299 J J xj 9359 345 240 797 x 300 65 360 844 x L 53 98 Official Journal of the European Union 21 2 2014 3 1 7 17 WMTC stage 2 cycle part 2 for vehicle classes 2 2 and 3 361 to 540 roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise dec 148 38 13 E 1 423 63 9 LL 63 8 x 4e 5 3 L 1 RSEN 62 8 487 677 483 72 8 X s 484 72 7 X X 61 9 488 64 4 60 5 489 61 0 L1 1 Lx X X X 1 1 1X X 431 56 5 491 54 0 X 432 54 6 492 49 7 X 433 53 8 X X X 493 44 4 __ x es xf 382 ee X 435 56 1 495 31 2 X 57 9 496 24 0
57. 88 ai 36 j 232 x 42 120 __ 472 18 _ 532 1855 xj a13 154 4 os Bs q X 414 189 x 474 45 21 X 475 00 xX 55 45 P j XJ 416 247 x 476 00 X 156 23 XJ 417 268 x 47 00 x 537 00 x f 48 287 x 478 00 x 538 00 j 419 306 x 479 00 x J J 535 00 Jj 420 324 x 480 0 x j 5 oo x FT jJ L 53 86 WMTC stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 541 to 600s Official Journal of the European Union Table Ap6 6 phase indicators time in s roller speed in km h stop acc cruise E 353 542 543 8 1 X a ge 546 23 5 X 548 131 549 33 1 X 551 383 3X 552 553 554 43 7 X 356 557 44 0 X 359 342 560 44 3 X 562 563 564 1 565 45 5 X a 568 48 0 X 370 571 49 4 X 573 574 375 576 42 3 X 578 580 mm 582 21 8 X 584 7 E 586 587 2 1 X 90 X 1l 590 o 51 592 X 593 X1 594 x91 T X
58. It shall be demonstrated that the parent vehicle equipped with a representative LPG NG biomethane or hydrogen fuel system can adapt to any fuel composition that may appear on the market and comply with the following In the case of LPG there are variations in C4 C composition test fuel requirement A and and therefore the parent vehicle shall be tested on reference fuels A and B referred to in Appendix 2 In the case of NG biomethane there are generally two types of fuel high calorific fuel G20 and low calorific fuel G25 but with a significant spread within both ranges they differ significantly in Wobbe index These variations are reflected in the reference fuels The parent vehicle shall be tested on both reference fuels referred to in Appendix 2 In the case of a flex fuel H5NG vehicle the composition range may vary from 0 hydrogen L gas to a maximum percentage of hydrogen within the mixture H gas as specified by the manufacturer It shall be demonstrated that the parent vehicle can adapt to any percentage within the range specified by the manufacturer and the vehicle shall be tested in the type I test on 100 H gas and 100 L gas It shall also be demonstrated that it can adapt to any NG biomethane composition that may appear on the market regardless of the percentage of hydrogen in the mixture For vehicles equipped with hydrogen fuel systems compliance shall be tested on the single hydrogen reference fuel referr
59. Official Journal of the European Union 2 7 3 4 2 7 3 5 2 7 4 1 2 7 4 2 2 8 coast through deceleration full let off of the throttle clutch disengaged and in gear foot hand control actuated no brakes applied If the target speed is 0 km h idle and if the actual vehicle speed is lt 5 km h the clutch may be disengaged the gear shifted to neutral and the brakes used in order to prevent engine stall and to entirely stop the vehicle An upshift is not allowed during a coast through deceleration The rider may downshift to increase the braking effect of the engine During gear changes extra care shall be afforded to ensure that the gear change is performed promptly with minimum i e lt 2 seconds coasting in neutral gear clutch and partial clutch use The vehicle manufacturer may request to extend this time with the agreement of the approval authority if absolutely necessary coast down deceleration deceleration shall be initiated by de clutching separating the drive from the wheels without the use of brakes until the target vehicle speed is reached Cruise instruction if the following action is cruise the vehicle may be accelerated to attain the target vehicle speed the throttle shall continue to be operated as required to attain and remain at the target cruising vehicle speed A driving instruction shall be performed in its entirety Additional idling time acceleration to above and deceleratio
60. The test results for CO emissions shall be expressed in grams per kilometre g km rounded to the nearest whole number The fuel consumption expressed in litres per 100 km in the case of petrol LPG ethanol E85 and diesel or in kg and m per 100 km in the case of NG biomethane H NG and hydrogen shall be calculated according to point 1 4 3 of Annex II by the carbon balance method using the CO emissions measured and the other carbon related emissions CO and HC The results shall be rounded to the first decimal place For the purpose of the calculation referred to in point 2 4 3 the prescriptions and reference values of point 2 2 4 shall apply If applicable electric energy consumption shall be expressed in Watt hours per kilometre Wh km rounded to the nearest whole number The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3 3 The result shall be expressed in kilometre rounded to the nearest whole number The electric range measured by this method shall be the only one referred to in promotional material and used for the calculations in Appendix 3 Interpretation of test results The CO value or the value of electric energy consumption adopted as the type approval value shall be that declared by the manufacturer if this is not exceeded by more than 4 percent by the value measured by the technical service The measured value may be lo
61. a tricycle L5e a light quadricycle 16 heavy quadricycles L7e Noise of the three wheel moped tricycle or quadricycle measuring conditions and method for testing of the vehicle during component type approval 21 2 2014 Official Journal of the European Union 2 2 2 21 2 2 2 2 2 2 1 2 2 2 2 2 2 3 2 2 3 1 2 2 3 1 1 2 2 3 2 2 2 3 3 The vehicle its engine and its exhaust system shall be designed constructed and assembled so that the vehicle complies with the requirements of this Appendix under normal conditions of use regardless of any vibrations to which they may be subjected The exhaust system shall be designed constructed and mounted to resist the corrosion phenomena to which it is exposed Specifications for noise levels Limits see Part D of Annex VI to Regulation EU No 168 2013 Measuring instruments The apparatus used for measuring the noise level shall be a precision sound level meter of the type described in International Electro technical Commission IEC publication No 179 Precision sound level meters second edition Measurements shall be carried out using the fast response of the sound level meter and the A weighting also described in that publication At the beginning and end of each series of measurements the sound level meter shall be calibrated in accordance with the manufacturer s instructions using an appropriate noise source e g a piston phone Spe
62. aa Operation Nos we 55 qu 24 m nr 1 i o Partial times by phase 4 Generic applicable ECE R40 and R47 test cycle tolerances 4 1 A tolerance of 1 km h over or under the theoretical speed shall be allowed during all phases of the test cycle Speed tolerances greater than those prescribed shall be accepted during phase changes provided that the tolerances are not exceeded for more than 0 5 second on any occasion without prejudice to the provisions of points 4 3 and 4 4 The time tolerance shall be 0 5 sec 4 2 The distance driven during the cycle shall be measured to 0 2 percent 4 3 If the acceleration capability of the L category vehicle is not sufficient to carry out the acceleration phases within the prescribed limits of tolerances or the prescribed maximum vehicle speed in the individual cycles cannot be achieved owing to a lack of propulsion power the vehicle shall be driven with the throttle fully open until the speed prescribed for the cycle is reached and the cycle shall be carried on normally 4 4 If the period of deceleration is shorter than that prescribed for the corresponding phase the timing of the theoretical cycle shall be restored by a constant speed or idling period merging into the subsequent constant speed or idling operation In such cases point 4 1 shall not apply 5 Sampling of the exhaust flow of the vehicle in ECE R40 and R47 test cycles 5 1 Check
63. construction and mounting of the silencer shall be such that 3 3 1 1 the moped complies with the requirements of this Appendix under normal conditions of use and in particular regardless of any vibrations to which it may be subjected 3 3 1 2 it displays reasonable resistance to the corrosion phenomena to which it is exposed with due regard to the normal conditions of use of the moped 3 3 1 3 the ground clearance under the silencer as originally fitted and the angle at which the moped can lean over are not reduced 3 3 1 4 the surface does not reach unduly high temperatures 3 3 1 5 its outline has no projections or sharp edges 3 3 1 6 shock absorbers and suspension have adequate clearance 3 3 17 adequate safety clearance is provided for pipes 3 3 1 8 it is impact resistant in a way that is compatible with clearly defined maintenance and installation require ments 3 3 2 Specifications for noise levels 3 3 2 1 The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in points 2 1 2 2 1 3 2 1 4 and 2 1 5 Where a replacement exhaust system or component thereof is fitted to the moped referred to in point 3 2 3 3 the noise level values obtained shall not exceed those measured in accordance with point 3 2 3 3 using the same moped fitted with the original equipment silencer both during the test in motion and during the stationary test 3 3 3 Testing
64. dec ii 99 248 95 1 X 39 Xl 2 7 SR VU E 183 0 0 X 243 43 0 184 185 186 187 0 0 0 4 18 5 4 X X 123 33 1 06 365 X 244 40 9 26 6 X 303 27 8 X X 304 27 2 X 307 26 1 188 111 X 21 8 308 25 7 189 190 21 3 191 16 7 24 8 X 251 17 2 10 3 X X X 309 311 25 5 26 4 Tx LX _ __ 250 27 j X 192 28 4 252 7 0 312 27 3 193 194 34 6 195 31 8 36 3 253 255 3 5 233 99 0 0 313 315 28 1 26 0 38 379 px 196 37 8 256 0 0 316 22 7 197 39 6 257 0 0 317 19 0 is 43 Px 28 99 19 53 i x 29 00 3m X 35 146 X 200 45 1 260 0 0 X 201 202 49 0 203 50 0 204 47 5 49 5 X X 264 0 0 x 326 99 Xx 36 99 0 0 320 15 2 205 48 8 206 47 6 207 46 5 208 46 1 X X 265 0 0 266 0 0 2 9 324 24 6 209 46 1 210 46 6 211 46 9 212 47 2 8 2 24 P lt 24 gt lt 24 P lt gt lt 328 27 7 329 27 1
65. electric energy consumption or electric range referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex VII to this Regulation L 53 8 Article 12 Test type VIII requirements OBD environmental tests The test procedures and requirements applying to test type VIII on the environmental part of on board diagnostics OBD referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex VIII to this Regulation Article 13 Test type IX requirements sound level The type test procedures and requirements applying to test type IX on sound level referred to in Part A of Annex V to Regu lation EU No 168 2013 shall be conducted and verified in accordance with Annex IX to this Regulation CHAPTER III OBLIGATIONS OF MANUFACTURERS REGARDING THE PROPULSION PERFORMANCE OF VEHICLES Article 14 General obligations 1 Before making an L category vehicle available on market the manufacturer shall demonstrate the propulsion unit performance of the L category vehicle type to the approval authority in accordance with the requirements laid down in this Regulation 2 When making an L category vehicle available on the market or registering it or before its entry into service the manufacturer shall ensure that the propulsion unit performance of the L category vehicle type does not exceed that reported to the approval auth
66. following the unscheduled maintenance provisions lasting less than 30 minutes may be taken and the test continued The sampling system shall be reactivated at the same time cranking is started The driving schedule timing sequence shall begin when the engine starts If failure to start is caused by vehicle malfunction and the vehicle cannot be started the test shall be voided the vehicle removed from the dynamometer corrective action taken following the unscheduled maintenance provisions and the vehicle rescheduled for test The reason for the malfunction if determined and the corrective action taken shall be reported If the test vehicle does not start during the hot start after ten seconds of cranking or ten cycles of the manual starting mechanism cranking shall cease the test shall be voided the vehicle removed from the dynamometer corrective action taken and the vehicle rescheduled for test The reason for the malfunction if determined and the corrective action taken shall be reported If the engine false starts the operator shall repeat the recommended starting procedure such as resetting the choke etc Stalling If the engine stalls during an idle period it shall be restarted immediately and the test continued If it cannot be started soon enough to allow the vehicle to follow the next acceleration as prescribed the driving schedule indicator shall be stopped When the vehicle restarts the driving schedule indicator s
67. fuel consumption in 1 100 km with a fully charged electrical energy power storage device C fuel consumption in 1 100 km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D electric range of the vehicle determined according to the procedure described in Appendix 3 3 where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state D average distance between two battery recharges 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 for an L category vehicle with an engine capacity of gt 150 cm and Vmax 2 130 km h For testing in accordance with point 3 2 3 2 2 Equation Ap3 12 Dove Dy C Dove Dy where fuel consumption in 1 100 km C fuel consumption in 1 100 km with a fully charged electrical energy power storage device C fuel consumption in 1 100 km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity 21 2 2014 Official Journal of the European Union L 53 223 3 4 5 3 4 6 3 4 6 1 3 4 6 2 Dove OVC range according to the procedure described in Appendix 3 3 5 ay average distance between two battery recharges 4 km for an
68. is calculated using the following equation Equation Ap7 4 1 5 100 n where t is the coefficient given in Table Ap 7 2 s is the standard deviation given by the following formula Equation 7 5 where n is the number of tests Table Ap7 2 Coefficients for statistical accuracy 4 1 60 5 1 25 6 1 06 7 0 94 8 0 85 9 0 77 L 53 123 L 53 124 5 9 5 10 6 1 6 1 1 6 2 6 2 1 6 2 2 Official Journal of the European Union n t 10 2 3 0 73 11 2 2 0 66 12 2 2 0 64 13 2 2 0 61 14 2 2 0 59 15 2 2 0 57 In repeating the test care shall be taken to start the coast down after observing the same warm up procedure and at the same coast down starting speed The coast down times for multiple specified speeds may be measured in a continuous coast down In this case the coast down shall be repeated after observing the same warm up procedure and at the same coast down starting speed The coast down time shall be recorded A specimen record form is given in the Regulation for administrative requirements Data processing Calculation of running resistance force The running resistance force in Newton at the specified speed shall be calculated using the following equation Equation Ap7 6 where reference mass kg Av vehicle speed deviation km h At calculated coast down time difference s The running resistance force shal
69. lt mef lt 55 50 4 4 0 0208 mags 65 DEN 00208 65 lt mas ss 75 lt mef lt 85 80 7 0 0 0212 85 lt Mef lt 95 90 7 9 0 0214 95 lt m lt 105 8 8 0 0215 105 lt mp lt 115 9 7 0 0217 115 lt Mef lt 125 120 10 6 0 0218 125 lt lt 135 130 11 4 0 0220 135 lt Mef lt 145 12 3 0 0221 145 lt Mef lt 155 13 2 0 0223 155 lt lt 165 160 14 1 0 0224 165 lt lt 175 170 15 0 0 0226 175 lt lt 185 15 8 0 0227 185 lt lt 195 16 7 0 0229 L 53 75 L 53 76 Reference mass my Official Journal of the European Union Equivalent inertia mass m Rolling resistance of front wheel a Aero drag coefficient b kg kg 195 lt m f lt 205 200 17 6 0 0230 205 lt lt 215 210 18 5 0 0232 215 lt lt 225 220 19 4 0 0233 225 lt lt 235 230 20 2 0 0235 235 lt lt 245 240 21 1 0 0236 245 lt 255 250 22 0 0 0238 255 lt 265 260 22 9 0 0239 265 lt lt 275 270 23 8 0 0241 275 lt lt 285 280 24 6 0 0242 285 lt lt 295 290 25 5 0 0244 295 lt mer lt 305 300 26 4 0 0245 305 lt mef lt 315 310 0 0247 315 lt mef lt 325 320 0 0248 325 lt mef lt 335 330 0 0250 335 lt mef lt 345 340 0 0251 345 lt mef lt 355 350 0 0253 355 lt lt 365 360 317 0 0254 365 lt mef 375 370 32 6 0 0256 21 2 2014 21 2 2014 Official Journal of the European Union L 53
70. phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in ox 2 0 X 63 23 X 123 34 4 X UNE CUN CER DR a EE a e859 0 19 924 X o 298 LX X1 u o0 x ee o0 x 12 2 X 360 1 185 X Em ve a7 X 368 e os 15 x 76 ns 16 21 54 27 12 X 88 36 2 X 148 9 7 MEME T SL 35 166 X 939 38 x Cd 185 191 138 isi 9 31 21 2 X 92 38 9 X 152 3 35 1 2395 34 35 28 X 96 38 1 X 156 ee rs a 3 22 X a 158 385 298 px 159 367 119 9 39 30 3 X 100 36 5 X 160 a Ue 1 X
71. position Fuel consuming For instance sport economic urban extra urban position etc Most electric hybrid mode the hybrid mode which can be proven to have selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101 to be established based on information provided by the manufacturer and in agreement with the technical service 5 Most fuel consuming mode the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101 to be established based on information provided by the manufacturer and in agreement with the technical service Condition A Pure electric Hybrid mode Pure fuel 1 consuming Hybrid mode Hybrid m Switch in Switch in position position Most electric Hybrid hybrid mode Most fuel Hybrid consuming mode 3 he highest electricity consumption of all If the pure electric range of the vehicle is higher than one complete cycle the type I test may at the manufacturers request be carried out in pure electric mode In this case the engine preconditioning prescribed in point 3 2 2 3 1 or 3 2 2 3 2 can be omitted The procedure shall start with the discharge of the electrical energy power storage device of the vehicle while driving with the switch in pure electric position on t
72. the equivalent inertia mass mi can be derived from Appendix 5 If the reference mass m cannot be equalised to the flywheel equivalent inertia mass mi to make the target running resistance force equal to the running resistance force which is to be set to the chassis dynamometer the corrected coast down time may be adjusted in accordance with the total mass ratio of the target coast down time in the following sequence Equation 2 10 1 2Av AT road 3 6 m F Equation 2 11 1 2Av ATE 36 mi Equation 2 12 21 2 2014 21 2 2014 4 5 6 2 4 5 6 2 1 4 5 6 2 2 4 5 6 2 3 4 5 6 2 4 Official Journal of the European Union Equation 2 13 x m mj m with 0 95 lt lt 1 05 my where may be measured or calculated in kilograms as appropriate As an alternative may be estimated as f percent of m Running resistance force derived from a running resistance table The chassis dynamometer may be set by the use of the running resistance table instead of the running resistance force obtained by the coast down method In this table method the chassis dynamometer shall be set by the mass in running order regardless of particular L category vehicle characteristics Note 6 Care shall be taken when applying this method to L category vehicles with extraordinary characteristics
73. x o0 x fx L1 1 X ris x ms lt er 5 x j 76 ns 136 T XT gt ee a 15 x 25 j f T Se 1 18 25 lw 25 j T Xu 8e 5 p qo gt 25 N N NIN ojo 23 2 6 M 48 1 85 5 72 x 1 15385 5 1 LL Lus 39 1 1 1 LX 3 95 x L8 1 5 i WC 27 12 X 88 25 148 9 7 X meas CLE o e 1 239 166 x 9 25 X1 30 189 xf Pfui o xf 31 21 2 X 92 25 X 152 X 32 23 5 HL 93 25 sep 3 p 4 o x 35 25 96 25 X 156 X Se ee ne E I REUS ee 8 37 53 139 23 x LB x e ee 39 25 X 100 25 X 160 X ee 1 4 2 3
74. 1 2 5 2 5 1 5 5 2 5 1 4 5 2 5 1 5 5 2 5 1 6 5 2 5 5 2 5 1 8 22519 5 2 5 2 5 2 5 2 Official Journal of the European Union Vehicles equipped with a positive ignition engine fuelled with LPG NG biomethane H NG hydrogen or so equipped that they can be fuelled with either petrol LPG NG biomethane H NG or hydrogen between the tests on the first gaseous reference fuel and the second gaseous reference fuel shall be preconditioned before the test on the second reference fuel This preconditioning on the second reference fuel shall involve a preconditioning cycle consisting of one Part One Part Two and two Part Three WMTC cycles as described in Appendix 6 At the manufacturer s request and with the agreement of the technical service this preconditioning may be extended The dynamometer setting shall be as indicated in point 4 5 6 of this Annex Emissions tests Engine starting and restarting The engine shall be started according to the manufacturers recommended starting procedures The test cycle run shall begin when the engine starts Test vehicles equipped with automatic chokes shall be operated according to the instructions in the manufacturers operating instructions or owner s manual covering choke setting and kick down from cold fast idle In the case of the WMTC set out in Appendix 6 the transmission shall be put in gear 15 seconds after the engine is started If necessary braking may be employed t
75. 100 km for gaseous fuels Q electricity balance measured during test Ah CO emissions at zero battery energy balance shall be determined separately for the CO emission values measured over part 1 2 and 3 if applicable of the type I test cycle set out in Appendix 6 to Annex II Not Externally Chargeable not OVC HEV with an operating mode switch These vehicles shall be tested in hybrid mode in accordance with Appendix 1 using the applicable driving cycle and gear shifting prescriptions in point 4 5 5 of Annex II If several hybrid modes are available the test shall be carried out in the mode that is automatically set after the ignition key is turned on normal mode Carbon dioxide CO emissions and fuel consumption shall be determined separately for parts 1 2 and 3 of the type I test cycle in Annex II For preconditioning at least two consecutive complete driving cycles shall be carried out without inter mediate soak using the applicable type I test cycle and gear shifting prescriptions in Annex II L 53 232 Official Journal of the European Union 21 2 2014 6 3 6 3 1 6 3 1 1 6 3 3 6 3 3 1 6 3 3 2 Test results The fuel consumption 1 100 km and CO emission M g km results of this test shall be corrected in line with the energy balance AE of the battery of the vehicle The corrected values 1 100 km for liquid fuels or kg 100 km for gaseous fuels and g km shall correspond to
76. 105 Cruise 50 75 80 105 3 Ist 1 2 2nd 1 2 21 2 2014 Official Journal of the European Union Sub action Accelerate Table Ap1 4 Actions and sub actions for each cycle and sub cycle lap 4 and 5 Cycle 1 Lap 8 5 E 4 1st 1 2 Accelerate Decelerate Optional accel eration Moderate Moderate Coast down Moderate To at gt N gt J Eg 90 mn 75 100 5 2nd 1 1st 1 Cruise 2 4 Decelerate Moderate Moderate Coast through 3 10 80 80 un e 100 N Stop amp Idle Accelerate Cruise 2nd 1 Hard E EE AA 4 Decelerate Moderate v2 v N 15 L 53 201 L 53 202 Official Journal of the European Union 2 9 3 2 9 3 1 2 9 3 2 2 9 5 5 2 9 3 4 2 9 3 5 2 9 3 6 2 9 3 7 2 9 3 8 2 9 3 9 2 9 3 9 1 2 9 3 9 2 Sub action Accelerate 3rd 1 4 Decelerate Moderate Accelerate Moderate Cruise 1 4 Decelerate Moderate Accelerate Moderate 20 Cruise 20 45 65 80 Decelerate Coast through 0 0 0 0 Soak procedures in the SRC LeCV The SRC LeCV soak procedure shall consist of the fo
77. 2 Normalised upshift speed in gears gt 1 P 1 9 IN E n max acc i 0 5753 x Nidle 21 2 2014 Official Journal of the European Union L 53 133 2 Calculation example 2 1 Figure 9 1 shows an example of gearshift use for a small vehicle a the lines in bold show the gear use for acceleration phases b the dotted lines show the downshift points for deceleration phases c in the cruising phases the whole speed range between downshift speed and upshift speed may be used 2 2 Where vehicle speed increases gradually during cruise phases upshift speeds v _ in km h may be calculated using the following equations Equation Ap9 3 1 Vj 52 0 03 x s X ad Equation Ap9 4 19 x 1 V223 0 5753 mk 73 0 1 X 9 5 P 1 9 x x 1 6575 75 x s niae Nide X i 3 to ng ndv 4 Figure Ap9 1 Example of a gearshift sketch Gear use during deceleration and cruise phases 6000 gear 1 2 5000 gear 3 acc gear 4 gear 5 4000 acc gear 6 rated speed 5 3000 idling speed o 9 2000 1000 vehicle speed in km h L 53 134 3 1 3 2 Official Journal of the European Union Gear use during acceleration phases ice L gear
78. 2 This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip Therefore the addition of such compounds for the sole purpose of biasing the test method is prohibited Type Natural gas NG biomethane Limits Parameter Unit Test method Minimum Maximum Reference fuel Gyo Methane percent 100 99 100 mole Balance 2 percent 1 mole mole Sulphur content 2 mg m 10 Wobbe Index 4 net MJ m 48 2 47 2 49 2 Reference fuel G35 Methane percent 86 84 88 mole Balance 2 percent 1 mole 14 12 16 mole 21 2 2014 Official Journal of the European Union L 53 59 Type Natural gas NG biomethane Limits 3 Parameter i Test method Biofuel means liquid or gaseous fuel for transport produced from biomass 2 Inerts different from N3 9 Sulphur content 3 10 Wobbe Index net 2 40 6 Value to be determined at 293 2 K 20 C and 101 3 kPa 4 Value to be determined at 273 2 0 and 101 3 kPa Type Hydrogen for internal combustion engines Parameter Unit Test method Minimum Maximum Hydrogen purity 6 mole ISO 14687 Total hydrocarbon CENE O 14687 mE Nitrogen 5 ISO 14687 1 150 14687 P
79. 2 16202532 Sieve size in mm Table Ap4 1 Design guidelines Target values Tolerances By total mass of mix By mass of the approcase Mass of stones square mesh sieve 47 6 96 50 5 5 SM gt 2 Mass of sand 0 063 lt SM lt 2mm 38 0 5 Mass of filter SM lt 0 063 mm 8 8 2 L 53 285 L 53 286 3 1 3 2 3 3 Official Journal of the European Union Tolerances Mass of binder bitumen 0 5 Compactness relative to Marshall 98 compactness Test methods Measurement of the residual void content For the purpose of this measurement cores are taken from at least four different points of the track which are equally distributed in the test area between lines AA and BB see Figure Ap4 1 In order to avoid creating a lack of homogeneity and unevenness in the wheel tracks cores shall not be taken in the tracks themselves but close to them At least two cores shall be taken close to the wheel tracks and at least one approximately midway between the tracks and each microphone location If there is a suspicion that the homogeneity requirement is not met see point 1 4 cores shall be taken from more points in the test area The residual void content must be determined for each core The average value for all cores is calculated and compared with the requirement of point 1 1 In addition no single core shall have a void value of over 10 The test surface constructor is reminded that problems
80. 21 2 2014 Table Ap2 1 shows the minimum distance to be travelled for each category of motorcycle during conditioning Table Ap2 1 Minimum distance to be travelled during conditioning L3e L4e category vehicle motorcycle by engine capacity cm P 1 lt 80 4000 2 gt 80 lt 175 6 000 3 gt 175 8 000 50 10 of this conditioning cycle shall consist of town driving and remainder of long distance runs at high speed the continuous road cycle may be replaced by a corresponding test track programme The two types of driving shall be alternated at least six times The complete test programme shall include at least ten breaks lasting at least three hours in order to reproduce the effects of cooling and condensation Conditioning by pulsation The exhaust system or components thereof shall be fitted to the motorcycle or to the engine In the first case the motorcycle shall be mounted on a roller dynamometer In the second case the engine shall be mounted on a test bench The test apparatus as shown in detail in Figure Ap2 4 is fitted at the outlet of the exhaust system Any other apparatus giving equivalent results is acceptable The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times a rapid action valve The valve shall open when the exhaust gas back pressure measured at least 100 mm downstream of the intake flange reaches a value of b
81. 23 705 L L x 263 942 x 33 34 x 204 68 8 X 264 94 1 X 324 56 8 X s 93 e Ds 13 95 1389 1 LL 206 64 X266 940 x 336 89 1 LX 27 63 x 27 933 1 L LX gt 1L X 208 62 8 X 268 93 9 X 328 55 8 X no 59 L 050 30 92 LX 20 1 84 T8184 212 60 0 272 94 0 X 332 48 4 X mi 720 L3 LL 348 41 E S e 0 25 63 x 25 942 xy 355 5 j 216 65 5 276 94 3 X 336 63 0 X 131 134 ns 683 L X x L98 1 X1 20 681 L L 945 X1 30 X1 221 673 xj28 945 x _ 31 721 f 222 665 xX 282 94 Jx 342 729 223 659 xX 283 945 33 737 X Jj 224 655 xX 284 96 344 744 XK J 225 649 x 285 947 x 35 751 XT 226 641 x 286 948 x 346 758 227 60 xf 287 949 xyj 347 765 xf j 228 621 x 288 948 _ 38 772 X _ __ 229 616 289 943 J 778 xf __ 230 617 x 290 933 j J 350 7855 xf __ 231 623 x a i 9 8 _ 31 72 Lx j 232 65 X __ 292
82. 280 30 2 X 340 28 3 X o 390 GE a 224 45 X 284 30 2 X 344 30 1 X ze 5 X 26 302 1346 308 x 2 5 x 27 302 x 347 308 x 228 45 X 288 n 5 X 348 30 8 X 229 45 X 289 X 349 30 8 X 230 45 X 290 5 P X 350 30 8 X zr 6 x 232 45 X 292 337 X 352 30 8 X 233 45 X 293 34 5 X 353 30 8 X 234 45 X 294 35 1 X 354 30 9 X 235 1345 2991309 236 44 4 X 296 35 6 X 356 30 9 X 237 43 5 X 297 Be X 357 30 8 X 238 43 2 X 298 X 358 30 4 X ns 53 x 240 67 x 1300 324 x 139 284 1 X1 4 L 53 118 3 2 7 WMTC stage 3 part 1 class 1 applicable for L1e A and L1e B v Official Journal of the European Union Table Ap6 33 Vmax lt 45 km h sub category veh warm 361 to 540s icles cold or 21 2 2014 time in s 362 363 speed in phase indicators time in s roller speed in km h roller speed in phase indicators phase indicators cruise dec 364 365 366 367 368 369 370 371 372 373 374 375 376 377 378 379 380 381 382 383 384 385 386 387 388 386 ___ 44 279 504 286 Lo X 45 265 505 32
83. 3 1 4 1 3 2 3 1 4 1 4 2 3 1 4 2 2 3 1 4 2 1 2 3 1 4 2 2 2 3 1 4 2 3 2 3 1 4 2 4 2 3 1 4 2 5 2 3 1 4 2 6 2 3 1 4 27 2 3 1 4 2 8 2 3 1 4 3 2 3 1 4 3 1 2 3 1 4 3 2 2 3 1 4 3 3 2 3 1 4 3 4 50 10 of this conditioning cycle shall consist of town driving and remainder of long distance runs the continuous road cycle may be replaced by a corresponding test track programme The two types of driving shall be alternated at least six times The complete test programme shall include at least 10 breaks lasting at least three hours in order to reproduce the effects of cooling and condensation Conditioning by pulsation The exhaust system or components thereof shall be fitted to the moped or to the engine In the first case the moped shall be mounted on a roller dynamometer In the second case the engine shall be mounted on a test bench The test apparatus as shown in detail in Figure Ap1 4 is fitted at the outlet of the exhaust system Any other apparatus giving equivalent results is acceptable The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by rapid action valve The valve shall open when the exhaust gas back pressure measured at least 100 mm downstream of the intake flange reaches a value of between 0 35 and 0 40 bar Should the engine characteristics prevent this the valve shall open when the gas back pressu
84. 342 X EL E391 1 1 380 384 13905 1 1X D9 1 LX 8H 1 298 X pee x139 389 384 30 1 X 444 27 9 X 504 28 6 X 386 302 0 38 25 47 3a 4L 1 _ x 307 966 LX 388 28 6 448 21 8 X 508 34 6 X 1 138 aol wz LX 392 26 9 452 18 3 X 512 10 7 X 365 ER EEE E S L1 34 257 p 454 514 12 j x 395 _________ 15 _ _____ 715 00 __ ____ 396 21 4 456 16 3 X 516 X 1355 i EX 1731837 398 SS E 399 49 192 xf 59 30 f 40 21 x 460 208 x 520 82 j 401 09 22 xf 42 00 462 230 x _ 522 193 j 403 00 xX 463 230 J x 523 235 xf j 44 00 xX 464 220 J x 524 273 xf j 405 00 x 5 201 x 525 38 406 00 xX 526 37 X j 407 00 xX 5 10 x 527 52 xf j 408 12 x 468 121 528 352 T x 409 32 912 x 525 325 J x 40 59 x 470 62 J j J x 530 275 Xx
85. 4 4 4 2 4 4 5 4 4 6 4 4 6 1 fuel consumption in 1 100 km with a fully charged electrical energy power storage device C fuel consumption in 1 100 km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D electric range of the vehicle determined according to the procedure described in Appendix 3 3 where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state D average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h For testing in accordance with point 4 2 4 2 2 Equation Ap3 27 Dove Day C2 Dove Dav where C fuel consumption in 1 100 km C fuel consumption in 1 100 km with a fully charged electrical energy power storage device C fuel consumption in 1 100 km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity Dove OVC range according to the procedure described in Appendix 3 3 average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 km for an L
86. 436 120 5 496 118 7 377 107 7 437 120 8 497 118 2 x 438 a1 x 48 x _ 79 1030 x 49 ins x 499 176 x _ 380 109 6 440 122 0 500 117 5 por 2 x ea x 1959 iv4 x _ x 443 1229 x 1939 173 x _ 384 112 0 444 123 1 504 117 0 esp spas 8894 41 1 se 1126 x 4 154 x 506 1164 x 1 1129 x 447_ 1335 x 5o7_ 1161 x _ 388 113 1 448 123 7 508 115 9 spp 390 153 x 192 x 159 155 x 4613145 XL sn 153 x _ 392 113 2 452 124 8 512 115 2 34 mms x ee 09 x 314 14 35 x 4s 353 x L 3 145 T LX T 396 114 3 X 456 125 1 X 516 115 0 X EDS 5 x se 1293 x ss 353 T x _ 399 x 9 iar gt x 4155 1654 400 153 x 08 x i54 Px 13 1524 1 3 T 22 048 dT Ese 1p p xp spen 1 5 777 E 00 44 x Jaa nmre x 15x 159 x 49 i75 x 155 1 406 1160 x 406 x 526 135 x 4
87. 5 corrected Fmeasured Equation Ap 8 6 where is the rolling resistance at speed N Ragro is the aerodynamic drag at speed v N Ry is the total road load Rp N 21 2 2014 21 2 2014 Official Journal of the European Union L 53 129 3 2 3 2 2 3 2 2 1 is the temperature correction factor of rolling resistance taken to be equal to 3 6 1073 t is the road test ambient temperature in K to is the reference ambient temperature 293 2 d is the air density at the test conditions kg m do is the air density at the reference conditions 293 2 K 101 3 kPa 1 189 kg m The ratios Rp Ry and shall be specified by the vehicle manufacturer on the basis of the data normally available to the company and to the satisfaction of the technical service If these values are not available or if the technical service or approval authority do not accept these values the following figures for the rolling total resistance ratio given by the following formula may be used Equation Ap 8 7 where is the test mass and for each speed the coefficients and b are as shown in the following table Table Ap8 3 Coefficients a and b to calculate rolling resistance ratio v km h a b 20 0 82 40 0 54 60 0 33 80 1 85 10 0 23 100 1 63 107 0 18 120 1 57 107 0 14 Setting of the chassis dynamometer
88. 6 tcorrected 3 2 2 7 The power P to absorbed by bench shall be determined in order to enable same total road load power to be reproduced for the same vehicle on different days or on different chassis dynamometers of the same type L 53 132 1 2 1 3 1 4 Official Journal of the European Union 21 2 2014 Appendix 9 Explanatory note on the gearshift procedure for a type I test Introduction This explanatory note explains matters specified or described in this Regulation including its Annexes or Appen dices and matters related thereto with regard to the gearshift procedure Approach The development of the gearshift procedure was based on an analysis of the gearshift points in the in use data In order to establish generalised correlations between technical specifications of the vehicles and gearshift speeds the engine speeds were normalised to the utilisable band between rated speed and idling speed In a second step the end speeds vehicle speed as well as normalised engine speed for upshifts and downshifts were determined and recorded in a separate table The averages of these speeds for each gear and vehicle were calculated and correlated with the vehicles technical specifications The results of these analyses and calculations can be summarised as follows a the gearshift behaviour is engine speed related rather than vehicle speed related b the best correlation betwe
89. No 10 11 12 Official Journal of the European Union Accessories Fitted for the torque and net power test Fuel injection system Upstream filter Filter Fuel supply pump and high pressure pump if applicable If series mounted yes High pressure lines Injector Air inlet flap where fitted Fuel pressure flow regulator where fitted Maximum rotational speed or power governors If series mounted yes Liquid cooling equipment Engine bonnet Radiator Fan If series mounted yes Fan cowl Water pump Thermostat Air cooling Cowl Blower If series mounted yes Cooling temperature regulating device s Auxiliary bench blower Electrical equipment If series mounted Super charger or turbocharger where fitted Compressor driven directly by the engine or by the exhaust gases f Charge air cooler 1 If series mounted yes Coolant pump or fan engine driven Coolant flow control device where fitted 7 Pollution control devices If series mounted yes Lubrication system Oil feeder If series mounted yes Oil cooler where fitted Charge air cooled engines shall be tested with charge air cooling whether liquid or air cooled but if the manufacturer prefers a test made with th bench may replace the air cooled cooler In either case the measurement of power at each speed shall be same
90. No 168 2013 shall indicate any circumstances and factors affecting the results of the measurements L 53 261 1 53 262 2 1 5 2 2 1 5 3 2 1 5 4 2 1 5 5 2 2 2 2 1 2 2 2 2 2 3 2 2 5 1 2 2 5 2 2 2 5 5 Official Journal of the European Union Readings taken shall be rounded to the nearest decibel If the figure following the decimal point is between 0 and 4 the total is rounded down and if between 5 and 9 it is rounded up Only measurements which vary by 2 0 dB A or less in two consecutive tests on the same side of the motorcycle may be used for the purpose of issuing the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 To take account of inaccuracies 1 0 dB A shall be deducted from each value obtained in accordance with point 2 1 5 2 If the average of the four measurements does not exceed the maximum permissible level for the vehicle category in question the limit laid down in Part D of Annex VI to Regulation EU No 168 2013 will be deemed as being complied with This average value shall be taken as the result of the test If the average of four Condition A results and the average of four Condition B results do not exceed the permissible level for the vehicle category in question the limits laid down in Part D of Annex VI to Regulation EU No 168 2013 shall be deemed as being complied with The highest average value shall be taken as th
91. Should any component in the system heat exchanger cyclone separator blower etc change the concen tration of any of the pollutants in the diluted exhaust gases and the fault cannot be corrected sampling for that pollutant shall be carried out upstream from that component All parts of the dilution system that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulates or particles All parts shall be made of electrically conductive materials that do not react with exhaust gas components and shall be electrically grounded to prevent elec trostatic effects If the vehicle being tested is equipped with an exhaust pipe comprising several branches the connecting tubes shall be connected as near as possible to the vehicle without adversely affecting its operation The variable dilution system shall be designed so as to enable the exhaust gases to be sampled without appreciably changing the back pressure at the exhaust pipe outlet The connecting tube between the vehicle and dilution system shall be so designed as to minimise heat loss Specific requirements Connection to vehicle exhaust The connecting tube between the vehicle exhaust outlets and the dilution system shall be as short as possible and satisfy the following requirements a the tube shall be less than 3 6 m long or less than 6 1 m long if heat insulated Its internal diameter may not exceed 105 mm 21 2 2014
92. accession by the European Community to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles equipment and parts which can be fitted to or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions Revised 1958 Agreement OJ L 346 17 12 1997 78 L 53 2 of this Regulation On the long term when the revisiting process at the level of the UN is finished equivalent UNECE regulations will be available which then will allow to replace the text of this Regulation with making reference to those UNECE regulations In particular UNECE regulation No 41 noise emissions of categories L3e and L4e motorcycles was updated in 2011 for technical progress UNECE regu lation No 41 should therefore be made obligatory in EU type approval legislation and replace Annex III to Chapter 9 of Directive 97 24 EC of the European Parliament and of the Council 1 in order for motor cycles to comply with only one set of motorcycle sound requirements which are world wide accepted by the contracting parties to the Revised 1958 Agreement UNECE regulation No 85 on measurement of net power of electric motors should also be made obligatory with the same objective of mutual recognition between the contracting parties to the Revised 1958 Agreement in the area of propulsion unit performance requi
93. as a reference base 3 5 5 approval authority and technical service shall be given access at any time during or after the environmental performance type approval process both to the golden pollution control devices and new non aged pollution control devices The approval authority or technical service may request and witness a verification test by the manufacturer or may have the new non aged and golden pollution control devices tested by an independent test laboratory in a non destructive way L 53 194 11 1 2 1 3 2 2 2 21 2 2 2 2 2 3 2 2 4 Official Journal of the European Union Appendix 1 The Standard Road Cycle for L Category Vehicles SRC LeCV Introduction The Standard Road Cycle for L Category Vehicles SRC LeCV is a representative kilometre accumulation cycle to age L category vehicles and in particular their pollution control devices in a defined repeatable and representative way The test vehicles may run the SRC LeCV on the road on a test track or on a kilometre accumulation chassis dynamometer The SRC LeCV shall consist of five laps of a 6 km course The length of the lap may be changed to accom modate the length of the kilometre accumulation test track or test road The SRC LeCV shall include four different vehicle speed profiles The manufacturer may request to be allowed alternatively to perform the next higher numbered test cycle with the agreement of the a
94. at the initiation of the vehicle start up procedure and end on conclusion of the final idling period in the applicable type I driving cycle end of sampling ES 3 3 2 3 The vehicle shall be driven using the applicable type I driving cycle and gear shifting prescriptions set out in Appendix 6 to Annex 3 3 2 4 The tailpipe emissions of the vehicle shall be analysed according to the provisions of Annex II 3 3 2 5 The test results for Condition B shall be recorded m and c 1 respectively 3 3 3 Within 30 minutes of the end of the cycle the electrical energy power storage device shall be charged in accordance with point 3 2 2 4 The energy measurement equipment placed between the mains socket and the vehicle charger measures the energy charge e Wh delivered from the mains 3 3 4 The electrical energy power storage device of the vehicle shall be discharged in accordance with point 3 2 1 1 3 3 5 Within 30 minutes of the discharge the electrical energy power storage device shall be charged in accordance with point 3 2 2 4 The energy measurement equipment placed between the mains socket and the vehicle charger measures the energy charge e4 Wh delivered from the mains 21 2 2014 Official Journal of the European Union 3 3 6 3 4 3 4 1 3 4 2 1 3 4 2 2 The electric energy consumption Wh Condition is Equation Ap3 4 e4 Test results The CO values shall be Equ
95. at the time of the approval of the vehicle the following conditions shall apply Only the equipment necessary for the operation of the vehicle during the test shall be in use If there is a manually controlled device for the engine intake air temperature it shall be in the position prescribed by the manufacturer for the ambient temperature at which the test is performed In general the auxiliary devices required for the normal operation of the vehicle shall be in use If the radiator fan is temperature controlled it shall be in normal operating condition The passenger compartment heating system if present shall be switched off as shall any air conditioning system but the compressor for such systems shall be functioning normally If a super charger is fitted it shall be in normal operating condition for the test conditions lubricants shall be those recommended by the manufacturer of the vehicle and shall be specified in the test report The widest tyre shall be chosen except where there are more than three tyre sizes in which case the second widest shall be chosen The pressures shall be indicated in the test report Calculation of CO and fuel consumption values The mass emission of expressed in g km shall be calculated from the measurements taken in accordance with the provisions of point 6 of Annex II For this calculation the density of CO shall be assumed to be 1 964 g litre The fuel consumption
96. by the dynamometer to pass from a vehicle speed of 85 to 75 km h or for vehicles that cannot attain 80 km h referred to in Table Ap8 1 of Appendix 8 note the time between v 5 km h to vj 5 km h Set the power absorption device at a different level The requirements of points 2 2 4 to 2 2 9 shall be repeated sufficiently often to cover the range of loads used 21 2 2014 21 2 2014 Official Journal of the European Union 2 2 1 2212 2 213 2 3 2 4 3 1 Calculate load absorbed using formula Equation Ap3 2 At where load absorbed N m equivalent inertia in kg excluding inertial effects of the free rear roller A v vehicle speed deviation in m s 10 km h 2 775 mls At time taken by the roller to pass from 85 km h to 75 km h or for vehicles that cannot attain 80 km h from 35 25 km h respectively from 20 10 km h referred to in Table Ap 7 1 of Appendix 7 Figure Ap3 2 shows the load indicated at 80 km h in terms of load absorbed at 80 km h Figure Ap3 2 Load indicated at 80 km h in terms of load absorbed at 80 km h 1000 800 600 amp Load indicated N i 0 200 400 600 800 1000 Load absorbed The requirements laid down in points 2 2 3 to 2 2 12 shall be repeated for all inertia classes to be used Calibration of the load indicator at other speeds The procedures described in point 2 2 shall be repeated as
97. carbon monoxide dco 1 25 10 mg m at reference temperature and pressure 273 2 K and 101 3 kPa CO is the concentration of diluted gases expressed in parts per million ppm of carbon monoxide corrected to take account of the dilution air by the following equation Equation 2 37 1 CO CO CO4 1 x where CO is the concentration of carbon monoxide expressed in parts per million ppm in the sample of diluted gases collected in bag s A CO is the concentration of carbon monoxide expressed in parts per million ppm in the sample of dilution air collected in bag s B DF is the coefficient defined in point 6 1 1 4 7 Nitrogen oxides NOx The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated using the following formula Equation 2 38 NOx 1 NOx dno 103 where is the mass of nitrogen oxides emitted during the test part in mg km L 53 41 L 53 42 6 1 1 4 5 Official Journal of the European Union 21 2 2014 S is the distance defined in point 6 1 1 3 is the total volume defined in point 6 1 1 4 1 is the density of the nitrogen oxides in the exhaust gases assuming that they will be in the form of nitric oxide dNO 2 05 10 mg m at reference temperature and pressure 273 2 K and 101 3 kPa is the concentration of diluted gases expressed in parts per million ppm corrected to tak
98. category vehicles powered by a combustion engine only or by a hybrid electric powertrain b the measurement of electric energy consumption and electric range of L category vehicles powered by an electric powertrain only Specification and tests General The components liable to affect CO emissions and fuel consumption or the electric energy consumption shall be so designed constructed and assembled as to enable the vehicle in normal use despite the vibrations to which it may be subjected to comply with the provisions of this Annex The test vehicles shall be properly maintained and used Description of tests for vehicles powered by a combustion engine only The emissions of CO and fuel consumption shall be measured according to the test procedure described in Appendix 1 Vehicles which do not attain the acceleration and maximum speed values required in the test cycle shall be operated with the accelerator control fully depressed until they reach the required operating curve again Deviations from the test cycle shall be recorded in the test report The test vehicle shall be properly maintained and used For CO emissions the test results shall be expressed in grams per kilometre g km rounded to the nearest whole number L 53 207 L 53 208 Official Journal of the European Union 21 2 2014 2 2 3 Fuel consumption values shall be expressed in litres per 100 km in the case of petrol LPG ethanol E85 and diesel or in kg and m
99. combined cycles run Equation Ap3 17 mi 1 Equation Ap3 18 N 5 Ci 1 Within 30 minutes of the end of the cycle the electrical energy power storage device shall be charged in accordance with point 3 2 2 4 The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the energy charge e Wh delivered from the mains The electric energy consumption for Condition A shall be Wh Condition B Conditioning of the vehicle The electrical energy power storage device of the vehicle shall be discharged in accordance with point 4 2 2 1 At the manufacturers request conditioning in accordance with point 4 2 3 1 may be carried out before electrical energy power storage discharge L 53 225 L 53 226 Official Journal of the European Union 4 3 1 2 4 3 2 4 3 2 1 4 3 2 2 4 3 2 3 4 3 2 4 4 3 2 5 4 4 4 4 1 4 4 2 4 4 2 1 Before testing vehicle shall be kept in a room in which temperature shall remain relatively constant between 293 2 and 303 2 20 and 30 C This conditioning shall be carried out for at least six hours and continue until the temperatures of the engine oil and coolant if any are within 2 K of the temperature of the room Test procedure The vehicle shall be started up by the means provided for normal use by the driver The first cycle starts on the initiation of the vehicle start up procedu
100. contaminants Ethanol and higher alcohols 7 Higher alcohols C3 C8 ES viv viv 83 EN 1601 EN 13132 EN 14517 L 53 56 Official Journal of the European Union Type Ethanol E85 Limits 1 Parameter Unit Test method Methanol 0 5 Petrol 5 VIV Balance EN 228 Phosphorus mg l 0 3 6 ASTM D 3231 Water content EN 0 3 ASTM E 1064 Inorganic chloride content mg l Lx ISO 6227 pHe 6 5 ASTM D 6423 Copper strip corrosion 3h at 50 C Rating Class 1 EN ISO 2160 Acidity as acetic acid CH COOH m m 0 005 ASTM 1613 mg l 40 1 The values quoted in the specifications are true values For establishing the limit values the terms of ISO 4259 2006 Petroleum products Determination and application of precision data in relation to methods of test have been applied and for fixing a minimum value a minimum difference of 2R above zero has been taken into account for fixing a maximum and minimum value the minimum difference is 4R R reproducibility Notwithstanding this measure which is necessary for technical reasons the fuel manufacturer shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value when quoting maximum and minimum limits Should it be necessary to clarify whether a fuel meets the requirements of the specifications the terms of ISO 4259 2006 shall be applied 2 In cases of dispute the procedures f
101. control system active passive mech anically or electronically controlled 2 2 3 identical basic principle of fuel air metering e g carburettor single point injection multi point injection engine speed density through MAP mass airflow 2 2 4 identical material of fuel tank and liquid fuel hoses is identical 2 2 5 the fuel storage volume is within a range of 50 96 20 the setting of the fuel storage relief valve is identical 2 2 6 identical method of storage of fuel vapour trap form and volume storage medium air cleaner if used for evaporative emission control 2 2 7 identical method of purging of the stored vapour e g air flow purge volume over driving cycle 2 218 identical method of sealing and venting of fuel metering system Extension of type approval regarding test type IV The type approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the evaporative emission control family classification criteria listed in point 5 3 The worst case vehicle with regard to the cross section and approximate hose length shall be tested as a parent vehicle The manufacturer may request to use one of the following approaches based on a certification by design strategy to extend the approval for evaporative emissions Carry across approach if the vehicle manufacturer has certified a fuel tank of generic
102. down in Part B of Annex VII to Regulation EU No 168 2013 L 53 171 L 53 172 5 7 5 7 1 6 1 2 6 1 3 6 2 6 3 6 4 Official Journal of the European Union Determination of the final tank permeation test results Full test procedure To determine the permeation test result the deterioration factor determined in point 5 6 shall be multiplied by the measured permeation test result determined in point 5 4 The product of multiplication shall be no greater than the applicable permeation test limit set out in Part C2 of Annex VI to Regulation EU No 168 2013 Accelerated short test procedure The measured permeation test result determined in point 5 4 shall be no greater than the applicable permeation test limit set out in Part C2 of Annex VI to Regulation EU No 168 2013 Fuel tank durability testing A separate durability demonstration for each substantially different combination of treatment approaches and non metallic tank materials shall be performed by taking the following steps Pressure cycling A pressure test shall be conducted by sealing the tank and cycling it between 115 1 kPa absolute pressure 2 0 psig and 97 9 kPa absolute pressure 0 5 psig and back to 115 1 kPa absolute pressure 2 0 psig for 10 000 cycles at a rate of 60 seconds per cycle UV exposure A sunlight exposure test shall be conducted by exposing the fuel tank to an ultraviolet light of at least 24 W m 0 40 W hr m mi
103. drawing indicating the dimensions of the exhaust system s shall be attached to the information document referred to in Article 27 4 of Regulation EU No 168 2013 All original silencers shall bear at least the following the e mark followed by the reference to the country which granted the type approval the vehicle manufacturer s name or trademark and the make and identifying part number in compliance with Article 39 of Regulation EU No 168 2013 This reference shall be legible indelible and visible in the position at which it is to be fitted Any packing of original replacement silencer systems shall be marked legibly with the words original part and the make and type references linked with the e mark together with the reference to the country of origin Intake silencer If the engine intake has to be fitted with an air filter or intake silencer in order to comply with the permissible noise level the filter or silencer shall be regarded as part of the silencer and the requirements of point 2 3 will also apply to them Component type approval of a non original exhaust system or components thereof as a separate technical unit for two wheel mopeds This point applies to the component type approval as separate technical units of exhaust systems or components thereof intended to be fitted to one or more particular types of moped as non original replacement parts Definition Non original replace
104. during emissions or fuel consumption test during and between cycles in which regeneration occurs schematic example the emissions during may increase or decrease Emission g km d Number of cycles Calculation of the regeneration factor K for each pollutant i carbon dioxide emission and fuel consumption i considered Equation Ap 13 4 and results shall be recorded in the test report delivered by the technical service si may be determined following the completion of a single sequence Calculation of combined exhaust emissions carbon dioxide emissions and fuel consumption of multiple periodic regenerating systems Equation Ap 13 5 Nk 3 Ma j l nm 2 2 Nk Equation Ap13 6 Mik 21 2 2014 21 2 2014 Official Journal of the European Union Equation Ap13 7 Equation Ap13 8 Equation Ap13 9 Equation Ap13 10 Equation Ap13 11 x gt D 1 x 1 gt k 1 x X Dk dk k 1 Dy di k 1 x dk k d 1 K where for each pollutant i considered M sik si pi Dy mass emissions of event of pollutant i in mg km mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle without regeneration mass emissions of event of
105. exhaust gas contained in sampling bag expressed in percent by volume concentration of HC in the diluted exhaust gas contained in the sampling bag expressed in ppm carbon equivalent Cco concentration of CO in the diluted exhaust gas contained in the sampling bag expressed in ppm concentration of in the diluted exhaust gas contained in the sampling bag expressed in 2 percent by volume 21 2 2014 6 1 1 5 6 1 1 5 1 6 1 1 5 1 1 6 1 1 5 1 2 6 1 1 6 2 Official Journal of the European Union Ci o pA concentration of H5O in the air used for dilution expressed in percent by volume Cu 7 concentration of hydrogen in the diluted exhaust gas contained in the sampling bag expressed in ppm A quantity of NG biomethane in the H NG mixture expressed in percent by volume Weighting of type I test results With repeated measurements see point 5 1 1 2 the pollutant mg km and emission results obtained by the calculation method described in point 6 1 1 and fuel energy consumption and electric range determined according to Annex VII are averaged for each cycle part Weighting of results from UNECE regulation No 40 and regulation No 47 test cycles The average result of the cold phase of UNECE regulation No 40 and of regulation No 47 test cycle is called R the average result of the warm phase of UNECE regulation No 40 and of regulation No 47 test cycle is called Usi
106. fitted with a sidecar this shall be removed for the purposes of the test Test site The test site shall consist of a central acceleration section surrounded by a substantially flat test area The acceleration section shall be flat its surface shall be dry and such that surface noise remains low On the test site the variations in the free sound field between the sound source at the centre of the acceleration section and the microphone shall not exceed 1 dB This condition will be deemed to be met if there are no large objects which reflect sound such as fences rocks bridges or buildings within 50 m of the centre of the acceleration section The surface covering of the test track shall conform to the requirements of Appendix 7 The microphone shall not be obstructed in any way which could affect the sound field and no person may stand between the microphone and the sound source The observer taking the measurements shall so position himself as not to affect the readings of the measuring instrument Miscellaneous Measurements shall not be taken in poor atmospheric conditions It shall be ensured that the results are not affected by gusts of wind For measurements the A weighted sound level of sound sources other than those of the vehicle to be tested and of wind effects shall be at least 10 dB A below the sound level produced by the vehicle A suitable windscreen may be fitted to the microphone provided that account is taken of its eff
107. following particulars A description of the types of vehicles for which the device is intended in terms of its characteristics The numbers or symbols specific to the propulsion and vehicle type Description of the replacement catalytic converter type stating the relative position of each of its components together with the fitting instructions Drawings of each component to facilitate location and identification and statement of materials used These drawings shall also indicate the intended location of the mandatory type approval mark The following shall be submitted to the technical service responsible for the type approval test Vehicle s of a type approved in accordance with this Appendix equipped with a new original equipment pollution control device type This these vehicles shall be selected by the applicant with the agreement of the technical service to the satisfaction of the approval authority It they shall comply with the requirements of Annex II type I test The test vehicles shall be without emission control system defects and be properly maintained and used any excessively worn out or malfunctioning emission related original part shall be repaired or replaced The test vehicles shall be tuned properly and set to the manufacturer s specification prior to emission testing One sample of the type of the replacement pollution control device type This sample shall be clearly and indelibly marked with the applicant s trad
108. for vehicle classes 2 2 and 3 541 to 6005 time in s roller speed in km h phase indicators L 53 99 L 53 100 Official Journal of the European Union 21 2 2014 4 stage 2 part 3 Figure Ap6 8 stage 2 part 3 Roller speed km h 1200 1300 1400 1500 1600 1700 1800 Time s Vehicle class 3 2 Vehicle class 3 1 41 The WMTC stage 2 includes the same vehicle speed trace as WMTC stage 1 with supplemental gear shift prescriptions The characteristic roller speed versus test time of WMTC stage 2 part 3 is set out in the following tables 21 2 2014 Official Journal of the European Union L 53 101 4 1 1 Table Ap6 19 stage 2 cycle part 3 reduced speed for vehicle class 3 1 1 to 180s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop cruise dec km h stop cruise dec j 5 0 2 0 0 X 63 75 1 123 50 9 X DEC ps 1998 el E 738 e 6 X 67 81 7 X 127 50 6 7 X 68 82 6 X 128 51 2 8 0 9 69 83 5 129 51 8 5 5 0 10 7 3 71 85 1 X 131 53 4 11 12 4 72 85 7 132 54 9 12 17 9 73 86 3 133 57 0 33 235 1 1 14 29 1 75 87 9
109. fuel spillage Conditioning phase The vehicle shall be taken into the test area where the ambient temperature is between 293 2 K and 303 2 K 20 and 30 The vehicle is placed a chassis dynamometer and driven through test cycle specified in Part A of Annex VI to Regulation EU No 168 2013 as appropriate for the class of vehicle being tested Exhaust emissions may be sampled during this operation but the results shall not be used for the purpose of exhaust emission type approval The vehicle is parked in the test area for the minimum period stated in Table Ap3 1 Table Ap3 1 SHED test minimum and maximum soak periods Engine capacity Minimum hours Maximum hours lt 169 cm 6 36 170 cm lt engine capacity 8 36 lt 279 cm gt 280 cm 12 36 Test phases Tank breathing diurnal evaporative emission test The measuring chamber shall be vented purged for several minutes immediately before the test until a stable background is obtainable The chamber mixing fan s shall be switched on at this time also The hydrocarbon analyser shall be set to zero and spanned immediately before the test The fuel tanks shall be emptied as described in point 5 1 1 and refilled with test fuel at a temperature of between 283 2 and 287 2 10 C and 14 to 50 2 of its normal volumetric capacity L 53 178 Official Journal of the European Union 21 2 2014 5 3 1 4 5 3 1 5 5 3 1 6 5 3 1 7
110. give a representative average inlet temperature The engine speed during a measurement run shall not deviate by more than 196 from the selected speed while readings are taken The brake load readings for the test engine shall be taken from the dynamometer when the temperature of the engine monitor has reached the set value the speed of the engine being held virtually constant Brake load fuel consumption and inlet air temperature readings shall be taken simultaneously the reading adopted for measurement purposes is the average of two stabilised values For brake load and fuel consumption these values shall differ by less than 2 96 The fuel consumption readings shall begin when it is certain that the engine has reached a specific speed Where an automatically triggered device is used to measure rotational speed and consumption the measurement shall last at least ten seconds if the measuring device is manually controlled it shall last at least 20 seconds Where the engine is liquid cooled the temperature of the coolant at the outlet from the engine shall be kept within 5 of the upper thermostatically controlled temperature specified by the manufacturer If no temperature is specified by the manufacturer the temperature recorded shall be 353 2 5 K Where the engine is air cooled the temperature recorded at the spark plug washer shall be the temperature specified by the manufacturer 10 If the manufacturer has not specified a
111. in motion and during the stationary test Testing of vehicle performance The replacement silencer shall be such as to ensure that the performance of the vehicle is comparable with that achieved with the original silencer or component thereof The replacement silencer shall be compared with an originally fitted silencer also in new condition fitted to the vehicle referred to in point 3 2 3 3 This test is carried out by measuring the engine power curve The net maximum power and the top speed measurements with the replacement silencer shall not deviate by more than 5 from those taken under the same conditions with the original equipment silencer Additional provisions relating to silencers as separate technical units containing fibrous material Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2 4 1 are met Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system The vehicle referred to in point 3 2 3 3 equipped with a silencer of the type for which approval is requested shall undergo a type I II and V test under the conditions described in the corresponding Annexes to this Regulation according to the type approval of the vehicle The requirements regarding emissions shall be deemed to be fulfilled if the results are within the limit values according to the type approval of the vehicle 21 2 2014 21 2 2014 11 1 2 1 3
112. in points a or b of Article 23 3 to Regulation EU No 168 2013 in accordance with the test requirements of Annex VI to this Regulation electric powertrain means a system consisting of one or more electric energy storage devices such as batteries elec tromechanical flywheels super capacitors or other one or more electric power conditioning devices and one or more electric machines that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle electric range means the distance that vehicles powered by an electric powertrain only or by a hybrid electric powertrain with off vehicle charging can drive electrically on one fully charged battery or other electric energy storage device as measured in accordance with the procedure set out in Appendix 3 3 to Annex VII OVC range means the total distance covered during complete combined cycles run until the energy imparted by external charging of the battery or other electric energy storage device is depleted as measured in accordance with the procedure described in Appendix 3 3 to Annex VII maximum thirty minutes speed of a vehicle means the maximum achievable vehicle speed measured during 30 minutes as a result of the 30 minute power set out in UNECE regulation No 85 propulsion unit performance type approval of a vehicle means the approval of a vehicle type variant or version with regard to the performa
113. indicators time in s speed in time in s speed in time in s speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise dec 25 0 a 38 66 359 __ 1 447 27 3 37 3 123 45 7 124 45 0 127 46 8 39 8 128 50 1 x 179 0 569 39 5 31 4 129 131 53 6 59 4 26 5 132 60 2 fe el 4 57 24 2 26 6 133 135 59 3 55 4 27 5 136 52 5 26 8 137 47 9 X 78 255 1 44 X 240 x 19 34 23 3 7389 1 13 82 385 LX 23 7 27 7 140 30 0 141 27 0 xX 86 2895 x 466 x 8 251 x __ 147 504 x 28 3 28 1 144 33 8 145 40 3 X 301 139 398 1 5 15917 Xx 93 316 28 6 33 9 X 148 54 0 X 149 56 9 X IM HIM 61 Px 55 435 Xs 36 5 43 3 152 A 153 62 6 ___ 98 451 j 158 56 OOo Px 9 seif fe ___ 10 459 160 507 Xx ___ x m 414 j 477 xj LL 102 44 5 156 61 7 157 59 4 1 1
114. instructions Idle instructions If not already stopped the vehicle shall decelerate to a full stop and the gear shifted to neutral The throttle shall be fully released and ignition shall remain on If a vehicle is equipped with a stop start system or in the case of a hybrid electric vehicle the combustion engine switches off when the vehicle is stationary it shall be ensured that the combustion engine continues to idle The vehicle shall not be prepared for the following action in the test cycle until the full required idle duration has passed Acceleration instructions accelerate to the target vehicle speed using the following sub action methodologies 2 7 2 1 1 moderate normal medium part load acceleration up to approximately half throttle 2 7 2 1 2 hard high part load acceleration up to full throttle 2 7 2 2 2 7 3 1 2 7 3 2 2 7 3 3 if moderate acceleration is no longer able to provide a noticeable increase in actual vehicle speed to reach a target vehicle speed then hard acceleration shall be used and ultimately full throttle Deceleration instructions decelerate from either the previous action or from the maximum vehicle speed attained in the previous action whichever is lower if the next action sets the target vehicle speed at 0 km h the vehicle shall be stopped before proceeding moderate deceleration normal let off of the throttle brakes gears and clutch may be used as required 21 2 2014
115. may arise where the test area is heated by pipes or electrical wires Cores shall be taken from this area and such installations shall be carefully planned with respect to future core drilling locations It is recommended that a few areas of approximately 200 x 300 mm be left where there are no wires or pipes or where the latter are located deep enough not to be damaged by cores taken from the surface layer Noise absorption coefficient The noise absorption coefficient normal incidence is measured by the impedance tube method using the procedure specified in ISO 10534 1 1996 Determination of sound absorption coefficient and impedance in impedance tubes Part 1 Method using standing wave ratio The same requirements apply to test specimens as to residual void content see point 3 1 The noise absorption is measured in the range 400 to 800 Hz and in the range 800 to 1 600 Hz at least at the centre frequencies of third octave bands and the maximum values shall be identified for both of these frequency ranges The values for all test scores are averaged to constitute the final result Volumetric macro texture measurement Texture depth measurements are taken from at least ten points evenly spaced along the wheel tracks of the test strip and the average value is compared with the specified minimum texture depth See Annex F to ISO 10844 2011 fora description of the procedure Stability in time and maintenance Age influence It
116. monitored to see if the target vehicle speeds are being met as required Special attention shall be paid to peak vehicle speeds and cruise vehicle speeds close to the maximum design vehicle speed and the subsequent vehicle speed differences in the decelerations Where a significant deviation is consistently found when performing multiple sub cycles the target vehicle speeds shall be adjusted in the table in point 2 8 4 The adjustment needs to be made only when starting a sub cycle and not in real time 21 2 2014 L 53 199 21 2 2014 Official Journal of the European Union 2 9 SRC LeCV detailed test cycle description 2 9 1 Graphical overview of the SRC LeCV Figure Ap1 2 SRC LeCV example distance accumulation characteristics for all four cycles 120 Lam 80 5 t ul 20 FT 0 6 12 18 24 30 Distance km 2 9 2 SRC LeCV detailed cycle instructions Table Ap1 3 Actions and sub actions for each cycle and sub cycle lap 1 2 and 3 Sub action Lap Stop amp Idle Accelerate Decelerate Accelerate L 53 200 Official Journal of the European Union 21 2 2014 8 9 T 8 3 5 Decelerate 15 15 15 4th 1 4 2 Ist 1 2 Decelerate Coast through Stop amp Idle 10 Optional accel Hard 40 80 115 eration 2nd 1 2 Accelerate Moderate 50 75 80
117. of back pressure from sampling device During the preliminary tests a check shall be made to ensure that the back pressure set up by the sampling device is equal to the atmospheric pressure to within 1 230 Pa 5 2 Sampling shall start as of t 0 just before cranking and starting up of the combustion engine if that engine makes part of the propulsion type 5 3 The combustion engine shall be started up by means of the devices provided for that purpose the choke the starter valve etc in accordance with the manufacturers instructions 5 4 The sampling bags shall be hermetically closed as soon as filling is completed 5 5 At the end of the test cycle the system for collecting dilute exhaust mixture and dilution air shall be closed and the gases produced by the engine shall be released into the atmosphere 6 Gearshift procedures 6 1 The ECE R47 test shall be conducted using the gearshift procedure set out in point 2 3 of UNECE regulation No 47 6 2 The ECE R40 test shall be conducted using gearshift procedure set out in point 2 3 of UNECE regulation No 40 L 53 82 Official Journal of the European Union 21 2 2014 3 World Harmonised Motorcycle Test Cycle WMTC stage 2 1 Description of test cycle The WMTC stage 2 to be used on the chassis dynamometer shall be as depicted in the following graph Figure Ap6 5 stage 2 140 is 100 JL A Lu eru J
118. often as necessary for the chosen vehicle speeds Calibration of force or torque The same procedure shall be used for force or torque calibration Verification of the load curve Procedure The load absorption curve of the dynamometer from a reference setting at a speed of 80 km h or for vehicles that cannot attain 80 km h at the respective reference vehicle speeds referred to in point 1 1 3 1 shall be verified as follows Place the vehicle on the dynamometer or devise some other method for starting up the dynamometer Adjust the dynamometer to the absorbed load at 80 km h for vehicles that cannot attain 80 km h to the absorbed load F at the respective target vehicle speed v referred to in point 1 1 3 1 Note the load absorbed at 120 100 80 60 40 and 20 km h for vehicles that cannot attain 80 km h absorbed at the target vehicles speeds v referred to in point 1 1 3 1 L 53 63 L 53 64 Official Journal of the European Union 21 2 2014 3 1 4 Draw the curve and verify that it corresponds to the requirements of point 1 1 3 1 3 1 5 Repeat the procedure set out in points 3 1 1 to 3 1 4 for other values of and for other values of inertia 4 Verification of simulated inertia 4 1 Object The method described in this Appendix makes it possible to check that the simulated total inertia of the dynamometer is carried out satisfactorily in the running phase of the operating cycle The manufacturer of th
119. on a representative test vehicle on locations chosen by the manufacturer and to the satisfaction of the technical service and approval authority 4 2 3 3 The crankshaft may be rotated to optimise the position of the pistons minimising pressure loss to the combustion chamber s 4 2 3 4 The pressure in the crankcase system shall be measured at an appropriate location other than the opening to the crankcase system used to pressurise the crankcase When present the oil fill cap drain plug level check port and dipstick cap may be modified to facilitate the pressurisation and pressure measurement however all seals between the screw thread gaskets O rings and other pressure seals of the engine shall remain intact and representative of the engine type Ambient temperature and pressure shall remain constant throughout the test L 53 166 Official Journal of the European Union 21 2 2014 4 2 3 5 The crankcase system shall be pressurised with compressed air to the maximum recorded peak pressure as monitored during the three test conditions specified in point 4 1 2 and at least to a pressure of 5 kPa over ambient pressure or to a higher pressure at the choice of the manufacturer The minimum pressure of 5 kPa shall be allowed only if it can be demonstrated by means of traceable calibration that test equipment has accurate resolution for testing at that pressure A higher test pressure shall be used otherwise according to the equip ment s calibrated
120. on level ground The throttle control shall be kept fully open and any user selectable propulsion operation mode shall be activated so as to deploy maximum propulsion unit performance 6 3 Drivers of uncabbed vehicles shall maintain their driving position as defined in point 3 1 3 6 4 The vehicle shall arrive at the measuring base at a constant vehicle speed Type 1 and type 2 bases shall be travelled along in both directions in succession 6 4 1 Testing in a single direction may be accepted a type 2 measuring base if owing to the characteristics of the circuit it is not possible to reach the maximum speed of the vehicle in both directions In this case 6 4 1 1 the test run shall be repeated five times in immediate succession 6 4 1 2 the speed of the axial wind component shall not exceed 1 m s 6 5 Both bases L on a type 3 measuring base shall be travelled along consecutively in a single direction without interruption 6 5 1 the measuring base coincides with the total length of the circuit it shall be travelled along in a single direction at least twice The difference between the extremes of the time measurements shall not exceed 3 96 6 6 The fuel and lubricant shall be those recommended by the manufacturer 6 7 The total time t needed to travel along the measuring base in both directions shall be determined to an accuracy of 0 7 96 6 8 Determination of average speed Average speed V km h for the test is determ
121. parts must be run Table 1 4 WMTC test cycle parts for class 1 2 and 3 L category vehicles L category vehicle Applicable parts of the WMTC as specified in Appendix 6 Class 1 part 1 reduced vehicle speed in cold condition followed by part 1 reduced vehicle speed in warm condition Class 2 subdivided in Sub class 2 1 part 1 reduced vehicle speed in cold condition followed by part 2 reduced vehicle speed in warm condition Sub class 2 2 part 1 in cold condition followed by part 2 in warm condition Class 3 subdivided in Sub class 3 1 part 1 in cold condition followed by part 2 in warm condition followed by part 3 reduced vehicle speed in warm condition Sub class 3 2 part 1 in cold condition followed by part 2 in warm condition followed by part 3 in warm condition 4 4 Specification of reference fuel The appropriate reference fuels as specified in Appendix 2 shall be used for testing For the purpose of the calculation referred to in point 1 4 of Appendix 1 of Annex VII for liquid fuels the density measured at 288 2 K 15 C shall be used 4 5 I test 4 5 1 Driver The test driver shall have a mass of 75 5 kg 4 5 2 Test bench specifications and settings 4 5 2 1 The dynamometer shall have a single roller for two wheel L category vehicles with a diameter of at least 400 mm A chassis dynamometer equipped with dual rollers is permitted whe
122. perature and pressure stated exactly in the test report Determination of the correction factor for mechanical efficiency of the transmission Where the measuring point is the output side of the crankshaft this factor is equal to 1 the measuring point is not the output side of the crankshaft this factor is calculated using the formula L 53 305 L 53 306 Official Journal of the European Union 21 2 2014 Equation Ap2 2 2 1 Nt where n is the efficiency of the transmission located between the crankshaft and the measuring point This transmission efficiency is determined from the product multiplication of efficiency of each of the components of the transmission Equation Ap2 2 3 n N 3 4 1 Table Ap2 1 3 Efficiency nj of each of the components of the transmission Type Efficiency Gear wheel Spur gear 0 98 Helical gear 0 97 Bevel gear 0 96 Chain Roller 0 95 Silent 0 98 Belt Cogged 0 95 Vee 0 94 Hydraulic coupling or convertor Hydraulic coupling 0 92 Hydraulic convertor 0 92 4 Maximum torque and maximum net power measurement tolerances The maximum torque and the maximum net power of the engine as determined by the technical service to the satisfaction of the approval authority shall have a maximum acceptable tolerance of Table Ap2 2 4 Acceptable measurement tolerances Measured power Acceptable tolerance maximum torque and maximum power lt 11 kW lt 5
123. pressure drop of the engine air across the charge air cooler on the test bench system as those specified by t he manufacturer for the system on the complete vehicle Accessories to be removed Certain accessories which are necessary only for the operation of the vehicle itself and which may be mounted on the engine shall be removed for the test Where accessories cannot be removed the power absorbed by them under no load may be determined and added to the engine power measured 21 2 2014 21 2 2014 Official Journal of the European Union 2 2 2 3 234 2 3 5 1 2 3 5 2 2 3 5 3 2 3 5 3 1 2 3 5 3 2 2 3 5 3 2 1 2 3 5 3 2 2 Setting conditions The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2 1 2 Table Ap2 2 2 Setting conditions 1 Setting of carburettor s 2 Setting of injection pump flow rate 3 Ignition or injection setting advance curve Setting carried out in accordance with the manufacturers specifications for 4 Electronic Throttle control series production applied without any other change to the use under 5 Any other rotational speed governor consideration setting 6 Noise and tailpipe emission abatement system settings and devices Test conditions The maximum torque and net power tests shall be conducted at full throttle the engine being equipped as specified in Table Ap2 2 1 The measuremen
124. s S is the distance defined in point 6 1 1 3 M particulate emission in mg km Where correction for the particulate background level from the dilution system has been used this shall be determined in accordance with point 5 2 1 5 In this case the particulate mass mg km shall be calculated as follows Equation 2 44 Mp Pe Pa 4 1 Vep Vep Vap DF d where exhaust gases are vented outside the tunnel Pe Pa EC 1 Vinix DF d where exhaust gases are returned to the tunnel Equation 2 45 Mp where Vap volume of tunnel air flowing through the background particulate filter under standard conditions Pa particulate mass collected by background filter DF dilution factor as determined in point 6 1 1 4 7 Where application of a background correction results in a negative particulate mass in mg km the result shall be considered to be zero mg km particulate mass Carbon dioxide The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula Equation 2 46 where is the mass of carbon dioxide emitted during the test part in g km is the distance defined in point 6 1 1 3 V is the total volume defined in point 6 1 1 4 1 is the density of the carbon monoxide dco 1 964 103 g m at reference temperature and pressure 273 2 K and 101 3 kPa is the conce
125. service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead Conditioning of vehicle After this preconditioning and before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2 and 303 2 20 C and 3 This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant if any are within 2 K of the temperature of the room and the electrical energy power storage device is fully charged as a result of the charging prescribed in point 3 2 2 5 During soak the electrical energy power storage device shall be charged with any of the following chargers a the on board charger if fitted b an external charger recommended by the manufacturer using the normal overnight charging procedure This procedure excludes all types of special charges that could be automatically or manually initiated e g equalisation charges or servicing charges The manufacturer shall declare that a special charge procedure has not occurred during the test c End of charge criterion The end of charge criterion corresponds to a charging time of 12 hours except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged In this c
126. shall be crushed 100 crushed faces and of a material with a high resistance to crushing the chippings used in the mix should be washed no extra chippings shall be added onto the surface the binder hardness expressed as PEN value shall be 40 to 60 60 to 80 or 80 to 100 depending on climatic conditions As hard a binder as possible shall be used provided this is consistent with common practice the temperature of the mix before rolling shall be such as to achieve the required void content by subsequent rolling In order to satisfy the specifications of points 1 1 to 1 4 as regards compactness attention shall be paid to an appropriate choice of mixing temperature an appropriate number of passes and the choice of compacting vehicle Figure Ap4 2 Grading curve of the aggregate in the asphaltic mix with tolerances Grading curve of the aggregate in the asphaltic mix with tolerances E t E dE lt 5 9 L 2 amp 8045 E E 5 E E 70 1 B dE JE E E E E oo E E L E 50 40 E J E 30 20 10 3 JE E E 0 J E E E 0 5 10 2 4 56 8 11
127. shall be maintained at 5 K of the upper thermostat setting temperature specified by the manufacturer If the manufacturer does not indicate any values the temperature shall be 353 2 5 L 53 297 L 53 298 Official Journal of the European Union 21 2 2014 In the case of air cooled engines the temperature at a point specified by the manufacturer shall be maintained at 0 20 of the maximum temperature intended by the manufacturer under the reference conditions 2 3 10 The fuel temperature shall be measured at the carburettor or injection system inlet and kept within the limits laid down by the manufacturer 2 3 11 The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler if fitted shall be maintained within the limits established by the engine manufacturer 2 3 12 The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange s or manifold s or orifices 2 3 13 Test fuel The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II 2 4 Test procedure Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest governed engine speeds recommended by the manufacturer This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power For each
128. shall not be taken in poor atmospheric conditions It shall be ensured that the results are not affected by gusts of wind For measurements the A weighted sound level of noise sources other than those of the vehicle to be tested and of wind effects shall be at least 10 0 dB A below the sound level produced by the vehicle A suitable windscreen may be fitted to the microphone provided that account is taken of its effect on the micro phone s sensitivity and directional characteristics If the difference between the ambient noise and the measured noise is between 10 0 and 16 0 dB A the test results shall be calculated by subtracting the appropriate correction from the readings on the sound level meter as in the following graph L 53 259 L 53 260 2 1 4 2 1 4 1 2 1 4 2 2 1 4 3 2 1 4 3 1 2 1 4 3 1 1 Official Journal of the European Union 21 2 2014 Figure Ap2 1 Difference between ambient noise and noise to be measured db A 0 4 0 3 Correction 0 2 0 1 10 11 12 13 14 15 16 Difference between ambient noise and noise to be measured Method of measurement Nature and number of measurements The maximum noise level expressed in A weighted decibels dB A shall be measured as the motorcycle travels between lines AA and BB Figure Ap2 2 The measurement will be invalid if an abnormal discrepancy is recorded between the peak value and the general sound level At least two measurements sha
129. shape parent fuel tank these test data may be used to certify by design any other fuel tank provided that it is designed with the same characteristics as regards material including additives method of production and average wall thickness 21 2 2014 21 2 2014 Official Journal of the European Union L 53 325 5 2 1 2 if a fuel tank manufacturer has certified the material including additives of a parent fuel tank on the basis of a complete permeability or permeation test the vehicle manufacturer may use these test data to certify its fuel tank by design provided it is designed with the same characteristics as regards material including additives method of production and average wall thickness 5 2 2 Worst case configuration approach If the vehicle manufacturer has successfully carried out permeability or permeation testing on a worst case fuel tank configuration these test data may be used to certify by design other fuel tanks which are otherwise similar in terms of material including additives fuel pump plate and filler cap neck The worst case configuration shall be the fuel tank design with the thinnest walls or the smallest interior surface area ANNEX Official Journal of the European Union 21 2 2014 Amendment of part A of Annex V to Regulation EU No 168 2013 1 Part A of Annex V to Regulation EU No 168 2013 is replaced by the following Environmental tests and requirements L categ
130. speed the average of at least two stabilised measurements is to be determined 2 5 The data to be recorded shall be those set out in the template of the test report referred to in Article 32 1 of Regulation EU No 168 2013 3 Power and torque correction factors 31 Definition of factors a and a 3 1 1 and a shall be factors by which the torque and power measured are to be multiplied in order to determine the torque and power of an engine taking account of the efficiency of the transmission factor ay used during the tests and in order to bring them within the reference atmospheric conditions specified in 3 2 1 factor aj The power correction formula is as follows Equation Ap2 1 1 where the corrected power i e the power under the reference conditions at the end of the crankshaft a the correction factor for reference atmospheric conditions a the correction factor for the efficiency of the transmission P the power measured power observed 3 2 Reference atmospheric conditions 3 2 1 Temperature 298 2 K 25 C 3 2 2 Dry reference pressure p 99 kPa 990 mbar Note the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa 21 2 2014 Official Journal of the European Union L 53 299 3 2 3 Atmospheric test conditions 3 2 3 1 During the test the atmospheric conditions shall lie within the following range 283 2 lt lt 318 2 where
131. test described in Annex II apply before the first valid emission test is carried out 3 2 3 Regeneration shall not occur during the preparation of the vehicle This may be ensured by one of the following methods 3 2 3 1 dummy regenerating system or partial system may be fitted for the pre conditioning cycles 3 2 3 2 any other method agreed between the manufacturer and the approval authority 21 2 2014 21 2 2014 Official Journal of the European Union 3 2 4 cold start exhaust emission test including a regeneration process shall be carried out in accordance with the applicable type I operating cycle 3 2 5 If the regeneration process requires more than one operating cycle subsequent test cycle s shall be driven immediately without switching the engine off until complete regeneration has been achieved each cycle shall be completed The time necessary to set up a new test shall be as short as possible e g as required to change a particulate matter filter on the analysing equipment The engine shall be switched off during this period 3 2 6 The emission values including pollutant and carbon dioxide emission values and fuel consumption during regeneration M shall be calculated in accordance with Annex II and point 3 3 The number of operating cycles d measured for complete regeneration shall be recorded 3 3 Calculation of the combined exhaust emissions of a single regenerative system Equation Ap13 1
132. test surface material Figure Ap4 1 Minimum requirements for test surface area The shaded part is called test area m No large acoustically x reflective objects within this radus A 2 2 Design requirements for surface The test surface shall meet four design requirements a it shall be a dense asphaltic concrete b the maximum chipping size shall be 8 mm tolerances allow from 6 3 to 10 mm c the thickness of the wearing course shall be 30 mm d the binder shall be a straight penetration grade bitumen without modification As a guide to the test surface constructor an aggregate grading curve which will give the desired characteristics is shown in Figure Ap4 2 In addition Table Ap4 1 gives guidelines for obtaining the desired texture and durability The grading curve fits the following formula Equation Ap4 1 P passing 100 d dmax V where d square mesh sieve size in mm dmax 8 mm for the mean curve dmax 10 mm for the lower tolerance curve d max 6 3 mm for the upper tolerance curve In addition 21 2 2014 Official Journal of the European Union the sand fraction 0 063 mm lt square mesh sieve size lt 2 mm shall include no more than 55 natural sand and least 45 crushed sand the base and sub base shall ensure good stability and evenness according to best road construction practice the chippings
133. test vehicles may be moved to a different bench in order to conduct type I emission verification tests The mileage accumulated in the type I emission verification tests may be added to the total accumulated mileage 2 3 The type I emission verification tests before during and after durability mileage accumulation shall be conducted according to the test procedures for emissions after cold start set out in Annex II All type I emission verification test results shall be listed and made available to the technical service and to the approval authority upon request The results of type I emission verification tests at the start and the finish of durability mileage accumulation shall be included in the test report At least the first and last type I emission verification tests shall be conducted or witnessed by the technical service and reported to the approval authority The test report shall confirm and state whether the technical service conducted or witnessed the type I emission verification testing 2 4 Type V test requirements for an L category vehicle equipped with a hybrid propulsion 2 4 1 For OVC vehicles The electrical energy power storage device may be charged twice a day during mileage accumulation For OVC vehicles with an operating mode switch mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned normal mode During the mileage accumulation a change to another hybrid mode is
134. than at the external piping on the pump inlet and outlet Pressure taps that are mounted at the top centre and bottom centre of the pump drive head plate are exposed to the actual pump cavity pressures and therefore reflect the absolute pressure differentials 2 2 2 2 Temperature stability shall be maintained during the calibration The laminar flow meter is sensitive to inlet temperature oscillations which cause the data points to be scattered Gradual changes of 1 in temperature are acceptable as long as they occur over a period of several minutes 2 2 2 3 All connections between the flow meter and the CVS pump shall be free of any leakage 2 2 3 During an exhaust emission test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation 2 2 4 Figure Ap 4 3 of this Appendix shows one possible test set up Variations are permissible provided that the technical service approves them as being of comparable accuracy If the set up shown in Figure Ap 4 3 is used the following data shall be found within the limits of precision given Barometric pressure corrected Py 0 03 kPa Ambient temperature T 0 2 Air temperature at 0 15 Pressure depression upstream of LFE EPI 0 01 kPa Pressure drop across the LFE matrix EDP 0 0015 kPa Air temperature at CVS pump inlet PTI 0 2 Air temperature at CVS pump outlet 0 2 Pressure dep
135. the European Union L 53 139 Appendix 11 Type I test procedure for hybrid L category vehicles Introduction This Appendix defines the specific provisions regarding type approval of hybrid electric L category vehicles HEV In principle for the environmental type I to IX tests hybrid electric vehicles shall be tested in accordance with this Regulation unless otherwise provided for in this Appendix For the type I and type VII tests off vehicle charging OVC vehicles as categorised in point 2 shall be tested according to Conditions A and B Both sets of test results and the weighted values shall be reported in the test report drafted in accordance with the template referred to in Article 32 1 of Regulation EU No 168 2013 The emissions test results shall comply with the limits set out in Regulation EU No 168 2013 under all test conditions specified in this Regulation Categories of hybrid vehicles Table Ap11 1 Hybrid vehicle categories Off Vehicle Charging Not off vehicle Charging Vehicle charging NOVC Operating mode switch Without With Without With Also known as externally chargeable 2 Also known as not externally chargeable Type I test methods For the type I test hybrid electric L category vehicles shall be tested according to the applicable procedure in Annex VI to Regulation EU No 168 2013 For each test condition the pollutant emission test result shall comp
136. the engine oil and coolant if any are within 2 of the temperature of the room and the electrical energy power storage device is fully charged as a result of the charging prescribed in point 4 2 3 3 21 2 2014 Official Journal of the European Union 4 2 3 3 4 2 4 4 2 4 1 4 2 4 2 4 2 4 2 1 4 2 4 2 2 4 2 4 2 2 1 4 2 4 2 2 2 4 2 4 2 2 3 4 2 4 3 4 2 4 4 4 2 4 5 4 2 5 4 2 6 4 3 4 3 1 4 3 1 1 During soak electrical energy power storage device shall be charged using normal overnight charging procedure as defined in point 3 2 2 4 Test procedure The vehicle shall be started up by the means provided for normal use by the driver The first cycle starts on the initiation of the vehicle start up procedure The test procedures defined in either point 4 2 4 2 1 or 4 2 4 2 2 may be used Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period in the applicable type I driving cycle end of sampling ES Sampling shall begin BS before or at the initiation of the vehicle start up procedure and continue over a number of repeat test cycles It shall end on conclusion of the applicable type I driving cycle during which the battery reached the minimum state of charge in accordance with the following procedure end of sampling ES the electricity balance Q Ah is measured over each combined cyc
137. the template referred to in Article 32 1 of Regulation EU No 168 2013 21 2 2014 1 1 2 1 2 1 1 2 2 2 2 2 2 2 5 2 2 7 2 3 Official Journal of the European Union L 53 185 Appendix 4 Calibration of equipment for evaporative emission testing Calibration frequency and methods All equipment shall be calibrated before its initial use and then as often as necessary and in any case in the month before type approval testing The calibration methods to be used are described in this Appendix Calibration of the enclosure Initial determination of enclosure internal volume Before its initial use the internal volume of the chamber shall be determined as follows The internal dimensions of the chamber are carefully measured allowing for any irregularities such as bracing struts The internal volume of the chamber is determined from these measurements The net internal volume is determined by subtracting 0 14 m from the internal volume of the chamber Alter natively the actual volume of the test vehicle may be subtracted The chamber shall be checked as in point 2 3 If the propane mass does not tally to within 2 with the injected mass corrective action is required Determination of chamber background emissions This operation determines that the chamber contains no materials that emit significant amounts of hydrocarbons The check shall be carried out when the enclosure is brought into service aft
138. the test shall be in operation 4 he fuel supply and the ignition settings the viscosity of the lubricants for the mechanical parts in motion and the tyre pressures shall be as required by the manufacturer The engine drive train and tyres of the test vehicle shall have been properly run in in accordance with the manufacturer s requirements Before the test all parts of the test vehicle shall be in a thermally stable state at their normal operating temperature The test vehicle shall be submitted at its mass in running order The distribution of the loadings across the wheels of the test vehicle shall be as intended by the manufacturer Driver Uncabbed vehicle The driver shall have a mass of 75 kg 5 kg and be 1 75 m 0 05 m tall For mopeds these tolerances are reduced to 2 kg and 0 02 m respectively The driver shall wear an adjusted one piece suit or equivalent item of clothing The driver shall be seated on the driver s seat with his feet on the pedals or footrest and his arms extended normally Where vehicles achieve a maximum speed of more than 120 km h when their rider is in a seated position the rider shall be equipped and positioned as recommended by the manufacturer and shall be in full control of the vehicle throughout the test The driving position shall be the same throughout the test and described or represented by photographs in the test report Cabbed vehicle The driver shall have a mass of 75
139. to comply with the permissible sound level the filter or silencer shall be regarded as part of the silencer and the requirements of point 2 3 also apply to them 3 Component type approval of a non original exhaust system or components thereof as technical units for motorcycles This section applies to the component type approval as technical units of exhaust systems or components thereof intended to be fitted to one or more particular types of motorcycle as non original replacement parts 3 1 Definition 3 1 1 Non original replacement exhaust system or components thereof means any exhaust system component as defined in point 1 2 intended to be fitted to a motorcycle to replace that of the type fitted to the motorcycle when the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 was issued 3 2 Application component type approval 3 2 1 Applications for component type approval for replacement exhaust systems or components thereof as separate technical units shall be submitted by the manufacturer of the system or by his authorised representative 3 2 2 For each type of replacement exhaust system or components thereof for which approval is requested component type approval application shall be accompanied by the following documents in triplicate and by the following particulars 3 2 2 1 description in respect of the characteristics referred to in section 1 1 of th
140. to the procedure in Appendix 3 2 to Annex VII and used to determine when the battery minimum state of charge has been reached the battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance Q measured during combined cycle N 1 is not more than a 3 percent discharge expressed as a percentage of the nominal capacity of the battery in Ah in its maximum state of charge as declared by the manufacturer At the manufacturers request additional test cycles may be run and their results included in the calculations in points 3 1 2 5 5 and 3 1 4 2 provided that the electricity balance Q for each additional test cycle shows less discharge of the battery than over the previous cycle after each cycle a hot soak period of up to ten minutes is allowed The powertrain shall be switched off during this period The vehicle shall be driven according to the provisions in Appendix 6 The exhaust gases shall be analysed according to the provisions in Annex II The test results shall be compared with the limits set out in Annex VI to Regulation EU No 168 2013 and the average emission of each pollutant expressed in mg per kilometre for Condition A shall be calculated In the case of testing according to point 3 1 2 5 2 1 is result of the single combined cycle run In the case of testing according to point 3 1 2 5 2 2 the test result of each combined cycle run multip
141. to the vehicle at the time of type approval or extension of type approval It may be that first fitted or a replacement non original exhaust system or silencer means a system of a type other than that fitted to the vehicle at the time of type approval or extension of type approval It may be used only as a replacement exhaust system or silencer exhaust systems of differing types means systems which are fundamentally different in one of the following ways systems comprising components bearing different factory markings or trademarks systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size systems in which the operating principles of at least one component are different systems comprising components in different combinations component of an exhaust system means one of the individual components which together form the exhaust system such as exhaust pipe work the silencer proper and the air intake system air filter if any If the engine has to be equipped with an air intake system air filter or intake noise absorber in order to comply with maximum permissible sound levels the filter or the absorber must be treated as a component having the same importance as the exhaust system Component type approval in respect of the sound level and original exhaust system as a separate technical unit of a type of three wheel moped L2e
142. type I emission partially aged emission tests partially production line tests vehicle aged vehicle vehicle Partial mileage accumulation minimum 50 of assigned distance 1 SRC LeCV for all L vehicle categories or if applicable 2 AMA L3e for L3e amp L4e motorcycles only Maximum allowed mileage prior to start mileage accumulation 100 km Stop criteria for the durability test procedure with partial mileage accumulation Partial mileage accumulation may stop if the following criteria are met if a minimum of 50 of the applicable test distance laid down in Part A of Annex VII to Regulation EU No 168 2013 has been accumulated and if all the type I emission verification test results are below the emission limits laid down in Part A of Annex VI to Regulation EU No 168 2013 at all times during the partial mileage accumulation phase or if the manufacturer cannot prove that the stop criteria in points 3 2 3 1 and 3 2 3 2 are met the mileage accumulation shall continue to the point where those criteria are met or to the fully accumulated mileage set out in Part A of Annex VII to Regulation EU No 168 2013 Data processing and reporting for the durability test procedure with partial mileage accumulation The manufacturer shall use the arithmetic mean of the type I emission test results at each test interval with a minimum of two emission tests per test interval All arithmetic mean type I emission
143. vehicle care shall be taken to minimise the additional aerodynamic loss Checks The following checks shall be made in accordance with the manufacturer s specifications for the use considered wheels wheel rims tyres make type and pressure front axle geometry brake adjustment elimination of parasitic drag lubrication of front and rear axles adjustment of the suspension and vehicle ground clearance etc Check that during freewheeling there is no electrical braking Specified coast down speeds The coast down times must be measured between v and v as specified in Table Ap 7 1 depending on the vehicle class as defined in point 4 3 of Annex II Table Ap7 1 Coast down time measurement beginning speed and ending speed Specified target vehicle speed vj in km h Maximum design speed km h v in km h v in km h 25 km h 15 10 lt 45 km h 35 25 15 45 lt maximum design speed lt 130 km h and gt 130 km h 110 90 70 50 35 15 When the running resistance is verified in accordance with point 5 2 2 3 2 the test can be executed at vj 5 km h provided that the coast down time accuracy referred to in point 4 5 7 of Annex II is ensured Measurement of coast down time After a warm up period the vehicle shall be accelerated to the coast down starting speed at which point the coast down measurement procedure shall be started Since shifting the transmis
144. vehicle class 3 2 181 to 360 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise dec SEX oe ok 1 2 243 122 2 244 122 2 303 110 2 304 110 4 21 2 2014 Official Journal of the European Union L 53 107 4 1 7 Table Ap6 25 WMTC stage 2 cycle part 3 for vehicle class 3 2 361 to 540s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop cruise dec km h stop cruise dec km h stop cruise dec wo ot 1 x en a 183 DAE 4827 363 104 4 423 116 6 483 118 9 365 1000 x 45 i 1 1X 366 991 X 6 74 x 486 192 T x _ 367 98 7 X 427 117 9 487 119 2 368 98 2 428 118 4 488 119 2 369 99 0 429 118 9 489 119 3 30 1005 430 1192 490 1193 xp 371 102 3 431 119 5 491 119 4 372 103 9 432 119 7 492 119 5 373 105 0 433 119 9 493 119 5 C 1 375 106 5 435 120 3 495 119 1 376 107 1
145. vehicle is fitted with a gearbox with two three or four ratios second gear shall be used If the gearbox has more than four ratios third gear shall be used If the engine then reaches a speed of rotation beyond its maximum power rating instead of second or third gear the next higher gear to allow line BB on the test track to be reached without exceeding this rating shall be engaged Overdrive shall not be selected If the 21 2 2014 21 2 2014 Official Journal of the European Union 2 2 4 4 3 2 2 4 5 2 2 5 2 2 5 1 2 2 5 2 2 2 5 3 2 2 5 4 2 2 5 5 3 5 2 3 1 2 3 3 23 31 vehicle has a dual ratio final drive the ratio selected shall be that corresponding to the highest speed of the vehicle The vehicle shall approach line AA at a steady speed corresponding either to three quarters of the engine rotation speed at which the engine develops its maximum power or to three quarters of the maximum engine rotation speed permitted by the governor or 50 km h whichever is slowest Vehicle with automatic gearbox The vehicle shall approach line AA at a steady speed of 50 km h or three quarters of its maximum speed whichever is slower Where several forward drive positions are available that producing the highest average acceleration of the vehicle between lines AA and BB shall be selected The selector position that is used only for braking manoeuvring or similar slow movements shall not be used For
146. violently so as to obtain maximum delivery from the fuel pump During each free acceleration cycle the engine shall reach cut off speed or for vehicles with automatic transmissions the speed specified by the manufacturer or if this data is not available two thirds of the cut off speed before the throttle is released This could be checked for instance by monitoring engine speed or by allowing at least two seconds elapsing between initial throttle depression and release For vehicles equipped with CVT and automatic clutch the driven wheels may be lifted from the ground For engines with safety limits in the engine control e g max 1 500 rpm without running wheels or without gear this maximum engine speed shall be reached The average concentration level of the particulate matter in in the exhaust flow opacity shall be measured during five free acceleration tests Opacity means an optical measurement of the density of particulate matter in the exhaust flow of an engine expressed in m Test type II free acceleration test results and requirements The test value measured in accordance with point 6 5 shall be in compliance with the requirements laid down in point 8 2 2 2 b of Annex II to Directive 2009 40 EC Footnote 7 to point 8 2 2 2 b shall not be applicable for vehicles in the scope of Regulation EU No 168 2013 The measured type II opacity test value shall be entered on the certificate of conformity Alterna
147. 0 km Stop 2 3 2 4 No stopping is permitted mid cycle Any stops for type I emission tests maintenance soak periods refuelling etc shall be performed at the end of one complete SRC LeCV sub cycle i e the culmination of step 47 in Table 1 4 If the vehicle travels to the testing area under its own power only moderate acceleration and deceleration shall be used and the vehicle shall not be operated at full throttle 2 5 The four cycles shall be selected on basis of maximum design vehicle speed of L category vehicle and the engine capacity or in the case of pure electric or hybrid propulsions the maximum design speed of the vehicle and the net power For the purpose of accumulating mileage in the SRC LeCV the L vehicle categories shall be grouped as follows 2 6 L 53 196 Official Journal of the European Union 21 2 2014 2 7 2 7 1 2 7 1 1 2 7 1 2 2 721 1 1 L vehicle category groups for the SRC LeCV Vehicle maximum design speed km h Vehicle engine capacity PI Net power kW 1 1 Vmax lt 50 km h lt 50 lt 6kW 2 50 km h lt Vmax lt 100 km h 50 cm lt V4 lt 150 cm lt 14 kW 3 2 100 km h lt Vmax lt 130 km h gt 150 gt 14kW 4 3 130 km h lt Vinay where engine displacement volume in cm Vmax Maximum design vehicle speed in km h max SRC LeCV general driving
148. 07 160 x 47 157 iBs 1160 x 173 x 15 409 neo x 49 ma x 13559 px 59 x 49 1169 x 15 is 7 a ies or fis X 3 22 355 e 55327 158 x as mea x 153 i4 x 44 158 x aa ma x 15s ue 1 LX RE 3 9x OT ae 1158 x as 1e x 15 4 4 158 x 47 179 x tas as 158 x as x 14 4s 115 9 x x 420 1160 Xl x 140 1 24 gt lt P 54 PA gt lt P 24 24 P lt lt gt lt P lt P lt P lt gt lt gt lt gt lt cee gt lt 24 P lt gt lt 24 24 gt lt P gt lt p lt gt lt 24 gt lt 24 gt lt gt lt p lt gt lt 24 24 p lt gt lt 24 24 24 24 24 gt lt lt 74 p lt gt lt gt lt 24 gt lt 24 P lt lt 24 P lt 24 p lt gt lt L 53 108 Official Journal of the European Union 21 2 2014 4 1 8 Table Ap6 26 stage 2 cycle part 3 for vehicle class 3 2 541 to 600s phase indicators time in s roller speed in km h
149. 1 and L1e B v lt 25 km h sub category vehicles cold or warm 541 to 600s phase indicators time in s roller speed in km h X x EE E 1 X E Eg X EE C EE E x1 tee x X oe EE 1 x e x x Ed 3X a 1 1 1 A E EE x E E E uc E E E E EE E Ea E E oe X X L 53 115 L 53 116 3 2 5 stage 3 part 1 class 1 applicable for L1e A and L1e B v Official Journal of the European Union Table Ap6 31 lt 45 max 7 warm 0 to 180 5 h sub category vehicles cold or 21 2 2014 oo eoo P lt N N NIN ojo mn 23 2 6 24 4 8 25 7 2 24 24 gt lt IKE 88 79 X 9 6 39 34 IX 19 32 8 31 X LH T 36 1 8 3 X 1 Lie 307 ae x 10 85 X ET 30317 3855 X 1 3499 6 393 EE EX ESSET 24 P lt 24
150. 1 2 1 3 1 4 1 4 1 1 4 4 IL 9 2 IAL 3 2 1 1 range of vehicles powered by a hybrid electric powertrain Introduction This Appendix lays down specific provisions on the type approval of hybrid electric L category vehicles HEV as regards measuring carbon dioxide emissions fuel consumption electric energy consumption and driving range As a general principle for type VII tests HEVs shall be tested according to the specified type I test cycles and requirements and in particular Appendix 6 to Annex II except where modified by this Appendix OVC externally chargeable HEVs shall be tested under Conditions A and B The test results under Conditions A and B and the weighted average referred to in point 3 shall be given in the test report Driving cycles and gear shift points The driving cycle in Annex VI to Regulation EU No 168 2013 and Appendix 6 to Annex II to this Regulation applicable at the time of approval of the vehicle shall be used including the gear shifting points in point 4 5 5 of Annex II For vehicle conditioning a combination of the driving cycles in Appendix 6 to Annex II applicable at the time of approval of the vehicle shall be used as laid down in this Appendix Categories of hybrid electric vehicles HEV Table Ap3 1 Vehicle charging Off Vehicle Charging OVC Not off vehicle Charging NOVC Also known as externally chargeable Also known as not external
151. 1 2 2014 21 2 2014 Official Journal of the European Union 3 2 2 3 2 2 1 3 22 2 3 2 2 3 3 2 2 4 3 2 2 4 1 3 2 2 4 2 32 31 3 2 9 2 3 2 3 2 1 32322 3 2 3 2 2 1 3 2 3 2 2 2 The fuel consuming engine shall be stopped within ten seconds of being automatically started Conditioning of the vehicle The test vehicle shall be preconditioned by conducting the applicable type I test cycle in combination with the applicable gear shifting in point 4 5 5 of Annex After this preconditioning and before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2 and 303 2 20 C and 30 C This conditioning shall be carried out for at least six hours and continue until the temperatures of the engine oil and coolant if any are within 2K of the temperature of the room and the electrical energy power storage device is fully charged as result of the charging in point 3 2 2 4 During soak the electrical energy power storage device shall be charged in accordance with the normal overnight charging procedure described in point 3 2 2 4 Application of a normal overnight charge The electrical energy power storage device shall be charged according to the following procedure Normal overnight charge procedure The charging shall be carried out as follows a with the on board charger if fitted or b with an external charger recommended by the man
152. 11 800 nidle in min 1150 ndv 133 66 L 53 136 Official Journal of the European Union 21 2 2014 Item Input data 94 91 ndv 76 16 ndv 65 69 58 85 ndvg 54 04 pmr 9 in kw t 262 8 ndv means the ratio between engine speed in min and vehicle speed in km h pmr means the power to mass ratio calculated by 1 Pn mk 75 1000 Pn in kW mk in Table Ap9 3 Shift speeds for acceleration phases for first gear and for higher gears see Table Ap9 1 EUJUSAJJAPAN DRIVING BEHAVIOUR EUJUSA JJapan driving behaviour n acc max 1 n acc max i n norm in percent n in min 1 24 9 34 9 3 804 4 869 n_norm means the value calculated using equations Ap9 1 and Ap9 2 Upshift Downshift Gears Table Ap9 4 Engine and vehicle shift speeds based on Table Ap9 2 EU USA Japan driving behaviour hift n norm i in percent n in min cl means Clutch Off timing 21 2 2014 Official Journal of the European Union Appendix 10 Type approval tests of a replacement pollution control device type for L category vehicles as separate technical 2 2 3 1 3 2 3 3 3 4 3 4 1 3 4 2 3 4 3 units Scope of the Appendix This Appendix applies to the type approval of separate technical units within the meaning of Article 23 10 of Regulation EU No 168 2013 of pollution control devices to be fitted as replacem
153. 168 2013 The marking of non original exhaust systems or components thereof shall comply with the provisions of Article 39 of Regulation EU No 168 2013 Component type approval Upon completion of the tests laid down in this Appendix the approval authority shall issue a certificate corresponding to the model referred to in Article 30 2 of Regulation EU No 168 2013 The component type approval number shall be preceded by a rectangle surrounding the letter followed by the distin guishing number or letters of the Member State which issued or refused the component type approval The exhaust system which is granted system type approval shall conform to the provisions of Annexes II and VI L 53 257 L 53 258 1 1 1 2 1 2 1 12 2 1 3 1 4 2 1 Official Journal of the European Union Appendix 2 Sound level test requirements for motorcycles categories L3e and L4e Definitions For the purposes of this Appendix type of motorcycle as regards its sound level and exhaust system means motorcycles which do not differ in such essential respects as the following type of engine two or four stroke reciprocating piston engine or rotary piston engine number and capacity of cylinders number and type of carburettors or injection systems arrangement of valves net maximum power and corresponding speed The cubic capacity of rotary piston engines shall deemed to be double the volume of the chamber Drive tra
154. 2 hybrid operation mode s parallel sequential other 2 3 number of cylinders of the combustion engine 2 4 engine capacity 2 1 of the combustion engine 2 5 number and control variable cam phasing or lift of combustion engine valves 2 6 monofuel bifuel flex fuel multifuel 2 7 fuel system carburettor scavenging port port fuel injection direct fuel injection common rail pump injector other 2 8 fuel storage 2 gt lt 2 9 type of cooling system of combustion engine 2 10 combustion cycle PI CI two stroke four stroke other 2 11 intake air system naturally aspirated charged turbocharger super charger intercooler boost control and air induction control mechanical throttle electronic throttle control no throttle p LL p L 53 322 21 2 2014 Official Journal of the European Union Classification criteria description BI BIB E E a a 3 Pollution control system characteristics 3 1 propulsion exhaust not equipped with catalytic converter s 3 1 catalytic converter s type X 3 1 2 size of catalytic converters volume of monolith s 15 96 X 3 1 3 operation principle of catalytic activity oxidising three way heated SCR other 3 1 4 precious metal load identical or higher 3 1 precious metal ratio 15 96
155. 2 1 4 2 2 4 2 3 4 2 4 4 2 5 Official Journal of the European Union The results may form the basis for limiting gaseous pollutants carbon dioxide and for the fuel consumption energy consumption and electric range indicated by the manufacturer within the envi ronmental performance type approval procedures General requirements The components liable to affect the emission of gaseous pollutants carbon dioxide emissions and fuel consumption shall be so designed constructed and assembled as to enable the vehicle in normal use despite the vibration to which it may be subjected to comply with the provisions of this Annex Note 1 The symbols used in Annex II are summarised in Appendix 1 Any hidden strategy that optimises the powertrain of the vehicle running the relevant emission laboratory test cycle in an advantageous way reducing tailpipe emissions and running significantly differently under real world conditions is considered a defeat strategy and is prohibited unless the manufacturer has documented and declared it to the satisfaction of the approval authority Performance requirements The applicable performance requirements for EU type approval are referred to in Parts A B and C of Annex VI to Regulation EU No 168 2013 Test conditions Test room and soak area Test room The test room with the chassis dynamometer and the gas sample collection device shall have a temperature of 298 2 5 25 5 C
156. 2 2014 Duration of phase Phase Conditions minutes 4 100 96 load at 7596 S 30 6 25 96 load at 100 6 S 22 Total time 2 hrs 30 mins 2 3 1 4 3 5 During this conditioning procedure at the request of the manufacturer the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the moped is running at 75 6 S in top gear The engine and moped speeds shall be determined with an accuracy of 3 96 Figure Ap1 4 Test apparatus for conditioning by pulsation as desired 1 Inlet flange or sleeve for connection to the rear of the test exhaust system 2 Hand operated regulating valve 3 Compensating reservoir with a maximum capacity of 40 and a filling time of not less than one second 4 Pressure switch with an operating range of 0 05 to 2 5 bar 5 Time delay switch 6 Pulse counter 7 Quick acting valve such as exhaust brake valve 60 mm in diameter operated by a pneumatic cylinder with an output of 120 N at 4 bar The response time for opening and closing must not exceed 0 5 second 8 Exhaust gas evaluation 9 Flexible hose 10 Pressure gauge 21 2 2014 Official Journal of the European Union 2 3 2 2 3 2 1 23 22 2 3 2 3 3 1 3 2 2 3 221 3 2 2 2 3 2 2 3 3 2 3 3 2 3 1 3 2 3 2 Diagram and markings A diagram and a cross sectional
157. 21 2 2014 Non legislative acts Official Journal of the European Union L 53 1 REGULATIONS COMMISSION DELEGATED REGULATION EU No 134 2014 of 16 December 2013 supplementing Regulation EU No 168 2013 of the European Parliament and of the Council with regard to environmental and propulsion unit performance requirements and amending Annex V thereof Text with EEA relevance THE EUROPEAN COMMISSION Having regard to the Treaty on the Functioning of the European Union Having regard to Regulation EU No 168 2013 of the European Parliament and of the Council of 15 January 2013 on the approval and market surveillance of two or three wheel vehicles and quadricycles and in particular Article 18 3 Article 23 12 Article 24 3 and Article 74 thereof Whereas The term L category vehicles covers a wide range of light vehicle types with two three or four wheels e g powered cycles two and three wheel mopeds two and three wheel motorcycles motorcycles with side cars and light four wheel vehicles quadricycles such as on road quads all terrain quads and quadrimobiles Regulation EU No 168 2013 provides for the possibility of applying regulations of the United Nations Economic Commission for Europe UNECE for the purpose of EU whole vehicle type approval Under that Regulation OJ L 60 2 3 2013 p 52 type approval in accordance with UNECE regulations which apply on a compulsory basis is regar
158. 21 2 2014 Official Journal of the European Union b it shall not cause the static pressure at the exhaust outlets on the test vehicle to differ by more than 0 75 kPa at 50 km h or more than 1 25 kPa for the whole duration of the test from the static pressures recorded when nothing is connected to the vehicle exhaust outlets The pressure shall be measured in the exhaust outlet or in an extension having the same diameter as near as possible to the end of the pipe Sampling systems capable of maintaining the static pressure to within 0 25 kPa may be used if a written request from a manufacturer to the technical service substantiates the need for the closer tolerance c it shall not change the nature of the exhaust gas d any elastomeric connectors employed shall be as thermally stable as possible and have minimum exposure to the exhaust gases Dilution air conditioning The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall be passed through a medium capable of reducing particles in the most penetrating particle size of the filter material by gt 99 95 percent or through a filter of at least class H13 of EN 1822 1998 This represents the specification of High Efficiency Particulate Air HEPA filters The dilution air may be charcoal scrubbed before being passed to the HEPA filter It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the charcoal scrubb
159. 3 4 3 1 3 1 4 3 1 3 2 5 1 5 2 larger of the following two values lowest idling speed which engine can reach speed recommended by the manufacturer minus 100 revolutions per minute the smallest of the following three values a the highest rotation speed which the crankshaft of the engine can attain by activation of the idling speed components b the rotation speed recommended by the manufacturer plus 250 revolutions per minute c the cut in rotation speed of automatic clutches Settings incompatible with the correct running of the engine shall not be adopted as measurement settings In particular if the engine is equipped with several carburettors all the carburettors shall have the same setting The following parameters shall be measured and recorded at normal idling speed and at high idle speed a the carbon monoxide CO content by volume of the exhaust gases emitted in vol b the carbon dioxide content by volume of the exhaust gases emitted in vol c hydrocarbons HC in ppm d the oxygen O content by volume of the exhaust gases emitted in vol or lambda as chosen by the manufacturer e the engine speed during the test including any tolerances the engine oil temperature at the time of the test Alternatively for liquid cooled engines the coolant temperature shall be acceptable With respect to the parameters under point 4 3 d the followin
160. 3 4 5 4 5 1 4 6 4 6 1 4 6 2 4 7 4 7 1 Official Journal of the European Union Fuel tank heating The fuel tank heating system shall consist of two separate heat sources with two temperature controllers Typically the heat sources will be electric heating strips but other sources may be used at the request of the manufacturer Temperature controllers may be manual such as variable transformers or automated Since vapour and fuel temperature are to be controlled separately an automatic controller is recommended for the fuel The heating system shall not cause hot spots on the wetted surface of the tank which would cause local overheating of the fuel Heating strips for the fuel should be located as low as practicable on the fuel tank and shall cover at least 10 of the wetted surface The centre line of the heating strips shall be below 30 of the fuel depth as measured from the bottom of the fuel tank and approximately parallel to the fuel level in the tank The centre line of the vapour heating strips if used shall be located at the approximate height of the centre of the vapour volume The temperature controllers shall be capable of controlling the fuel and vapour temperatures to the heating function described in 5 3 1 6 With temperature sensors positioned as in point 4 5 2 the fuel heating device shall make it possible to evenly heat the fuel and fuel vapour in the tank in accordance with the heating function describe
161. 3 35 2 _ 114015 p o x eee f ee 196 25 T P256 o x J 36s 27 xl op E se wo 200 2 320 3m 3 X1 1 223 spe oe 1393 LEX TEE le ee ee 204 25 J26 8 2 lI 26 323 Xe eo TAN 1 235 1 aE 208 25 268 X 328 25 X E n sp 212 25 272 21 4 332 25 me spp x pom ss 88 8 eS EC E 38 216 25 276 336 25 3X4 28 175 TI 220 25 280 X 340 25 X 222 22 a 223 224 25 284 X 344 25 X 228 288 X 348 25 X 229 X 289 X 349 25 X 230 X 290 X 350 25 X 231 L5 232 292 X 352 25 X 233 X 293 X 353 25 X 234 X 294 X 354 25 X 235 L5 236 296 X 356 25 X
162. 4 2 2 3 4 3 2 3 5 2 3 5 1 2 3 5 2 During the measurements gearbox shall be in neutral gear If it is impossible to disconnect drive train the driving wheels of the moped or tricycle shall be allowed to rotate freely e g by placing the vehicle on its centre stand or on rollers Test site see Figure Ap3 3 Any area in which there are no significant acoustic disturbances may be used as a test site Flat surfaces which are covered with concrete asphalt or some other hard material and are highly reflective are suitable surfaces consisting of earth which has been tamped down shall not be used The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the vehicle handlebars excluded There shall be no significant obstacles e g no persons other than the rider and the observer may stand within this rectangle The vehicle shall be positioned within the rectangle so that the microphone used for measurement is at least 1m from any kerb Miscellaneous Instrument readings caused by ambient noise and wind effects shall be at least 10 0 dB A lower than the sound levels to be measured A suitable windshield may be fitted to the microphone provided that account is taken of its effect on the sensitivity of the microphone Method of measurement Nature and number of measurements The maximum noise level expressed in 1 weighted decibels dB A shall be measured during the pe
163. 5 1 General specifications The design construction and mounting of the silencer shall be such that 3 5 1 1 the motorcycle complies with the requirements of this Appendix under normal conditions of use and in particular regardless of any vibrations to which it may be subjected 3 9 1 2 it displays reasonable resistance to the corrosion phenomena to which it is exposed with due regard to normal conditions of use of the motorcycle 3 5 1 3 the ground clearance under the silencer as originally fitted and angle at which motorcycle can lean over are not reduced 3 5 1 4 the surface does not reach unduly high temperatures 3 5 1 5 its outline has no projections or sharp edges 3 5 1 6 shock absorbers and suspension have adequate clearance 3 5 1 7 adequate safety clearance is provided for pipes 3 5 1 8 it is impact resistant in a way that is compatible with clearly defined maintenance and installation require ments 3 5 2 Specifications for sound levels 35 21 The acoustic efficiency of the replacement exhaust systems components thereof shall be tested using methods described in points 2 1 2 2 1 3 2 1 4 and 2 1 5 With a replacement exhaust system or component thereof fitted to the motorcycle referred to in point 3 2 3 3 the noise level values obtained shall not exceed the values measured in accordance with point 3 2 3 3 using the same motorcycle fitted with the original equipment silencer both du
164. 5 1 1 3 5 1 2 3 5 1 3 3 5 1 4 3 5 1 5 3 5 1 6 3 5 1 7 3 5 1 8 3 5 2 3 5 2 1 3 5 2 1 1 3 5 3 1 3 5 3 2 3 5 3 3 the vehicle complies with the requirements of the Appendix under normal conditions or use and particular regardless of any vibrations to which it may be subjected it displays reasonable resistance to the corrosion phenomena to which it is exposed with due regard to normal conditions of use the ground clearance under the silencer as originally fitted and the angle at which the vehicle can lean over are not reduced the surface does not reach unduly high temperatures its outline has no projections or sharp edges shock absorbers and suspension have adequate clearance adequate safety clearance is provided for pipes it is impact resistant in a way that is compatible with clearly defined maintenance and installation require ments Specifications for noise levels The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in points 2 3 and 2 4 With a replacement exhaust system or component thereof fitted to the vehicle referred to in point 3 2 3 3 of this Appendix the noise level values obtained shall meet the following conditions they shall not exceed the noise level values measured in accordance with point 3 2 3 3 using the same vehicle fitted with the original equipment silencer both during the test
165. 5 2 2 2 5 1 5 2 2 2 5 2 5 2 2 2 5 3 Official Journal of the European Union Coast down without absorption The method for measuring the coast down time is the coast down method for the measurement of the total friction loss The vehicle coast down shall be performed on the chassis dynamometer by the procedure described in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles with zero chassis dynamometer absorption The coast down time Ati corresponding to the reference speed v shall be measured The measurement shall be carried out at least three times and the mean coast down time A shall be calculated using the following equation Equation 2 17 Total friction loss The total friction loss Fg at the reference speed v is calculated using the following equation Equation 2 18 1 2 zg Calculation of power absorption unit force The force FpaulVo to be absorbed by the chassis dynamometer at the reference speed vq is calculated by subtracting Ffo from the target running resistance force vq as shown in the following equation Equation 2 19 vo FAV Chassis dynamometer setting Depending on its type the chassis dynamometer shall be set by one of the methods described in points 5 2 2 2 5 1 to 5 2 2 2 5 4 The chosen setting shall be applied to the pol
166. 5 3 1 8 5 3 1 9 5 3 1 10 The test vehicle shall be brought into test enclosure with the engine switched off and parked in an upright position The fuel tank sensors and heating device shall be connected if necessary Immediately begin recording the fuel temperature and the air temperature in the enclosure If a venting purging fan is still operating it shall be switched off at this time The fuel and vapour may be artificially heated to the starting temperatures of 288 7 K 15 5 C and 294 2 K 21 0 C 1 respectively As soon as the fuel temperature reaches 287 0 K 14 0 C 1 Install the fuel filler cap s 2 Turn off the purge blowers if not already off at that time 3 Close and seal enclosure doors As soon as the fuel reaches a temperature of 288 7 15 5 C 1 the test procedure shall continue as follows a the hydrocarbon concentration barometric pressure and the temperature shall be measured to give the initial readings Cyc i and for the tank heat build test b a linear heat build of 13 8 or 20 0 5 over a period of 60 2 minutes shall begin The temperature of the fuel and fuel vapour during the heating shall conform to the result of equation Ap3 1 within 1 7 or the closest possible function as described in 4 4 3 For exposed type fuel tanks Equations Ap3 1 0 3333 t 288 5 T 0 3333 t 294 0 For non exposed type fuel tanks Equations
167. 5e B L6e B L7e B and L7e C vehicle is to be subject to a SHED test procedure set out in Part C of Annex VI to Regulation EU No 168 2013 and in Appendix 3 it shall be exempted from the fuel permeation test procedure set out in Appendix 2 and vice versa L 53 167 L 53 168 11 1 2 2 1 2 1 1 2 2 2 3 2 4 Official Journal of the European Union Appendix 1 Fuel storage permeability test procedure Scope This requirement shall apply to all L category vehicles equipped with a non metallic fuel tank to store liquid volatile fuel as applicable for vehicles equipped with a positive ignition combustion engine Vehicles complying with the requirements set out in Appendix 2 or 3 or vehicles equipped with a compression ignition engine using low volatile fuel shall comply with the requirements of this Appendix only as precon ditioning procedure for fuel storage testing referred to in Number C8 of Annex II to Regulation EU No 168 2013 The fuel tanks on those vehicles are exempted from the evaporative requirements set out in points 2 1 5 2 1 6 2 3 and 2 4 Fuel tank permeability test Test method Test temperature The fuel tank shall be tested at a temperature of 313 2 2K 40 2 C Test fuel The test fuel to be used shall be the reference fuel set out in Appendix 2 of Annex II If this test procedure is used only as preconditioning for subsequent fuel storage testing referred to in Number C8 of Annex II to
168. 6 x as 25 x 50 355 __ _ 447 234 507 366 x 448 21 8 24 gt 4 24 gt lt gt 389 390 391 392 LT 449 20 3 18 3 X 508 34 6 X LLL EDS T 3 px 55 193 px 3m mai p X 393 394 395 396 17 8 512 10 7 513 4 7 397 398 399 400 401 85 22 20 1 12 1 524 27 3 525 30 8 35 2 9 1 32 5 6 2 1 8 528 529 530 ELLE 532 27 9 18 5 0 8 x 533 13 8 534 24 P lt gt lt 24 24 P lt P lt 24 24 gt lt P lt MI 21 2 2014 Official Journal of the European Union 3 2 8 Table Ap6 34 WMTC stage 3 part 1 class 1 applicable for Lle A and 11 Vmax lt cold or warm 541 to 600s phase indicators time in s roller speed in km h v vj E X X X mE E pem Erg E mE E EN E E E mE mE M Ez ra mE E EE E ES E Em lt 45 km h sub category vehicles L 53 119 L 53 120 Official Journal of the European Union 21 2 2014 time in s roller speed in km h stop dec 591 X E 593 X 595 X 596 597 X
169. 66 x 307_ 261 1 LX X x 237 x _ 167 x 29 32 309 355 x vias X ee ae ee 5X 3 ig Ez ee Oe E 284 E 192 384 X 1L 2332 37 1 XDu 273 1 x _ 15 318 x 129 35 XLDU 2891 LEX 346 X 1241 9 LX 34 1 73 x 195 363 x LX 196 378 x 356 x 1931 227 LX 07 _ x gt gt 0 x DU T9 _ _x is 43 x 2s o x L3 1 x mec aaa 1 oe Oe 25008 1 wye ff Oe m1 45 x 3a 36 _ 5 o x 32 193 x 208 15 Oe 5 9 x 3 45 206 4 396 x _ TAE 5 A NE HG RN EXE 208 45 X 268 X 328 27 7 X J SCIAS no 45 x 270 132 x o 28 1 x _ ni 5 x oi ims x 331 266 x 212 45 X 272 714 X 332 26 8 X E E E 221 284 E 11 9227 ns 4 x 25 x 1 216 45 X 276 299 336 27 5 X ns 5 X x 153 173 ns 45 X 25 x 139 381 x _ 220 45 X
170. 77 Reference mass m Equivalent inertia mass Rolling resistance of front Aero drag coefficient b kg 375 lt mq lt 385 33 4 0 0257 385 lt lt 395 34 3 0 0259 395 lt lt 405 400 35 2 0 0260 405 lt Mef lt 415 410 36 1 0 0262 415 lt lt 425 420 37 0 0 0263 425 lt lt 435 430 37 8 0 0265 435 lt lt 445 38 7 0 0266 445 lt lt 455 39 6 0 0268 455 lt lt 465 40 5 0 0269 465 lt lt 475 41 4 0 0271 475 lt lt 485 42 2 0 0272 485 lt lt 495 43 1 0 0274 495 lt lt 505 44 0 0 0275 At every 10 0 088 m b 0 000015 x 0 02 The value shall be rounded to one decimal place The value shall be rounded to four decimal places L 53 78 Official Journal of the European Union 21 2 2014 Appendix 6 Driving cycles for type I tests 1 UNECE Regulation No 47 ECE R47 based test cycle 1 Description of the ECE R47 test cycle The ECE R47 test cycle to be used on the chassis dynamometer shall be as depicted in the following graph Figure Ap6 1 ECE R47 based test cycle COLD PHASE WARM PHASE ee ee Roller speed km h 00 t s The ECE R47 based test cycle lasts 896 seconds and consists of eight elementary cycles to be carried out without interruption Each cycle shall comprise of seven driving condition phases idling acceleration steady
171. 8 2013 The L category test vehicles may run the test cycle on the road on a test track or on a kilometre accumulation chassis dynamometer The AMA test cycle shall be completed by repeating the AMA sub cycle in point 2 until the applicable durability mileage in Part A of Annex VII to Regulation EU No 168 2013 has been accumulated The AMA test cycle shall be composed of 11 sub sub cycles covering six kilometres each AMA test cycle requirements For the purpose of accumulating mileage in the AMA test cycle the L category vehicles shall be grouped as follows Table Ap2 1 Grouping of L category vehicles for the purpose of the AMA mileage accumulation test L category vehicle class Engine capacity cm Vmax km h I lt 150 Not applicable II gt 150 lt 130 gt 150 gt 130 If AMA test cycle is performed on kilometre accumulation chassis dynamometer the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference 21 2 2014 Official Journal of the European Union L 53 205 2 3 One AMA test sub cycle shall be performed as follows 2 9 1 Figure Ap2 1 Driving schedule AMA test sub sub cycle 1 1 STOP THEN ACCELERATE TO LAP SPEED 0 6 DECELERATE TO 30 KM H THEN ACCELERATE TO LAP SPEED DECELERATE TO 30 KM H THEN ACCELERATE TO LAP SPEED 21 0 6 0 KILOMETERS START FINISH STOP THEN ACCELERATE TO L
172. AP SPEED 5 3 DECELERATE TO 30 KM H THEN ACCELERATE TO LAP SPEED STOP DECELERATE THEN ACCELERATE TO TO 30 KM H THEN LAP SPEED ACCELERATE TO LAP SPEED 47 3 1 42 DECELERATE TO 30 KM H THEN ACCELERATE TO LAP SPEED 3 5 STOP THEN ACCELERATE TO LAP SPEED ALL STOPS ARE 15 SECONDS 2 5 2 The AMA test cycle consisting of 11 sub sub cycles shall be driven at the following sub sub cycle vehicle speeds Table Ap2 2 Maximum vehicle speed in one AMA sub cycle Class I vehicle Class II vehicle Class III vehicle Class III vehicle Sub sub cycle No km h km h Option 1 km h Option II km h 1 65 65 65 65 45 65 65 55 45 L 53 206 Official Journal of the European Union 2 5 3 2 5 4 2 5 5 2 5 6 2 5 7 2 5 8 2 5 9 2 5 10 Sub sub cycle No Class I vehicle Class II vehicle Class III vehicle Class III vehicle km h km h Option I km h Option II km h 7 55 55 55 8 70 70 9 55 55 10 70 90 11 70 110 Manufacturers may select one of two cycle vehicle speed options for class III L category vehicles completing the entire procedure on their selected option During the first nine AMA sub sub cycles the test vehicle is stopped four times with the engine idling each time for 15 seconds The AMA sub cycle shall consist of five decelerations in each sub sub cycle dropping from cycle speed to 30 km h The test vehicle shall then gradually be accelerated again until the cyc
173. Ap2 3 1 21 2 2014 21 2 2014 Official Journal of the European Union L 53 311 2 3 2 The measurements shall be carried out under normal stabilised operating conditions with an adequate fresh air supply to the engine The engine shall have been run in accordance with the manufacturer s recommendations Combustion chambers may contain deposits but in limited quantities 2 3 3 The test conditions selected such as air inlet temperature shall resemble reference conditions see point 3 2 as closely as possible in order to minimise the magnitude of the correction factor 2 3 4 The temperature of the ambient inlet air to the engine shall be measured at no more than 0 15 m upstream from the point of entry into the air cleaner or if no air cleaner is used within 0 15 m of the air inlet trumpet The thermometer or thermocouple shall be shielded from radiant heat and be placed directly in the airstream It shall also be shielded from fuel spray back A sufficient number of locations shall be used to give a representative average inlet temperature 2 3 7 data shall be taken until torque speed and temperature have remained substantially constant for at least 30 seconds 2 3 8 The engine speed during a run or reading shall not deviate from the selected speed by more than 1 or 10 min 1 whichever is greater 2 3 9 Observed brake load and inlet air temperature data shall be taken simultaneously and shall be the average of two sta
174. Ap3 2 Tr 0 2222 t 288 5 0 2222 t 294 0 where required temperature of fuel required temperature of vapour time from start of the tank heat build in minutes et The hydrocarbon analyser is set to zero and spanned immediately before end of the test If the heating requirements in point 5 3 1 6 have been met over the 60 2 minute period of the test the final hydrocarbon concentration in the enclosure is measured Cic The time or elapsed time of this measurement is recorded together with the final temperature and barometric pressure and The heat source is turned off and the enclosure door unsealed and opened The heating device and temperature sensor are disconnected from the enclosure apparatus The vehicle is now removed from the enclosure with the engine switched off To prevent abnormal loading of the canister fuel tank caps may be removed from the vehicle during the period between the end of the diurnal test phase and the start of the driving cycle The driving cycle shall begin within 60 minutes of the completion of the breathing loss test 21 2 2014 Official Journal of the European Union L 53 179 5 3 2 Driving cycle 5 3 2 1 Tank breathing losses means hydrocarbon emissions caused by temperature changes in the fuel storage and supply Following the tank breathing losses test the vehicle is pushed or otherwise manoeuvred onto the chassis dynamometer with t
175. L category vehicle with an engine capacity of lt 150 cm 6 for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h max 2 The electric energy consumption values shall be Equation Ap3 13 and Equation Ap3 14 E Wh km with Dyes and the actual distances driven in the tests performed under Conditions A point 3 2 and point 3 3 respectively and el and e4 determined in points 3 2 5 and 3 3 6 respectively The weighted electric energy consumption values shall be calculated as follows For testing in accordance with point 3 2 3 2 1 Equation 15 E D E Dy E4 De Day where E electric consumption Wh km electric consumption Wh km with a fully charged electrical energy power storage device E electric consumption Wh km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D electric range of the vehicle determined according to the procedure described in Appendix 3 3 where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state D average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 for an L category vehic
176. L5e A Tricycle w 0 50 Vmax gt 130 km h w 0 25 L7e A Heavy on road quad Vmax 2 130 km h L5e B Commercial tricycle w 0 30 L7e B All terrain vehicles w 070 L7e C Heavy quadri mobile Records required The following information shall be recorded with respect to each test test number b vehicle system or component identification c date and time of day for each part of the test schedule d instrument operator c driver or operator test vehicle make vehicle identification number model year drivetrain transmission type odometer reading at initiation of preconditioning engine displacement engine family emission control system recommended engine speed at idle nominal fuel tank capacity inertial loading reference mass recorded at 0 kilometre and drive wheel tyre pressure g dynamometer serial number as an alternative to recording the dynamometer serial number a reference to a vehicle test cell number may be used with the advance approval of the Adminis tration provided the test cell records show the relevant instrument information h all relevant instrument information such as tuning gain serial number detector number range As an alternative a reference to a vehicle test cell number may be used with the advance approval of the Administration provided test cell calibration records show the relevant instrument information i recorder charts identify zero point span
177. N document reference ECE TRANS 180 Add2e of 30 August 2005 b falling into one propulsion family according to the including amendment 1 UNECE document reference ECE TRANS criteria set out in Annex 180a2ale of 29 January 2008 2 The WMTC stage 2 is equal to the WMTC stage 1 amended by corrigendum 2 of addendum 2 ECE TRANS 180a2c2e of 10 vehicle type with regard to environmental performance 9 September 2009 and corrigendum 1 of amendment 1 ECE means a set of L category vehicles which do not differ TRANS 180a2alcle of 9 September 2009 in the followin In addition the corrigenda and amendments identified in the envi amp ronmental effect study referred to in Article 23 of Regulation EU No 168 2013 will be taken into account as well as corrigenda and h ival inpia d nedi lati i amendments proposed and adopted by UNECE WP29 as continuous a the equivalent Inertia TS ation improvement of world harmonised test cycle for L category reference mass in accordance with Appendices 5 7 vehicles 8 to Annex I a 53 4 11 12 13 14 15 16 17 b the propulsion characteristics set out in Annex XI regarding propulsion family periodically regenerating system means a pollution control device such as a catalytic converter particulate filter or any other pollution control device that requires a periodical regeneration process in less than 4 000 km of norma
178. RL may be used as an aid for the gear selection http live unece org trans main wp29 wp29wgs wp29grpe wmtc html Explanations of the approach and the gearshift strategy and a calculation example are given in Appendix 9 Dynamometer settings A full description of the chassis dynamometer and instruments shall be provided in accordance with Appendix 6 Measurements shall be taken to the accuracies specified in point 4 5 7 The running resistance force for the chassis dynamometer settings can be derived either from on road coast down measurements or from a running resistance table with reference to Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and to Appendix 8 for a vehicle with two or more wheels on the powered axles Chassis dynamometer setting derived from on road coast down measurements To use this alternative on road coast down measurements shall be carried out as specified in Appendix 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle equipped with two or more wheels on the powered axles Requirements for the equipment The instrumentation for the speed and time measurement shall have the accuracies specified in point 4 5 7 Inertia mass setting The equivalent inertia mass mi for the chassis dynamometer shall be the flywheel equivalent inertia mass mfi closest to the sum of the mass in running order of the vehicle and the mass of the driver 75 kg Alternatively
179. Regulation EU No 168 2013 a commercial premium grade fuel may be used at the choice of the manufacturer and to the satisfaction of the approval authority The tank is filled with the test fuel up to 50 of its total rated capacity and allowed to rest in the ambient air at a temperature of 313 2 2K until there is a constant weight loss That period shall be at least four weeks pre storage period The tank is emptied and then refilled with test fuel to 50 of its rated capacity The tank is stored under the stabilising conditions at a temperature of 313 2 2 K until its contents are at the test temperature The tank is then sealed The pressure rise in the tank during the test may be compensated The weight loss due to diffusion shall be measured during the eight week test During that period a maximum quantity of 20 000 mg may escape from the fuel tank on average every 24 hours If the diffusion losses are greater the fuel loss shall also be determined at a test temperature of 296 2 2 K 23 2 all other conditions being maintained pre storage at 313 2 2 The loss determined under those conditions shall not exceed 10 000 mg per 24 hours All fuel tanks that will undergo this test procedure as preconditioning for testing referred to in Number C8 of Annex II to Regulation EU No 168 2013 shall be duly identified The permeability evaporation test results shall not be averaged between the different tested f
180. T is test temperature 3 3 Determination of the correction factor a Equation Ap2 1 2 99 12 T 06 a Gi ps 298 where T the absolute temperature of the ingested air p the dry atmospheric pressure in kilopascals kPa i e the total barometric pressure minus the water vapour pressure 3 3 1 Equation Ap2 1 2 applies only if 0 93 lt a lt 1 07 If the limit values are exceeded the corrected value obtained and the test conditions temperature and pressure shall be stated exactly in the test report 3 4 Determination of the correction factor for mechanical efficiency of the transmission a Where the measuring point is the output side of the crankshaft this factor is equal to 1 the measuring point is not the output side of the crankshaft this factor is calculated using the formula Equation Ap2 1 2 1 a2 Dr where n is the efficiency of the transmission located between the crankshaft and the measuring point This transmission efficiency n is determined from the product multiplication of efficiency n of each of the components of the transmission Equation Ap2 1 3 Dn n 3 4 1 Table 2 1 3 Efficiency of each of components of transmission Type Efficiency Spur gear 0 98 Gear wheel Helical gear 0 97 Bevel gear 0 96 Roller 0 95 Chain Silent 0 98 The test may be carried out in temperature controlled test chambers where the atmospheri
181. The mass may not differ by more than 4 from the hydrocarbon mass calculated in accordance with point 2 3 5 Calculations The calculation of net hydrocarbon mass change within the enclosure shall be used to determine the chamber s hydrocarbon background and leak rate Initial and final readings of hydrocarbon concentration temperature and barometric pressure are used in the following formula to calculate the mass change Equation Ap3 5 k 10 25 yo 2 T where Myc mass of hydrocarbon in grams hydrocarbon concentration the enclosure ppm carbon NB ppm carbon ppm propane x 3 V 7 net enclosure volume in cubic metres as measured in accordance with point 2 1 1 T 7 ambient temperature in the enclosure K p 7 barometric pressure in kPa k 17 6 where i is the initial reading f is the final reading 21 2 2014 21 2 2014 3 1 3 2 3 3 4 1 4 2 4 3 4 4 4 5 Official Journal of the European Union L 53 187 Checking of FID hydrocarbon analyser Detector response optimisation The HD analyser shall be adjusted as specified by the instrument manufacturer Propane in air shall be used to optimise the response on the most common operating range Calibration of the HC analyser The analyser shall be calibrated using propane in air and purified synthetic air A calibration curve shall be established as described in points 4 1 to 4 5 Oxygen int
182. The flywheel equivalent inertia mass mfi shall be the equivalent inertia mass m specified in Appendix 5 7 or 8 where applicable The chassis dynamometer shall be set by the rolling resistance of the non driven wheels a and the aero drag coefficient b specified in Appendix 5 or determined in accordance with the procedures set out in Appendix 7 or 8 respectively The running resistance force on the chassis dynamometer shall be determined using the following equation Equation 2 14 atbxv The target running resistance force shall be equal to the running resistance force obtained from the running resistance table because the correction for the standard ambient conditions is not necessary Measurement accuracies Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1 7 Table 1 7 Required accuracy of measurements Measurement items At measured value Resolution a Running resistance force F 2 percent b Vehicle speed v1 v2 1 percent 0 2 km h Coast down speed interval 2Av v1 v2 1 percent 0 1 km h d Coast down time At 0 5 percent 0 01 Total vehicle mass mk mrid 0 5 percent 1 0 kg 0 Wind speed 10 percent 0 1 m s g Wind direction 5 deg h Temperatures 41K 1K L 53 27 L 53 28 53 1 1 5 1 1 2 5 11 2 1 5 1 1 2 2 Official Journal of the European Union Measurement items Resolution i Barometr
183. The room temperature shall be measured in the vicinity of the vehicle cooling blower fan before and after the type I test Soak area The soak area shall have a temperature of 298 2 5 25 5 C and be such that the test vehicle to be preconditioned can be parked in accordance with point 5 2 4 of this Annex Test vehicle General All components of the test vehicle shall conform to those of the production series or if the vehicle is different from the production series a full description shall be given in the test report In selecting the test vehicle the manufacturer and the technical service shall agree to the satisfaction of the approval authority which tested parent vehicle is representative of the related vehicle propulsion family as laid down in Annex XI Run in The vehicle shall be presented in good mechanical condition properly maintained and used It shall have been run in and driven at least 1 000 km before the test The engine drive train and vehicle shall be properly run in in accordance with the manufacturer s requirements Adjustments The test vehicle shall be adjusted in accordance with the manufacturer s requirements e g as regards the viscosity of the oils or if it differs from the production series a full description shall be given in the test report In case of a four by four drive the axle to which the lowest torque is delivered may be deactivated in order to allow testing on a standard chassis dyn
184. a precision sound level meter of the type described in International Electro technical Commission IEC publication 179 Precision sound level meters second edition Measurements shall be taken using the fast response and the A weighting also described in that publication L 53 247 L 53 248 Official Journal of the European Union 2 1 2 2 2 1 5 2 1 5 1 2 1 3 2 2 1 3 3 At beginning and end of each series of measurements sound level meter shall be calibrated in accordance with the manufacturer s instructions using an appropriate noise source e g piston phone Speed measurements Engine speed and moped speed on the test track shall be determined to within 3 Conditions of measurement Condition of the moped The combined weight of the rider and the test equipment used on the moped shall be between 70 kg and 90 kg If necessary weights shall be added to the moped to bring the combined weight up to at least 70 kg During the measurements the moped shall be in running order including coolant oils fuel tools spare wheel and rider Before the measurements are taken the moped shall be brought to the normal operating temperature If the moped is fitted with fans with an automatic actuating mechanism this system shall not be interfered with during the sound measurements For mopeds with more than one driven wheel only the drive provided for normal road operation may be used Where a moped is
185. a zero energy balance AE 0 and are to be calculated using a correction coefficient determined by the manufacturer as defined in 6 3 3 and 6 3 5 For storage systems other than electric batteries shall represent AE storage the energy balance of the electric energy storage device The electricity balance Q Ah measured using the procedure in Appendix 3 2 shall be used as a measure of the difference between the vehicle battery s energy content at the end of the cycle and that at the beginning of the cycle The electricity balance is to be determined separately for parts 1 2 and 3 of the applicable type I test cycle set out in Annex II The uncorrected measured values C and M may be taken as the test results under the following conditions a the manufacturer can prove that there is no relation between the energy balance and fuel consumption always corresponds to a battery charging c always corresponds to a battery discharging and AFpa is within 1 percent of the energy content of the consumed fuel i e the total fuel consumption over one cycle The change in battery energy content can be calculated from the measured electricity balance as follows Equation Ap3 37 ASOC 0 0036 AAh 0 0036 where the total energy storage capacity of the battery MJ and the nominal battery voltage V Fuel consu
186. acity Number of cycles cm 4 1 lt 80 6 2 gt 80 lt 175 9 3 gt 175 12 2 3 1 4 3 3 test bench cycle shall be followed by a break of at least six hours in order to reproduce effects of cooling and condensation 2 3 1 4 3 4 Each test bench cycle consists of six phases The engine conditions and duration are as follows for each phase Table Ap2 3 Test cycle phases for bench testing Duration of phase minutes Phase Conditions sia 3 Engines with displacement less than 175 cm Engines with displacement 2 25 load at 40 50 75 3 50 load at 40 50 75 4 100 96 load 30 10 at 75 S 5 50 load at 12 12 100 6 25 load at 22 22 100 Total time 2 hours 30 mins 2 hours 30 mins 2 3 1 4 3 5 During this conditioning procedure at the request of the manufacturer the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the motorcycle is running at 110 km h 75 S in top gear The engine or motorcycle speeds shall be determined with an accuracy of 3 L 53 268 2 3 2 2 3 2 1 2 3 2 2 10 Official Journal of the European Union Figure Ap2 4 Test apparatus for conditioning by pulsation 50 5mm as desired Inlet flange or sleeve for connection to the rear of the test exhaust system Hand operated regulating valve Compensating reservoir w
187. acturer to the satisfaction of the approval authority the track or road selected shall be shaped so as not to significantly hinder the proper execution of the test instructions the route used shall form a loop to allow continuous execution track lengths which are multiples half or quarter of this length shall be permitted The length of the lap may be changed to accommodate the length of the mileage accumulation track or road 21 2 2014 L 53 195 21 2 2014 Official Journal of the European Union four points shall be marked or landmarks identified on the track or road which equate to quarter intervals of 2 25 the lap 2 2 6 the distance accumulated shall be calculated from the number of cycles required to complete the test distance This calculation shall take into account the length of the road or track and chosen lap length Alternatively an electronic means of accurately measuring the actual distance travelled may be used The odometer of the vehicle shall not be used 2 2 7 Examples of test track configurations Figure Ap1 1 Simplified graphic of possible test track configurations gt E Start stop Lap Lap E stop Lap Lap E 7 Lap Lap Start Stop Lap Cae ee The total distance travelled shall be the applicable durability mileage set out in Part A of Annex VII to Regulation EU No 168 2013 plus one complete SRC LeCV sub cycle 3
188. age of hydrogen specified by the manufac turer Exhaust emissions approval of a member of the propulsion family For the type approval of mono fuel gas vehicles and bi fuel vehicles operating in gas mode fuelled by LPG NG biomethane H NG or hydrogen as a member of the propulsion family in Annex XI type I test shall be performed with one gaseous reference fuel For LPG NG biomethane and vehicles this reference fuel may be either of the reference fuels in Appendix 2 The gas fuelled vehicle is considered to comply if the following requirements are met The test vehicle shall comply with the definition of a propulsion family member in Annex XI If the test fuel requirement is reference fuel A for LPG or G20 for NG biomethane the emission result shall be multiplied by the relevant factor if r gt 1 if r lt 1 no correction is needed If the test fuel requirement is reference fuel B for LPG or G25 for NG biomethane the emission result shall be divided by the relevant factor if r lt 1 if r gt 1 no correction is needed At the manufacturer s request the type I test may be performed on both reference fuels so that no correction is needed The parent vehicle shall comply with the emission limits for the relevant category set out in Annex VI A to Regulation EU No 168 2013 and for both measured and calculated emissions If repeated tests are conducted on the same engine an average shall first be taken of the
189. all be drained through the drains of the fuel tanks provided and charged with the test fuel requirement as specified in Appendix 2 to half the capacity of the tanks The test vehicle shall be placed either by being driven or pushed on a dynamometer and operated through the applicable test cycle as specified for the vehicle sub category in Appendix 6 The vehicle need not be cold and may be used to set dynamometer power Practice runs over the prescribed driving schedule may be performed at test points provided an emission sample is not taken for the purpose of finding the minimum throttle action to maintain the proper speed time relationship or to permit sampling system adjustments Within five minutes of completion of preconditioning the test vehicle shall be removed from the dynamometer and may be driven or pushed to the soak area to be parked The vehicle shall be stored for between six and 36 hours prior to the cold start type I test or until the engine oil temperature or the coolant temperature or the sparkplug seat gasket temperature Tp only for air cooled engine equals the air temperature of the soak area within 2 K For the purpose of measuring particulates between six and 36 hours before testing the applicable test cycle from Part A of Annex VI to Regulation EU No 168 2013 shall be conducted on the basis of Annex IV to that Regulation The technical details of the applicable test cycle are laid down in Appendix 6 a
190. all be recorded respectively m g and c 1 Parameters m and c shall be the sums of the results of the combined cycles run Equation Ap3 2 Equation Ap3 3 3 2 4 Within the 30 minutes after the conclusion of the cycle the electrical energy power storage device shall be charged according to point 3 2 2 4 The energy measurement equipment placed between the mains socket and the vehicle charger measures the charge energy e Wh delivered from the mains 3 2 5 The electric energy consumption for Condition A shall be Wh 3 3 Condition B 3 3 1 Conditioning of the vehicle 3 3 1 1 The electrical energy power storage device of the vehicle shall be discharged in accordance with point 3 2 1 1 At the manufacturer s request a conditioning in accordance with point 3 2 2 1 may be carried out before electrical energy power storage discharge 3 3 1 2 Before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2 and 303 2 20 and 30 This conditioning shall be carried out for at least six hours and continue until the temperatures of the engine oil and coolant if any are within 2 of the temperature of the room 3 3 2 Test procedure 3 3 2 1 The vehicle shall be started up by the means provided for normal use by the driver The first cycle starts on the initiation of the vehicle start up procedure 3 3 2 2 Sampling shall begin BS before or
191. allowed if necessary in order to continue the mileage accumulation after agreement of the technical service and to the satisfaction of the approval authority This hybrid mode change shall be recorded in the test report Pollutant emissions shall be measured under the same conditions as specified by Condition B of the type I test points 3 1 3 and 3 2 3 2 4 2 For NOVC vehicles For NOVC vehicles with an operating mode switch mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned on normal mode Pollutant emissions shall be measured in the same conditions as in the type I test L 53 189 L 53 190 21 2 2014 Official Journal of the European Union 3 1 3 2 3 2 1 3 2 2 Test type durability test procedure specifications The specifications of the three durability test procedures set out in Article 23 3 of Regulation EU No 168 2013 are as follows Actual durability testing with full mileage accumulation The durability test procedure with full mileage accumulation to age the test vehicles shall refer to Article 23 3 a of Regulation EU No 168 2013 Full mileage accumulation shall mean full completion of the assigned test distance laid down in Part A of Annex VII to Regulation EU No 168 2013 by repeating the driving manoeuvres laid down in Appendix 1 or if applicable in Appendix 2 The manufacturer shall provide evidence that the emission limits in t
192. already regenerated at least once during the vehicle preparation cycle it will be considered as a continuously regenerating system which does not require a special test procedure 3 Test procedure The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process provided that its operation has no effect on original engine calibration This switch shall be used for the purpose of preventing regeneration only during loading of the regeneration system and during the pre conditioning cycles However it shall not be used during the measurement of emissions in the regeneration phase rather the emission test shall be carried out with the unchanged original equipment manufacturer s powertrain control unit engine control unit drive train control unit if applicable and powertrain software 3 1 Measurement of carbon dioxide emission and fuel consumption between two cycles where regenerative phases occur 3 1 4 The average of carbon dioxide emission and fuel consumption between regeneration phases and during loading of the regenerative device shall be determined from the arithmetic mean of several approximately equidistant if more than two type I operating cycles As an alternative the manufacturer may provide data to show that carbon dioxide emissions and fuel consumption remain constant 4 percent between regeneration phases In this case the carbon dioxide emissions and fuel consumption measured during t
193. amometer Test mass and load distribution The test mass including the masses of the rider and the instruments shall be measured before the beginning of the tests The load shall be distributed across the wheels in conformity with the manu facturer s instructions Tyres The tyres shall be of a type specified as original equipment by the vehicle manufacturer The tyre pressures shall be adjusted to the specifications of the manufacturer or to those where the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equalised The tyre pressure shall be indicated in the test report L 53 13 L 53 14 4 3 Official Journal of the European Union L category vehicle sub classification Figure 1 1 provides a graphical overview of the L category vehicle sub classification in terms of engine capacity and maximum vehicle speed if subject to environmental test types I VII and indicated by the sub class numbers in the graph areas The numerical values of the engine capacity and maximum vehicle speed shall not be rounded up or down Figure 1 1 L category vehicle sub classification for environmental testing test types I VII and VIII 150 4 140 Cry ty NX RAK 430 120 110 80 70 65 40 max vehicle speed in km h 30 20 10 33
194. amples switch off gas flow measuring device No 1 and start gas flow measuring device No 2 in case of vehicles capable of running Part 3 of the at the end of Part 2 simultaneously switch the sample flows from the second bags and samples to the third bags and samples switch off gas flow measuring device No 2 and start gas flow measuring device No 3 21 2 2014 21 2 2014 6 1 6 1 1 6 1 1 1 6 1 1 2 6 1 1 3 6 1 1 4 Official Journal of the European Union m before starting a new part record the measured roll or shaft revolutions and reset the counter or switch to a second counter As soon as possible transfer the exhaust and dilution air samples to the analytical system and process the samples according to point 6 obtaining a stabilised reading of the exhaust bag sample on all analysers within 20 minutes of the end of the sample collection phase of the test n turn the engine off two seconds after the end of the last part of the test 0 immediately after the end of the sample period turn off the cooling fan p turn off the constant volume sampler CVS or critical flow venturi CFV or disconnect the exhaust tube from the tailpipes of the vehicle q disconnect the exhaust tube from the vehicle tailpipes and remove the vehicle from the dynamo meter r for comparison and analysis reasons second by second emissions diluted gas data shall be monitored as well as the bag results Analysis of r
195. an Union Appendix 2 4 Determination of the maximum torque and maximum power of L category vehicles equipped with a hybrid 1 1 1 2 1 3 1 4 propulsion Requirements Hybrid propulsion including a positive ignition combustion engine The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2 2 Hybrid propulsion including a compression ignition combustion engine The maximum total torque and maximum total power of the hybrid propulsion assembly of combustion engine and electric motor shall be measured according to the requirements of Appendix 2 3 Hybrid propulsion including an electric motor Paragraph 1 1 or 1 2 shall apply and in addition the maximum torque and maximum continuous rated power of the electric motor shall be measured according to the requirements of Appendix 3 If the hybrid technology used on the vehicle allows multi mode hybrid running conditions the same procedure shall be repeated for each mode and the highest measured propulsion unit performance value shall be taken as the final test result of the propulsion unit performance test procedure Manufacturer s obligation The vehicle manufacturer shall ensure that the test set up of the test vehicle equipped with a hybrid propulsion shall result in the maximum attainable total torque and power being measured Any series mounted
196. an that demonstrated at type approval 4 The manufacturer shall ensure that spare parts and equipment that are made available on the market or are entering into service in the Union comply with the detailed technical requirements and test procedures with respect to the environmental performance of the vehicles referred to in this Regulation An approved L category vehicle equipped with such a spare part or equipment shall meet the same test requirements and performance limit values as a vehicle equipped with an original part or equipment satisfying endurance requirements up to and including those set out in Article 22 2 Article 23 and Article 24 of Regulation EU No 168 2013 5 The manufacturer shall ensure that type approval procedures for verifying conformity of production are followed as regards the detailed environmental and propulsion unit performance requirements laid down in Article 33 of Regu lation EU No 168 2013 and its Number C3 of Annex II 6 The manufacturer shall submit to the approval authority a description of the measures taken to prevent tampering with the powertrain management system including the computers controlling the environmental and propulsion unit performance in accordance with Number C1 of Annex II to Regulation EU No 168 2013 7 For hybrid applications or applications equipped with a stop start system the manufacturer shall install on the vehicle a service mode that makes it possible subject to en
197. and if necessary downstream from the volume measuring device The pressure measurements shall have a precision and an accuracy of 0 4 kPa during the test Recommended system descriptions Figure Ap 4 1 and Figure Ap 4 2 are schematic drawings of two types of recommended exhaust dilution systems that meet the requirements of this Annex Since various configurations can produce accurate results exact conformity with these figures is not essential Additional components such as instruments valves solenoids and switches may be used to provide additional information and coordinate the functions of the component system Full flow dilution system with positive displacement pump Figure Ap4 1 Positive displacement pump dilution system air background sample to gas analysers DAF and bag sampling DT HE gt vehicle exhaust to particulate and e PDP particle vent sampling systems The positive displacement pump PDP full flow dilution system satisfies the requirements of this Annex by metering the flow of gas through the pump at constant temperature and pressure The total volume is measured by counting the revolutions of the calibrated positive displacement pump The proportional sample is achieved by sampling with pump flow meter and flow control valve at a constant flow rate The collecting equipment consists of A filter refer to DAF in Figure Ap 4 1 for the dilution air sha
198. and discharging shall correspond to the number set out in table Ap3 1 1 dwell time and subsequent purging of fuel vapour shall be run to age the test canister at an ambient temperature of 297 2 K as follows 2 1 1 Canister loading part of test cycle 2 1 1 1 Loading of the canister shall start within one minute of completing the purge portion of the test cycle 2 1 1 2 The clean air vent port of the canister shall be open and the purge port shall be capped A mix by volume of 50 air and 50 commercially available petrol or test petrol specified in Appendix 2 to Annex II shall enter through the tank port of the test canister at a flow rate of 40 grams hour The petrol vapour shall be generated at a petrol temperature of 313 2 2 1 1 3 The test canister shall be loaded each time to 2 0 0 1 grams breakthrough detected by 2 1 1 3 1 FID reading using mini SHED or similar or 5 000 ppm instantaneous reading on the FID occurring at the clean air vent port or L 53 184 Official Journal of the European Union 21 2 2014 2 1 1 3 2 Gravimetrical test method using the difference in mass of the test canister charged to 2 0 0 1 grams break 2 1 3 2 1 3 1 2 1 3 2 3 1 3 2 through and purged canister Dwell time A five minute dwell period between canister loading and purging as part of the test cycle shall be applied Canister purging part of the test cycle The test canister shall be purged th
199. andard exhaust silencer a device shall be used for the test that is compatible with the engine s normal operating conditions and specified by the manufacturer During the laboratory tests in particular when the engine is running the exhaust gas extractor shall not at the point where the exhaust system is connected to the test bench give rise in the exhaust gas extraction duct to a pressure differing from the atmospheric pressure by more than 740 Pa 7 4 mbar unless the manufacturer has deliberately specified the back pressure existing before the test in this case the lower of the two pressures shall be used 2 4 Test procedure Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest engine speeds recommended by the manufacturer This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power For each speed the average of at least two stabilised measurements is to be determined 2 5 Data to be recorded The data to be recorded shall be those set out in the template of the test report referred to in Article 32 1 of Regulation EU No 168 2013 21 2 2014 Official Journal of the European Union 3 2 3 2 1 3 2 3 1 3 3 3 4 Power and torque correction factors Definition of factors a and a a and shall be factors by which the torque and p
200. ant between 293 2 and 303 2 20 C and 30 This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant if any are within 2 of the temperature of the room Test procedure The vehicle shall be started up by the means provided to the driver for normal use The first cycle starts on the initiation of the vehicle start up procedure Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period of the applicable type I test cycle end of sampling ES The vehicle shall be driven according to the provisions of Appendix 6 The exhaust gases shall be analysed in accordance with Annex II The test results shall be compared with the limits in Part A of Annex VI to Regulation EU No 168 2013 and the average emission of each pollutant for Condition B shall be calculated The test results multiplied by the appropriate deterioration and factors shall be less than the limits prescribed in Part A of Annex VI to Regulation EU No 168 2013 Test results Testing in accordance with point 3 1 2 5 2 1 For reporting the weighted values shall be calculated as follows 21 2 2014 3 1 4 2 Official Journal of the European Union L 53 143 Equation Ap11 2 M De Day 0 Day where M mass emission of the pollutant i in mg km average mass emiss
201. ant to the provisions of this Appendix during the test in motion it may not exceed by more than 1 0 dB A the limit value laid down in point 2 2 1 3 during the stationary test is may not exceed by more than 3 0 dB A the value indicated on the manu facturer s statutory plate if the vehicle is not of a type which has been granted type approval pursuant to the provisions of this Appendix it may not exceed by more than 1 0 dB A the limit value applicable to that type of vehicle when it first entered into service a separate engine identical to that fitted to the vehicle referred to in point 3 2 3 3 should the approval authorities deem it necessary Markings and inscriptions Non original exhaust systems or components thereof shall be marked in accordance with the requirements of Article 39 of Regulation EU No 168 2013 Component type approval Upon completion of the tests laid down in this Appendix the approval authority shall issue a certificate corresponding to the model referred to in Article 30 2 of Regulation EU No 168 2013 The component type approval number shall be preceded by a rectangle surrounding the letter e followed by the distin guishing number or letters of the Member State which issued or refused the component type approval Specifications General specifications The design construction and mounting of the silencer shall be such that L 53 281 L 53 282 Official Journal of the European Union 3
202. anu facturer subject to the agreement of the approval authority c in accordance with the manufacturers recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started Conditioning of vehicle The vehicle shall be conditioned by driving the applicable type I driving cycle as set out in Appendix 6 After this preconditioning and before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2 and 303 2 20 and 30 This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant if any are within 2 K of the temperature of the room and the electrical energy power storage device is fully charged as a result of the charging prescribed in point 3 1 2 4 During soak the electrical energy power storage device shall be charged with any of the following a the on board charger if fitted b an external charger recommended by the manufacturer and referred to in the user manual using the normal overnight charging procedure set out in point 3 2 2 4 of Appendix 3 to Annex This procedure excludes all types of special charges that could be automatically or manually initiated e g equalisation or servicing charges The manufacturer shall declare that a special charge procedure has not occurred during the test End of charge criterion The end of charge c
203. arbon dioxide in g km H O the measured emission of water in g km H the measured emission of hydrogen H in g km the quantity of NG biomethane in the mixture expressed in percent by volume the density of the test fuel In the case of gaseous fuels D is the density at 15 C and at 101 3 kPa ambient pressure d theoretical distance covered by a vehicle tested under the type I test in km p pressure in gaseous fuel tank before the operating cycle in Pa pressure in gaseous fuel tank after the operating cycle in Pa T temperature in gaseous fuel tank before the operating cycle in T temperature in gaseous fuel tank after the operating cycle in Z compressibility factor of the gaseous fuel at p and T Z compressibility factor of the gaseous fuel at p and T 3 lt inner volume of gaseous fuel tank in The compressibility factor shall be obtained from the following table Table Ap1 1 Compressibility factor Z of the gaseous fuel 400 500 600 700 900 33 652 40 509 47 119 53 519 65 759 23 384 27 646 31 739 35 697 43 287 rw fv e n m s n e ee o oe s on s eee m rs s m e o s c s e ees una e o oe vn v L 53 213 L 53 214 Official Journal of the European Union 100 400 700 800 900 10 033 10 663 12 811 15 062 15 808 16 548 21 2 2014 21 2 2014 Offic
204. as a replacement exhaust system or silencer exhaust systems of differing types means systems which are fundamentally different in one of the following ways systems comprising components bearing different factory markings or trademarks systems comprising any component made of materials of different characteristics or comprising components which are of a different shape or size systems in which the operating principles of at least one component are different systems comprising components in different combinations component of an exhaust system means one of the individual components which together form the exhaust system such as exhaust pipe work the silencer proper and the air intake system air filter if any If the engine has to be equipped with an air intake system air filter or intake noise absorber in order to comply with the maximum permissible sound levels the filter or the absorber shall be treated as components having the same importance as the exhaust system Component type approval in respect of the sound level and original exhaust system as a separate technical unit of a type of two wheel moped Noise made by the two wheel moped in motion measuring conditions and method for testing of the vehicle during component type approval Noise limits see Part D of Annex VI to Regulation EU No 168 2013 Measuring instruments Acoustic measurements The apparatus used for measuring the sound level shall be
205. as back pressure measured at least 100 mm downstream of the intake flange reaches a value of between 0 35 and 0 40 bar Should the engine characteristics prevent this the valve shall open when the gas back pressure reaches a level equivalent to 90 of the maximum that can be measured before the engine stops It shall close when this pressure differs by no more than 10 from its stabilised value with the valve open 21 2 2014 21 2 2014 Official Journal of the European Union 2 4 1 4 2 4 2 4 1 4 2 5 2 4 1 4 2 6 2 4 1 4 2 7 2 4 1 4 2 8 2 4 1 4 3 2 4 1 4 3 1 2 4 1 4 3 2 2 4 1 4 3 3 2 4 1 4 3 4 2 4 1 4 3 5 The time lapse relay shall be set for the period in which exhaust gases are produced calculated on the basis of the requirements of point 2 4 1 4 2 3 Engine speed shall be 75 of the speed S at which the engine develops maximum power The power indicated by the dynamometer shall be 50 of the full throttle power measured at 75 of engine speed S Any drainage holes shall be closed off during the test The entire test shall be completed within 48 hours If necessary a cooling period shall be allowed after each hour Conditioning on a test bench The exhaust system shall be fitted to an engine representative of the type fitted to the vehicle for which the system is designed and mounted on a test bench Conditioning consists of the specified number of test bench cycles for the category of v
206. ase the maximum time is 3 x claimed battery capacity Wh mains power supply W L 53 145 L 53 146 Official Journal of the European Union 21 2 2014 3 2 2 6 Test procedure 3 2 2 6 1 The vehicle shall be started up by means provided to the driver for normal use The first cycle starts on the initiation of the vehicle start up procedure 3 2 2 6 1 1 Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period of the applicable type I test cycle end of sampling ES 3 2 2 6 1 2 Sampling shall begin BS before or at the initiation of the vehicle start up procedure and continue over number of repeat test cycles It shall end on conclusion of the final idling period of the applicable type I test cycle during which the battery has reached the minimum state of charge in accordance with the following procedure end of sampling ES 3 2 2 6 1 2 1 The electricity balance Ah is measured over each combined cycle using the procedure in Appendix 3 2 to Annex VII and used to determine when the battery minimum state of charge has been reached 3 2 2 6 1 2 2 The battery minimum state of charge is considered to have been reached in combined cycle if the electricity balance measured during combined cycle N 1 is not more than a 3 percent discharge expressed as a percentage of the nominal capacity of the battery in Ah in its maximum state of charge as dec
207. at 70 C 24 0 44 0 EN ISO 3405 Evaporated at 100 C 48 0 60 0 EN ISO 3405 Evaporated at 150 82 0 90 0 EN ISO 3405 Final boiling point 190 210 EN ISO 3405 Residue 2 0 EN ISO 3405 Hydrocarbon analysis Olefins 3 0 13 0 ASTM D 1319 Aromatics 29 0 35 0 ASTM D 1319 Benzene 10 EN 12177 Saturates ASTM 1319 Carbon hydrogen ratio Carbon oxygen ratio Induction period 2 minutes EN ISO 7536 Oxygen content m m Report EN 1601 Existent gum mg ml 0 04 EN ISO 6246 21 2 2014 Official Journal of the European Union Type Petrol E5 L 53 55 Limits 1 Parameter Unit Test method Minimum Maximum Sulphur content 3 mg kg 10 EN ISO 20846 EN ISO 20884 Copper corrosion Class 1 EN ISO 2160 Lead content mg l 5 237 Phosphorus content mg l 1 3 ASTM D 3231 Ethanol 5 96 4 7 5 3 1601 13132 The values quoted in the specifications are true values For establishing the limit values the terms of ISO 4259 2006 Petroleum products Determination and application of precision data in rela minimum value a minimum difference of 2R above zero has been value the minimum difference is 4R R 7 reproducibility Notwithstanding this measure which is necessary for technical reas value where the stipulated maximum value is 2R and at the mean va ion to methods of test have been applied and for fixing a taken into a
208. at any fuel lubrication oil or crankcase gases might escape to the atmosphere from the crankcase gas ventilation system the technical service and the approval authority may require the manufacturer to conduct the type III test in accordance with point 4 1 or 4 2 as chosen by the manufacturer In all other cases the type III test shall be waived L category vehicles equipped with a two stroke engine containing a scavenging port between the crank case and the cylinder s may be exempted from the type III test requirements at the request of the manufacturer The manufacturer shall attach a copy of the test report on the parent vehicle with the positive result from the type III test to the information folder provided for in Article 27 of Regulation EU No 168 2013 Test conditions The type test shall be carried out on a test vehicle which has been subjected to the type I testing in Annex II and the type II testing in Annex The vehicle tested shall have a leak proof engine or leak proof engines of a type other than those so designed that even a slight leak may cause unacceptable operating faults The test vehicle shall be properly maintained and used Test methods The type III test shall be conducted according to the following test procedure Idling shall be regulated in conformity with the manufacturer s recommendations Measurements shall be taken in the following sets of conditions of engine operation Table 3 1 Idle operati
209. at free acceleration The test procedures and requirements applying to test type II on tailpipe emissions at increased idle and at free acceleration referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex III to this Regulation Article 8 Test type III requirements emissions of crankcase gases The test procedures and requirements applying to test type on emissions of crankcase gases referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex IV to this Regulation Article 9 Test type IV requirements evaporative emissions The test procedures and requirements applying to test type IV on evaporative emissions referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex V to this Regulation Article 10 Test type V requirements durability of pollution control devices The type V durability of pollution control devices test procedures and requirements referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex VI to this Regulation Article 11 Test type VII requirements CO emissions fuel consumption electric energy consumption or electric range The test procedures and requirements applying to test type VII on energy efficiency with respect to CO emissions fuel consumption
210. ate accordingly proportional Specific requirements Particulate matter PM sampling probe The sample probe shall deliver the particle size classification performance described in point 4 5 3 12 1 3 1 4 It is recommended that this performance be achieved by the use of a sharp edged open ended probe facing directly in the direction of flow plus a pre classifier cyclone impactor etc An appropriate sampling probe such as that indicated in Figure 1 1 may alternatively be used provided it achieves the pre classification performance described in point 4 5 3 12 1 3 1 4 The sample probe shall be installed near the tunnel centreline between ten and 20 tunnel diameters downstream of the exhaust gas inlet to the tunnel and have an internal diameter of at least 12 mm If more than one simultaneous sample is drawn from a single sample probe the flow drawn from that probe shall be split into identical sub flows to avoid sampling artefacts If multiple probes are used each probe shall be sharp edged open ended and facing directly into the direction of flow Probes shall be equally spaced at least 5 cm apart around the central longitudinal axis of the dilution tunnel The distance from the sampling tip to the filter mount shall be at least five probe diameters but shall not exceed 1 020 mm The pre classifier e g cyclone impactor etc shall be located upstream of the filter holder assembly The pre classifier 50 percent cut point particle d
211. ation This result is generally obtained if the flow is either a twice the maximum flow of exhaust gas produced by accelerations of the driving cycle or b sufficient to ensure that the CO concentration in the dilute exhaust sample bag is less than 3 percent by volume for petrol and diesel less than 2 2 percent by volume for LPG and less than 1 5 percent by volume for NG biomethane Volume measurement in the primary dilution system The method for measuring total dilute exhaust volume incorporated in the constant volume sampler shall be such that measurement is accurate to 2 percent under all operating conditions If the device cannot compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the measuring point a heat exchanger shall be used to maintain the temperature to within 6 K of the specified operating temperature If necessary some form of protection for the volume measuring device may be used e g a cyclone separator bulk stream filter etc A temperature sensor shall be installed immediately before the volume L 53 67 L 53 68 Official Journal of the European Union 1 4 1 4 1 1 4 1 1 1 4 1 2 1 4 1 3 1 4 1 4 measuring device This sensor shall have an accuracy and a precision of 1 and a response time of 0 1 at 62 percent of a given temperature variation value measured in silicone oil The difference from atmospheric pressure shall be measured upstream
212. ation Ap3 5 M mj D 4 and Equation Ap3 6 My mg km where and the actual distances driven in the tests performed under Conditions A point 3 2 and point 3 3 respectively and and m test results determined in points 3 2 3 5 and 3 3 2 5 respectively For testing in accordance with point 3 2 3 2 1 The weighted CO values shall be calculated as follows Equation Ap3 7 M De M Day Mp De Day where M mass emission of CO in grams per kilometre M mass emission of CO in grams per kilometre with a fully charged electrical energy power storage device mass emission of CO in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D electric range of the vehicle determined according to the procedure described in Appendix 3 3 where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state D average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 for L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h For testing in accordance with point 3 2 3 2 2 Equation Ap3 8 M Dove Day 0 Day whe
213. be performed normally due to heat damage to the sampling system an auxiliary cooling device may be used as long as the exhaust gases are not affected Note 3 With open type devices there is a risk of incomplete gas collection and gas leakage into the test cell There shall be no leakage throughout the sampling period Note 4 If a constant volume sampler CVS flow rate is used throughout the test cycle that includes low and high speeds all in one i e part 1 2 and 3 cycles special attention shall be paid to the higher risk of water condensation in the high speed range Particulate mass emissions measurement equipment Specification System overview The particulate sampling unit shall consist of a sampling probe located in the dilution tunnel a particle transfer tube a filter holder a partial flow pump and flow rate regulators and measuring units It is recommended that a particle size pre classifier e g cyclone or impactor be employed upstream of the filter holder However a sampling probe used as an appropriate size classification device such as that shown in Figure 1 6 is acceptable General requirements The sampling probe for the test gas flow for particulates shall be so arranged within the dilution tract that a representative sample gas flow can be taken from the homogeneous air exhaust mixture The particulate sample flow rate shall be proportional to the total flow of diluted exhaust gas in the dilution tunnel to withi
214. be recalibrated periodically at intervals of not more than one month using air propane or air hexane mixtures with nominal hydro carbon concentrations equal to 50 percent and 90 percent of full scale L 53 33 L 53 34 5 2 3 2 5 2 3 3 5 2 3 4 5 2 3 4 1 5 2 3 4 2 5 2 3 4 3 5 235 5 2 3 5 1 5 2 3 5 2 5 2 3 5 3 Official Journal of the European Union Non dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen and nitrogen CO mixtures in nominal concentrations equal to 10 40 60 85 and 90 percent of full scale To calibrate the NOx chemiluminescence analyser nitrogen nitrogen oxide NO mixtures with nominal concentrations equal to 50 percent and 90 percent of full scale shall be used The calibration of all three types of analysers shall be checked before each series of tests using mixtures of the gases which are measured in a concentration equal to 80 percent of full scale A dilution device can be applied for diluting a 100 percent calibration gas to required concentration Heated flame ionisation detector FID analyser hydrocarbon response check procedure Detector response optimisation The FID shall be adjusted according to the manufacturer s specifications To optimise the response propane in air shall be used on the most common operating range Calibration of the hydrocarbon analyser The analyser shall be calibrated using propane in air and purif
215. before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2 and 303 2 20 and 30 This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant if any are within 2 K of the temperature of the room 21 2 2014 3 2 3 4 3 2 3 4 1 3 2 3 4 2 3 2 3 4 3 3 2 3 4 4 3 2 3 5 3 2 4 3 2 4 1 3 2 4 2 Official Journal of the European Union Test procedure The vehicle shall be started up by the means provided to the driver for normal use The first cycle starts on the initiation of the vehicle start up procedure Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period of the applicable type I test cycle end of sampling ES The vehicle shall be driven in accordance with the provisions of Appendix 6 The exhaust gases shall be analysed in accordance with the provisions in Annex The test results shall be compared with the pollutant limits in Annex VI to Regulation EU No 168 2013 and the average emission of each pollutant for Condition B shall be calculated M5 The test results multiplied by the appropriate deterioration and factors shall be less than the limits in Annex VI to Regulation EU No 168 2013 Test results Testing in accordance with point 3 2 2 6 2 1 For commu
216. bilised consecutive values In the case of the brake load these values shall not vary more than 2 2 3 10 The temperature of the coolant at the outlet from the engine shall be kept within 5 K of the upper thermo statically controlled temperature specified by the manufacturer If no temperature is specified by the manu facturer the temperature shall be 353 2 5 For air cooled engines the temperature at a point indicated by the manufacturer shall be kept between 0 20 of the maximum temperature specified by the manufacturer under the reference conditions 2 3 11 The fuel temperature shall be measured at the inlet of the injection system and maintained within the limits set by the manufacturer 2 3 12 The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler if fitted shall be maintained within the limits established by the engine manufacturer 2 3 13 The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange s manifold s or orifices 2 3 14 An auxiliary regulating system may be used if necessary to maintain the temperature within the limits specified in points 2 3 10 2 3 11 and 2 3 12 2 3 15 Where an automatically triggered device is used to measure engine speed and consumption the measurement shall last at least ten seconds if the measuring device is manually controlled it shall measure for at least 20 seconds 2 3 16 T
217. bine meter provided that they are dynamic measurement systems and can meet the requirements of point 1 3 5 of this Appendix 2 1 2 The following points give details of methods of calibrating PDP and CFV units using a laminar flow meter which gives the required accuracy together with a statistical check on the calibration validity 2 2 Calibration of the positive displacement pump PDP 2 2 1 The following calibration procedure outlines the equipment the test configuration and the various parameters that are measured to establish the flow rate of the CVS pump the parameters relating to the pump are simultaneously measured with the parameters relating to the flow meter which is connected in series with the pump The calculated flow rate given m min at pump inlet absolute pressure and temperature can then be plotted against a correlation function that is the value of a specific combination of pump parameters The linear equation that relates the pump flow and the correlation function is then determined If a CVS has a multiple speed drive a calibration shall be performed for each range used 2 2 2 This calibration procedure is based on the measurement of the absolute values of the pump and flow meter parameters that relate to the flow rate at each point Three conditions shall be maintained to ensure the accuracy and integrity of the calibration curve 2 2 2 1 The pump pressures shall be measured at tappings on the pump rather
218. bon monoxide content of exhaust gases shall be carried out for all possible positions of the adjustment components but for components with a continuous variation only for the positions referred to in point 4 2 2 4 2 4 The type II idle test shall be considered passed if one or both of the following conditions is met 4 2 4 1 the values measured in accordance with point 4 2 3 shall be in compliance with the requirements set out in points 8 2 1 2 of Annex II to Directive 2009 40 EC 4 2 4 1 1 if point 8 2 1 2 a is selected by the manufacturer the specific CO level given by the manufacturer shall be entered on the certificate of conformity 4 2 4 1 2 If point 8 2 1 2 b ii is selected by the manufacturer the highest CO limits at engine idle 0 5 at high idle 0 3 shall apply Footnote 6 to point 8 2 1 2 b ii shall not be applicable for vehicles in the scope of Regulation EU No 168 2013 The measured CO value in the Type II test procedure shall be entered on the certificate of conformity 4 2 4 2 the maximum content obtained by continuously varying each of the adjustment components in turn while all other components are kept stable shall not exceed the limit value referred to in point 4 2 4 1 4 2 5 The possible positions of the adjustment components shall be limited by any of the following 21 2 2014 Official Journal of the European Union L 53 161 4 2 5 1 4 2 5 2 4 3 4 3 1 1 4 3 1 2 4 3 1
219. c conditions can be controlled L 53 300 Official Journal of the European Union 21 2 2014 Type Efficiency Cogged 0 95 Belt Vee 0 94 Hydraulic coupling 1 2 0 92 Hydraulic coupling or convertor Hydraulic convertor 2 0 92 1 The test may be carried out in temperature controlled test chambers where the atmospheric conditions can be controlled 2 If not locked up Maximum torque and maximum net power measurement tolerances The maximum torque and the maximum net power of the engine as determined by the technical service to the satisfaction of the approval authority shall have a maximum acceptable tolerance of Table Ap2 1 4 Acceptable measurement tolerances Measured power Acceptable tolerance maximum torque and maximum power lt 1kw lt 10 1 kW lt measured power lt 6 kW lt 5 Engine speed tolerance when performing maximum torque and net power measurements lt 3 21 2 2014 Official Journal of the European Union L 53 301 Appendix 2 2 Determination of the maximum torque and maximum net power of spark ignition engines for vehicle categories 1 1 1 2 1 3 1 4 1 5 1 6 2 1 2 1 1 L3e L4e L5e and L7e Accuracy of the measurements of maximum net power and maximum torque at full load Torque 196 of the torque measured 1 Rotational speed the measurement shall be accurate to 1 of the full scale reading Fuel consumption 1 overall for the appara
220. carbon residue 10 DR 96 m m Ash content 0 2 EN ISO 10370 0 01 EN ISO 6245 Water content Neutralisation strong acid number mg KOH g 0 02 EN ISO 12937 0 02 ASTM D 974 Oxidation stability 4 mg ml EN ISO 12205 Lubricity HFRR wear scan diameter pm 400 EN ISO 12156 at 60 C Oxidation stability at 110 C 6 h 20 0 EN 14112 FAME 5 4 5 5 5 EN 14078 The values quoted in the specifications are true values For establishing the limit values the terms of ISO 4259 2006 Petroleum products Determination and application of precision data in relation to methods of test have been applied and for fixing a minimum value a minimum difference of 2R above zero has been taken into account for fixing a maximum and minimum value the minimum difference is 4R reproducibili Notwithstanding this measure which is necessary for technical reasons fuel manufacturer shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at he mean value when quoting maximum and minimum limits Should it be necessary to clarify whether a fuel meets the requirements of the specifications the terms of ISO 4259 2006 shall be applied gt The range for Cetane number is not in accordance with he requirements of a minimum range of 4R However the terms of ISO 4259 2006 may be used to resolve disputes between fuel supplier and fuel user provided repl
221. category vehicle with an engine capacity of gt 150 cm and Vinay lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h The electric energy consumption values shall be Equation Ap3 28 E and Equation Ap3 29 E4 4 Dtest2 Wh km where and the actual distances driven in the tests performed under Conditions A point 4 2 and B point 4 3 respectively and test and e test results determined in points 4 2 6 and 4 3 6 respectively The weighted electric energy consumption values shall be calculated as follows For testing in accordance with point 4 2 4 2 1 Equation Ap3 30 E De Day Day where E electric consumption Wh km 21 2 2014 Official Journal of the European Union 4 4 6 2 5 2 5 3 5 3 1 E electric consumption Wh km with a fully charged electrical energy power storage device E electric consumption Wh km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D electric range of the vehicle determined according to the procedure described in Appendix 3 3 where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state D average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 cm
222. ccordance with point 3 1 3 5 Dove OVC range established in accordance with the procedure in Appendix 3 3 to Annex L 53 144 3 2 3 2 1 3211 3 2 1 2 3 2 1 5 3 2 2 3 2 2 1 3 2 2 2 Official Journal of the European Union D av average distance between two battery recharges as follows 4km for a vehicle with an engine capacity lt 150 cm 21 2 2014 6km for a vehicle with an engine capacity gt 150 cm and Vmax lt 130 km h 10km for a vehicle with an engine capacity gt 150 cm and gt 130 kmh max Externally chargeable vehicles OVC HEVs with an operating mode switch Two tests shall be performed under the following conditions Condition A the test shall be carried out with a fully charged electrical energy power storage device Condition B the test shall be carried out with an electrical energy power storage device in minimum state of charge maximum discharge of capacity The operating mode switch shall be positioned in accordance with the table Ap11 2 Table Ap11 2 Look up table to determine Condition or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position Pure electric Hybrid modes gt Hybrid Switch in position Battery state of charge Condition A Fully charged Condition B Min state of charge Fuel consuming Pure fuel consuming Hybrid Switch in
223. ccording to the template referred to in Article 27 4 of Regulation EU No 168 2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary motorcycle Values shall be read off the measuring instrument and rounded to the nearest decibel If the figure following the decimal point is between 0 and 4 the total is rounded down and if between 5 and 9 it is rounded up Only measurements which vary by no more than 2 0 dB A in three consecutive tests will be used The highest of the three measurements will be taken as the test result L 53 263 L 53 264 Official Journal of the European Union 21 2 2014 Figure 2 2 Test for vehicle in motion Test for vehicle in motion Microphone Microphone g 21 2 2014 2 3 2 3 1 231 1 2 3 1 2 2 3 1 3 2 3 1 3 1 2 3 1 3 2 2 3 1 3 3 2 3 1 4 2 3 1 4 1 Official Journal of the European Union Figure Ap2 3 Test for stationary vehicle Height of center of exhaust outlet min 0 2 Original exhaust system silencer Requirements for silencers containing absorbent fibrous materials Absorbent fibrous material shall be asbestos free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the silencer and it meets the requirements of point 2 3 1 2 or 2 3 1 3 After removal of the fibrous material the sound level shall comply wi
224. ccount for fixing a maximum and minimum ons the fuel manufacturer shall nevertheless aim at a zero ue when quoting maximum and minimum limits Should it be necessary to clarify whether a fuel meets the requirements of the specifications the terms of ISO 4259 2006 shall be applied 2 The fuel may contain oxidation inhibitors and metal deactivator detergent dispersive additives and solvent oils shall not be added 3 The actual sulphur content of the fuel used for the type I test shal be reported s normally used to stabilise refinery petrol streams but Ethanol meeting the specification of prEN 15376 is the only oxygenate that shall be intentionally added to the reference fuel 5 There shall be no intentional addition to this reference fuel of compounds containing phosphorus iron manganese or lead Type Ethanol E85 Limits 1 Parameter Unit Test method Minimum Maximum Research octane number RON EN 95 0 EN ISO 5164 Motor octane number MON 85 0 EN ISO 5163 Density at 15 C kg m Report ISO 3675 Vapour pressure kPa 40 0 60 0 EN ISO 13016 1 DVPE Sulphur content 3 4 mg kg 150 20846 EN ISO 20884 Oxidation stability minutes 360 EN ISO 7536 Existent gum content solvent mg 100 ml 150 6246 washed Appearance Clear and bright visibly Visual inspection This shall be determined at ambient temperature or 15 C whichever is higher free of suspended or precipitated
225. ce with the manufacturers recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started 2 1 1 2 As regards OVC vehicles with an operating mode switch the procedure shall start with the discharge of the electrical energy power storage device of the vehicle while driving with the switch in pure electric position on the test track on a chassis dynamometer etc at a steady speed of 70 percent 5 percent from the maximum thirty minutes speed of the vehicle By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead Stopping the discharge occurs in any of the following conditions when the vehicle is not able to run at 65 percent of the maximum thirty minutes speed b when the standard on board instrumentation gives the driver an indication to stop the vehicle c after 100 km If the vehicle is not equipped with a pure electric mode the electrical energy power storage device discharge shall be conducted with the vehicle driving on the test track on a chassis dynamometer etc under any of the following conditions at a steady speed of 50 km h until the fuel consuming engine of the HEV starts up b if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine sta
226. check exhaust gas and dilution air sample traces test cell barometric pressure ambient temperature and humidity Note 7 A central laboratory barometer may be used provided that individual test cell barometric pressures are shown to be within 0 1 percent of the barometric pressure at the central barometer location pressure of the mixture of exhaust and dilution air entering the CVS metering device the pressure increase across the device and the temperature at the inlet The temperature shall be recorded continuously or digitally to determine temperature variations L 53 47 L 53 48 g a Official Journal of the European Union the number of revolutions of the positive displacement pump accumulated during each test phase while exhaust samples are being collected The number of standard cubic meters metered by a critical flow venturi CFV during each test phase would be the equivalent record for a CFV CVS the humidity of the dilution air Note 8 If conditioning columns are not used this measurement can be deleted If the conditioning columns are used and the dilution air is taken from the test cell the ambient humidity can be used for this measurement the driving distance for each part of the test calculated from the measured roll or shaft revolutions the actual roller speed pattern for the test the gear use schedule for the test the emissions results of the type I test for each part o
227. cle shall be in running order Before the measurements are taken the motorcycle shall be brought to normal operating temperature If the motorcycle is fitted with fans with an automatic actuating mechanism this system shall not be interfered with during the noise measurements For motorcycles with more than one driven wheel only the drive provided for normal road operation may be used Where a motorcycle is fitted with a sidecar this shall be removed for the purposes of the test Test site The test site shall consist of a central acceleration section surrounded by a substantially flat test area The acceleration section shall be flat its surface shall be dry and such that surface noise remains low On the test site the variations in the free sound field between the sound source at the centre of the acceleration section and the microphone shall not exceed 1 0 dB This condition will be deemed to be met if there are no large objects which reflect sound such as fences rocks bridges or buildings within 50 m of the centre of the acceleration section The surface covering of the test site shall conform to the requirements of Appendix 4 The microphone shall not be obstructed in any way which could affect the sound field and no person may stand between the microphone and the sound source The observer carrying out the measurements shall so position himself as not to affect the readings of the measuring instrument Miscellaneous Measurements
228. cts may be achieved through equalisation of the static charge A test filter shall be removed from the chamber no earlier than an hour before the test begins Recommended system description Figure 1 3 is a schematic drawing of the recommended particulate sampling system Since various configurations can produce equivalent results exact conformity with this figure is not required Additional components such as instruments valves solenoids pumps and switches may be used to provide additional information and coordinate the functions of component systems Further components that are not needed to maintain accuracy with other system configurations may be excluded if their exclusion is based on good engineering judgment Figure 1 3 Particulate sampling system gt o PSP Control demand proportional to CV S flow rate A sample of the diluted exhaust gas is taken from the full flow dilution tunnel DT through the particulate sampling probe PSP and the particulate transfer tube PTT by means of the pump P The sample is passed through the particle size pre classifier PCF and the filter holders FH that contain the particulate sampling filters The flow rate for sampling is set by the flow controller FC 21 2 2014 4 5 4 4 5 4 1 Driving schedules Test cycles Official Journal of the European Union Test cycles vehicle speed patterns for the type I test consist of up to three parts as laid down in Appendix 6 Depen
229. d in km h during acceleration phases shall be calculated using the following formulae Equation 2 3 1 9 x 1 2 x 4 Mk 75 0 1 x iae X ndvi Equation 2 4 P x 05753xe mi 75 x s nide Dide x 1 1 21 1 m o ng where is the gear number gt 2 ng is the total number of forward gears is the rated power in kW mg is the reference mass in kg is the idling speed in 1 5 is the rated engine speed in min is the ratio between engine speed in and vehicle speed in km h in gear i 1 53 24 4 5 5 2 1 2 Official Journal of the European Union 21 2 2014 Downshift speeds in km h during cruise or deceleration phases in gears 4 4th gear to ng shall be calculated using the following formula Equation 2 5 1 9 x zn i sisi sns xe 75 x s niae i 4 to ng where i is the gear number gt 4 ng is the total number of forward gears P is the rated power in kW my is the reference mass in kg is the idling speed in min s is the rated engine speed in min is the ratio between engine speed in and vehicle speed in km h in gear 1 2 The downshift speed from gear 3 to gear 2 v32 shall be calculated using the following equation Equation 2 6 2 x 2 0 5753 75 _ 0 1 x s
230. d by that method modified as follows 4 2 2 1 Before the test all apertures other than that required for the recovery of the gases shall be closed 4 2 2 2 The bag shall be placed on a suitable take off which does not introduce any additional loss of pressure and is installed on the recycling circuit of the device directly at the engine connection aperture 21 2 2014 Official Journal of the European Union L 53 165 4 2 2 3 Figure 3 1 Various test set ups for type III test method No 1 See detail i See detail i Take off a Direct recycling at slight vacuum b Indirect recycling at slight pa 22 Bag Vent i Connection of Control take off bag valve Control valve See detail i c Double circuit direct d Venting of crankcase with control recycling valve the bag must be connected to the vent 4 2 3 Alternative additional type III test method No 2 4 2 3 1 The manufacturer shall prove to the approval authority that the crankcase ventilation system of the engine is leak tight by performing a leak check with compressed air inducing an overpressure in the crankcase ventilation system 4 2 3 2 The engine of the vehicle may be installed a test rig and the intake and exhaust manifolds may be removed and replaced with plugs that hermetically seal the air intake and exhaust evacuation openings of the engine Alternatively the intake and exhaust systems may be plugged
231. d for the testing and usual day time operation of the vehicle All energy storage systems for other than traction purposes electric hydraulic pneumatic etc shall be charged to their maximum level as specified by the manufacturer If the batteries are operated above the ambient temperature the operator shall follow the procedure recom mended by the vehicle manufacturer in order to keep the battery temperature in the normal operating range L 53 215 L 53 216 Official Journal of the European Union 21 2 2014 2 3 1 6 2 4 2 4 1 2 4 1 1 2 4 1 2 2 4 1 2 1 The manufacturer shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced The vehicle shall have travelled at least 300 km in the seven days before the test with the batteries installed for the test Classification of the pure electric test vehicle in the type I test cycle In order to measure its electric consumption in the type I test cycle the test vehicle shall be classified according to the achievable maximum design vehicle speed thresholds only set out in point 4 3 of Annex II Operation mode All the tests are conducted at a temperature of between 293 2 and 303 2 20 and 30 The test method includes the four following steps a initial charge of the battery b two runs of the applicable type I test cycle c charging the battery d calculation of the electric en
232. d in 5 3 1 6 The heating system shall be capable of controlling the fuel and vapour temperatures to 1 7 K of the required temperature during the tank heating process Notwithstanding the requirements of point 4 4 2 if a manufacturer is unable to meet the heating requirement specified due to use of thick walled plastic fuel tanks for example then the closest possible alternative heat slope shall be used Prior to the commencement of any test the manufacturer shall submit engineering data to the technical service to support the use of an alternative heat slope Temperature recording The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to show a mean value The measuring points are extended approximately 0 1 m into the enclosure from vertical centre line of each side wall at a height of 0 9 0 2 m The temperatures of the fuel and fuel vapour shall be recorded by means of sensors positioned in the fuel tank as described in point 5 1 1 When sensors cannot be positioned as specified in point 5 1 1 e g where a fuel tank with two ostensibly separate chambers is used sensors shall be located at the approximate mid volume of each fuel or vapour containing chamber In this case the average of these temperature readings shall constitute the fuel and vapour temperatures Throughout the evaporative emission measurements temperatures shall be recorded or entered into a data processing syste
233. d thermostat shall on the test bench occupy as far as possible the same position relative to each other as if they were on the vehicle If the radiator fan fan nozzle water pump or thermostat have a position on the test bench which is different from that on the vehicle this shall be described and noted in the test report The liquid coolant shall be circulated solely by the water pump for the engine It may be cooled either by the engine radiator or by an outside circuit provided that the pressure drops within that circuit remain substantially the same as those in the engine cooling system If fitted the engine blind shall be open 6 Minimum generator output the generator supplies the current that is strictly needed to supply the accessories that are essential to the operation of the engine The battery shall not receive any charge during the test Anti pollution provisions may include for example exhaust gas recirculation EGR system catalytic converter thermal reactor secondary air supply system and fuel evaporation protecting system 2 1 3 Accessories not to be fitted Certain vehicle accessories which are needed only for use of the vehicle itself but which are likely to be mounted on the engine shall be removed for the tests 21 2 2014 2 1 4 2 2 2 3 2 3 1 Official Journal of the European Union The power absorbed by fixed equipment under no load may be determined and added to the power measured The radiat
234. d until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manufacturer to the satisfaction of the approval authority or in accordance with the manufacturers recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started Normal overnight charge For a pure electric vehicle the battery shall be charged according to the normal overnight charge procedure as defined in point 2 4 1 2 of Appendix 2 for a period not exceeding twelve hours For an OVC HEV the battery shall be charged according to the normal overnight charge procedure as described in point 3 2 2 4 of Appendix 3 Application of the cycle and measurement of the range For pure electric vehicles The test sequence set out in the Appendices shall be carried out on a chassis dynamometer adjusted as described in Annex II until the test criteria are met The test criteria shall be deemed as having been met when the vehicle is unable to meet the target curve up to 50 km h or when the standard on board instrumentation indicates that the vehicle should be stopped The vehicle shall then be slowed to 5 km h without braking by releasing the accelerator pedal and then stopped by braking At speeds of over 50 km h when the vehicle does not reach the acceleration or speed required for the test cycle the accelera
235. dance with the following procedure end of sampling ES The electricity balance Q Ah is measured over each combined cycle using the procedure in Appendix 3 2 and used to determine when the battery s minimum state of charge has been reached The batterys minimum state of charge is considered to have been reached in combined cycle if the electricity balance Q measured during combined cycle N 1 is not more than a 3 percent discharge expressed as a percentage of the nominal capacity of the battery in Ah in its maximum state of charge as declared by the manufacturer At the manufacturer s request additional test cycles may be run and their results included in the calculations in points 3 2 3 5 and 3 4 provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle L 53 219 1 53 220 Official Journal of the European Union 21 2 2014 3 2 3 2 2 3 Between each pair of cycles a hot soak period of up to ten minutes is allowed The powertrain shall be switched off during this period 3 2 3 3 The vehicle shall be driven according to applicable type I driving cycle and gear shifting prescriptions in Annex Il 3 2 3 4 The tailpipe emissions of the vehicle shall be analysed according to the provisions of Annex II in force at the time of approval of the vehicle 3 2 3 5 The emission and fuel consumption results from the test cycle s for Condition A sh
236. ded as EU type approval The compulsory application of UNECE regulations helps avoiding duplication not only of technical requirements but also of certification and administrative procedures In addition type approval that is directly based on inter nationally agreed standards could improve market access in third countries in particular those which are contracting parties to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles equipment and parts which can be fitted to or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions Revised 1958 Agreement acceded by the Union by Council Decision 97 836 EC 2 and thus enhance the Union industry s competitiveness However to date the available UNECE regulations are either outdated or not existing and therefore these are revisited and upgraded for technical progress Therefore Regulation EU No 168 2013 provides for the repeal of several directives concerning the approval of L category vehicles their systems components and separate technical units intended for those vehicles in the areas of environmental and propulsion unit performance require ments For the purposes of EU type approval those directives should be replaced first with the provisions Council Decision 97 836 EC of 27 November 1997 with a view to
237. detector of the flame ionisation detector FID type Sample gas shall be drawn from the midpoint of one side wall or the roof of the chamber and any bypass flow shall be returned to the enclosure preferably to a point immediately downstream of the mixing fan The hydrocarbon analyser shall have a response time to 90 of final reading of less than 1 5 seconds Its stability shall be better than 2 of full scale at zero and at 80 20 of full scale over 15 minute period for all operational ranges The repeatability of the analyser expressed as one standard deviation shall be better than 1 of full scale deflection at zero and at 80 20 6 of full scale on all ranges used The operational ranges of the analyser shall be chosen to give best resolution over the measurement calibration and leak checking procedures Hydrocarbon analyser data recording system The hydrocarbon analyser shall be fitted with a device to record electrical signal output either by strip chart recorder or other data processing system at a frequency of at least once per minute The recording system shall have operating characteristics at least equivalent to the signal being recorded and shall provide a permanent record of results The record shall show a positive indication of the beginning and end of the fuel tank heating and hot soak periods together with the time elapsed between start and completion of each test L 53 175 L 53 176 4 4 4 4 1 4 4 2 4 4
238. di D d n Di di D d The calculation of the factor K for multiple periodic regenerating systems is possible only after a certain number of regeneration phases for each system After performing the complete procedure A to B see Figure Ap13 2 the original starting conditions A should be reached again Extension of approval for a multiple periodic regeneration system If the technical parameters or the regeneration strategy of a multiple regeneration system for all events within this combined system are changed the complete procedure including all regenerative devices shall be performed by measurements to update the multiple K factor If a single device of the multiple regeneration system is changed only in strategy parameters i e such as D or d for DPF and the manufacturer can provide the technical service with plausible technical data and information demonstrating that a there is no detectable interaction with the other device s of the system and b the important parameters i e construction working principle volume location etc are identical L 53 157 L 53 158 Official Journal of the European Union 21 2 2014 the necessary update procedure for k may be simplified In such cases where agreed between the manufacturer and the technical service only a single event of sampling storage and regeneration shall be performed and the test results M in combination with the chang
239. ding on the vehicle sub category the following test cycle parts must be run Vehicle category Table 1 5 Applicable test type I cycle for Euro 4 compliant vehicles Vehicle category name Lle A Powered cycle Lle B Two wheel moped L2e Three wheel moped L6e A Light on road quad L6e B Light quadri mobile L3e Two wheel motorcycle with and without side car L4e L5e A Tricycle L7e A Heavy on road quad L5e B Commercial tricycle L7e B Heavy all terrain quad L7e C Heavy quadri mobile Vehicle category Table 1 6 Test cycle Euro 4 ECE R47 WMTC stage 2 ECE R40 Applicable test type I cycle for Euro 5 compliant vehicles Vehicle category name Powered cycle Lle B Two wheel moped L2e Three wheel moped L6e A Light on road quad L6e B Light quadri mobile L3e Two wheel motorcycle with and without side car L4e L5e A Tricycle L7e A Heavy on road quad L5e B Commercial tricycle L7e B Heavy all terrain quad L7e C Heavy quadri mobile Test cycle Euro 5 Revised WMTC L 53 21 L 53 22 4 5 4 2 4 5 4 2 1 4 5 4 2 2 Official Journal of the European Union Vehicle speed tolerances The vehicle speed tolerance at any given time on the test cycles prescribed in point 4 5 4 1 is defined by upper and lower limits The upper limit is 3 2 km h higher than the highest point on the trace within one second of the given time The lower limit is 3 2 km h lower than the lowest point on the trace wit
240. dynamometer to the target running resistance force L 53 31 L 53 32 5 2 2 2 5 4 5 2 2 2 6 5 2 2 2 6 1 5 2 2 2 6 2 Official Journal of the European Union 21 2 2014 Equation 2 21 In this case several points in succession are directly input digitally from the data set of and the coast down is performed and the coast down time At is measured After the coast down test has been repeated several times is automatically calculated and set at L category vehicle speed intervals of 0 1 km h in the following sequence Equation 2 22 F 4 4 ma Equation 2 23 m 4 m4 22 2 24 Frau Chassis dynamometer with f coefficient digital setter In the case of a chassis dynamometer with a coefficient digital setter where a central processor unit is incorporated in the system the target running resistance force fo fy is automatically set on the chassis dynamometer In this case the coefficients and are directly input digitally the coast down is performed and the coast down time Ati is measured Fpau is automatically calculated and set at vehicle speed intervals of 0 06 km h in the following sequence Equation 2 25 FY Fy E mi 4 ma Equation 2 26 mi 4 227 Equation 2 27 Ea F Dynamometer settings verification Verification test Immediately after the initial settin
241. e turbocharger means an exhaust gas turbine powered centrifugal compressor boosting the amount of air charge into the combustion engine thereby increasing propulsion unit performance super charger means an intake air compressor used for forced induction of a combustion engine thereby increasing propulsion unit performance fuel cell means a converter of chemical energy from hydrogen into electric energy for propulsion of the vehicle crankcase means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape permeability test means testing of the losses through the walls of the non metallic fuel storage and preconditioning the non metallic fuel storage material prior to fuel storage testing in accordance with Number C8 of Annex II to Regulation EU No 168 2013 permeation means the losses through the walls of the fuel storage and delivery systems which is generally tested by determination of the weight losses Official Journal of the European Union 37 39 a 40 41 43 L 53 5 evaporation means the breathing losses from the fuel storage fuel delivery system or other sources through which hydrocarbons breathe into the atmosphere mileage accumulation means a representative test vehicle or a fleet of representative test vehicles driving a predefined distance as set out
242. e 1 Method of measuring carbon dioxide emissions and 211 consumption of vehicles powered by a combustion engine only 2 Method of measuring the electric energy consumption of a vehicle 215 powered by an electric powertrain only 3 Method of measuring the carbon dioxide emissions fuel 218 consumption electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain 3 1 Electrical energy power storage device State Of Charge SOC 234 profile for an Externally chargeable Hybrid Electric Vehicle OVC HEV in a type VII test 3 2 Method for measuring the electricity balance of the battery of OVC 235 and NOVC HEV 3 3 Method of measuring electric range of vehicles powered an 236 electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain 1 1 1 2 2 2 221 2 2 2 Introduction This Annex sets out requirements with regard to energy efficiency of L category vehicles in particular with respect to the measurements of CO emissions fuel or energy consumption as well as the electric range of a vehicle The requirements laid down in this Annex apply to the following tests of L category vehicles equipped with associated powertrain configurations a the measurement of the emission of carbon dioxide and fuel consumption the measurement of electric energy consumption and the electric range of L
243. e account of the dilution air by the following equation Equation 2 39 1 NO NO NO x where 15 the concentration of nitrogen oxides expressed in parts per million ppm of nitrogen oxides in the sample of diluted gases collected in bag s A NO is the concentration of nitrogen oxides expressed in parts per million ppm of nitrogen oxides in the sample of dilution air collected in bag s B DF is the coefficient defined in point 6 1 1 4 7 is the humidity correction factor calculated using the following formula Equation 2 40 1 K 1 0 0329 H 10 7 where H is the absolute humidity in g of water per kg of dry air Equation 2 41 6 2111 U P Hoes Teo rid U Pa 100 where U is the humidity as a percentage is the saturated pressure of water at the test temperature in kPa P is the atmospheric pressure in kPa Particulate matter mass Particulate emission Mp mg km is calculated by means of the following equation Equation 2 42 M Von where exhaust gases are vented outside tunnel Equation 2 43 where exhaust gases are returned to the tunnel where mix volume of diluted exhaust gases under standard conditions 21 2 2014 6 1 1 4 6 Official Journal of the European Union Vep volume of exhaust gas flowing through particulate filter under standard conditions P particulate mass collected by filter
244. e chassis dynamometer shall specify a method for verifying the specifications according to point 4 3 4 2 Principle 4 2 1 Drawing up working equations Since the dynamometer is subjected to variations in the rotating speed of the roller s the force at the surface of the roller s can be expressed by Equation Ap3 3 1 hp Yth where F is the force at the surface of the roller s in N I is the total inertia of the dynamometer equivalent inertia of the vehicle Iy is the inertia of the mechanical masses of the dynamometer y is the tangential acceleration at roller surface F is the inertia force Note An explanation of this formula with reference to dynamometers with mechanically simulated inertia is appended Thus total inertia is expressed as follows Equation Ap3 4 I In where In can be calculated or measured by traditional methods m F can be measured on the dynamometer y can be calculated from the peripheral speed of the rollers 4 he total inertia I will be determined during an acceleration or deceleration test with values no lower than those obtained on an operating cycle 4 2 2 Nn pecification for the calculation of total inertia 4 he test and calculation methods shall make it possible to determine the total inertia I with a relative error AIJI of less than 2 percent 43 Specification 4 3 1 The mass of the simulated total inertia I shall remain the same as the
245. e name or mark and its commercial designation Requirements General requirements The design construction and mounting of the replacement pollution control device type shall be such that the vehicle complies with the requirements of this Regulation under normal conditions of use and in particular regardless of any vibrations to which it may be subjected L 53 137 L 53 138 Official Journal of the European Union 21 2 2014 4 1 2 the replacement pollution control device displays reasonable resistance to the corrosion phenomena to which it is exposed with due regard to the normal conditions of use of the vehicle 4 1 3 the ground clearance available with the original equipment pollution control device type and the angle at which the vehicle can lean over are not reduced 4 1 4 the surface of the device does not reach unduly high temperatures 4 1 5 the outline of the device has no projections or sharp edges 4 1 6 shock absorbers and suspension have adequate clearance 4 1 7 adequate safety clearance is provided for pipes 4 1 8 the replacement pollution control device is impact resistant in a way that is compatible with clearly defined maintenance and installation requirements 4 1 9 if the original equipment pollution control includes thermal protection the replacement pollution control device shall include equivalent protection 4 1 10 if an oxygen probe s and other sensors or actuators are originally installed on the
246. e of new vehicles that do not comply with the Euro 4 environmental step set out in Parts 1 B1 C1 and D of Annex VI and Annex VII to Regulation EU No 168 2013 or the Euro 5 environmental step set out in Parts A2 B2 C2 and D of Annex VI and Annex VII to Regulation EU No 168 2013 consider certificates of conformity containing previous environ mental limit values to be no longer valid for the purposes of Article 43 1 of Regulation EU No 168 2013 and shall on grounds relating to emissions fuel or energy consumption or the applicable functional safety or vehicle construction require ments prohibit the making available on the market registration or entry into service of such vehicles 3 When applying Article 77 5 of Regulation EU No 168 2013 national authorities shall classify the approved vehicle type in accordance with Annex I to that Regulation Article 17 Type approval of replacement pollution control devices 1 National authorities shall prohibit the making available on the market or installation on a vehicle of new replacement pollution control devices intended to be fitted on vehicles approved under this Regulation where they are not of a type in respect of which an environmental and propulsion unit performance type approval has been granted in compliance with Article 23 10 of Regulation EU No 168 2013 and with this Regulation 21 2 2014 2 National authorities may continue to grant extensions to EU type approva
247. e result of the test Noise from stationary motorcycle measuring conditions and method for testing of the vehicle in use Sound pressure level in the immediate vicinity of the motorcycle In order to facilitate subsequent noise tests on motorcycles in use the sound pressure level in the immediate vicinity of the exhaust system outlet shall be measured in accordance with the following requirements the result being entered in the test report drawn up for the purpose of issuing the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 Measuring instruments precision sound level meter as defined in point 2 1 2 1 shall be used Conditions of measurement Condition of the motorcycle Before the measurements are taken the motorcycle engine shall be brought to normal operating temperature If the motorcycle is fitted with fans with an automatic actuating mechanism this system shall not be interfered with during the noise measurements During the measurements the gearbox shall be in neutral gear If it is impossible to disconnect the drive train the driving wheel of the motorcycle shall be allowed to rotate freely e g by placing the vehicle on its centre stand Test site Figure Ap2 2 Any area in which there are no significant acoustic disturbances may be used as a test site Flat surfaces which are covered with concrete asphalt or some other hard material and are highly reflective a
248. e specified speed on the chassis dynamometer is calculated using the following equation Equation 2 30 2Av x mj X ia 36 The setting error e at specified speed is calculated using the following equation Equation 2 31 FAN Fr HE EL x 100 The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria lt 2 percent for v gt 50 km h lt 3 percent for 30 km h lt v lt 50 km h e lt 10 percent for lt 30 km h The procedure described in points 5 2 2 3 2 1 to 5 2 2 3 2 5 shall be repeated until the setting error satisfies the criteria The chassis dynamometer setting and the observed errors shall be recorded The chassis dynamometer system shall comply with the calibration and verification methods laid down in Appendix 3 Calibration of analysers The quantity of gas at the indicated pressure compatible with the correct functioning of the equipment shall be injected into the analyser with the aid of the flow metre and the pressure reducing valve mounted on each gas cylinder The apparatus shall be adjusted to indicate as a stabilised value the value inserted on the standard gas cylinder Starting from the setting obtained with the gas cylinder of greatest capacity a curve shall be drawn of the deviations of the apparatus according to the content of the various standard cylinders used The flame ionisation analyser shall
249. each of the nine points shall be within 10 percent of the average of the nine values The blower outlet shall have a cross section area of at least 0 4 m and the bottom of the blower outlet shall be between 5 and 20 cm above floor level The blower outlet shall be perpendicular to the longitudinal axis of the vehicle between 30 and 45 cm in front of its front wheel The device used to measure the linear velocity of the air shall be located at between 0 and 20 cm from the air outlet The detailed requirements regarding test bench specifications are listed in Appendix 3 Exhaust gas measurement system The gas collection device shall be a closed type device that can collect all exhaust gases at the vehicle exhaust outlets on condition that it satisfies the backpressure condition of 125 mm H O An open system may be used if it is confirmed that all the exhaust gases are collected The gas collection shall be such that there is no condensation which could appreciably modify the nature of exhaust gases at the test temperature An example of a gas collection device is illustrated in Figure 1 2 Figure 1 2 Equipment for sampling the gases and measuring their volume Te motorcycle or motor tricycle exhaust pipes to atmosphere A connecting tube shall be placed between the device and the exhaust gas sampling system This tube and the device shall be made of stainless steel or of some other material which does not affect the composit
250. easurements shall be taken on each side of the vehicle Positioning of the microphone The microphone shall be positioned 7 5 m 0 2 m from the reference line CC Figure Ap3 2 of the track and 1 2 0 1 m above ground level Conditions of operation The vehicle shall approach line at an initial steady speed as specified in point 2 2 4 4 When the front of the vehicle reaches line the throttle shall be fully opened as quickly as practically possible and kept in that position until the rear of the vehicle reaches line BB the throttle shall then be returned as quickly as possible to the idle position For all measurements the vehicle shall be ridden in a straight line over the acceleration section keeping the median longitudinal plane of the vehicle as close as possible to line CC In the case of articulated vehicles consisting of two inseparable components and regarded as constituting one single vehicle the semitrailer shall not be taken into account with regard to the crossing of line BB Determining the steady speed to be adopted Vehicle without gearbox The vehicle shall approach line at a steady speed corresponding either to a speed of rotation of the engine equal to three quarters of that at which the engine develops its maximum power or to three quarters of the maximum speed of rotation of the engine permitted by the governor or 50 km h whichever is slowest Vehicle with manual gearbox If the
251. ect on the microphone s sensitivity and directional characteristics If the difference between the ambient noise and the noise to be measured is between 10 and 16 dB A the test results shall be calculated by subtracting the appropriate correction from the readings on the sound level meter as in the following graph 21 2 2014 21 2 2014 Official Journal of the European Union 2 1 4 2 1 4 1 2 1 4 2 2 1 4 3 2 1 4 3 1 2 1 4 3 2 2 1 5 2 1 5 1 2 1 5 2 Figure Ap1 1 Difference between ambient noise and noise to be measured dB A Correction Difference between ambient noise and noise to be measured Method of measurement Nature and number of measurements The maximum sound level expressed in A weighted decibels dB A shall be measured as the moped travels between lines AA and BB Figure Ap1 2 The measurement will be invalid if an abnormal discrepancy is recorded between the peak value and the general noise level At least two measurements shall be taken on each side of the moped Positioning of the microphone The microphone shall be positioned 7 5 m 0 2 m from the reference line CC Figure Ap1 2 of the track and 1 2 0 1 m above ground level Conditions of operation The moped shall approach line AA at an initial steady speed as specified in point 2 1 4 3 1 and 2 1 4 3 2 When the front of the moped reaches line AA the throttle shall be fully opened as quickly as practica
252. ed parameters D or d may be introduced into the relevant formula e to update the multiple factor in mathematically by substituting the existing basic K factor formula e 21 2 2014 2 2 2 5 3 1 3 2 3 3 3 4 3 5 3 6 3 7 Official Journal of the European Union ANNEX III Test type requirements tailpipe emissions at increased idle and free acceleration Introduction This Annex describes the procedure for type II testing as referred to in Part A of Annex V to Regulation EU No 168 2013 designed to ensure the requisite measurement of emissions during roadworthiness testing The purpose of the requirements laid down in this Annex is to demonstrate that the approved vehicle complies with the requirements laid down in Directive 2009 40 EC 1 Scope During the environmental performance type approval process it shall be demonstrated to the technical service and approval authority that the L category vehicles falling within the scope of Regulation EU No 168 2013 comply with the test type II requirements Vehicles equipped with a propulsion type of which a positive ignition combustion engine forms part shall be subject only to a type II emission test as set out in points 3 4 and 5 Vehicles equipped with a propulsion type of which a compression ignition combustion engine forms part shall be subject only to a type II free acceleration emission test as set out in points 3 6 and 7 In th
253. ed according to the following table 21 2 2014 21 2 2014 Official Journal of the European Union L 53 203 Table Ap 1 3 Number of soak procedures depending on the SRC LeCV in Table Ap1 1 SRC LeCV cycle No Minimum number of test type V soak procedures 1 amp 2 3 3 4 4 6 2 9 3 10 Test type V soak procedure for actual durability testing with partial mileage accumulation During the partial mileage accumulation phase set out in point 3 2 of Annex VI the test vehicles shall undergo four soak procedures as set out in point 3 1 These procedures shall be evenly distributed over the accumulated mileage L 53 204 11 1 2 1 3 2 2 Official Journal of the European Union Appendix 2 The USA EPA Approved Mileage Accumulation durability cycle AMA Introduction The Approved Mileage Accumulation durability cycle AMA by the environmental protection agency EPA of the United States of America USA is a mileage accumulation cycle used to age test vehicles and their pollution control devices in a way that is repeatable but significantly less representative for the EU fleet and traffic situation than the SRC LeCV The AMA test cycle is to be phased out but it may be used in a transitional period up to and including the date of last registration set out in point 1 5 2 of Annex IV to Regulation EU No 168 2013 pending the confirmation in the environmental effect study referred to in Article 23 4 of Regulation EU No 16
254. ed at the end of the production line the applied deterioration factors set out in Part B of Annex VII to Regulation EU No 168 2013 and the product of the multiplication of both and the emission limit set out in Annex VI to Regulation EU No 168 2013 shall be added to the test report Durability mileage accumulation cycles One of the following two durability mileage accumulation test cycles shall be conducted to age the test vehicles until the assigned test distance laid down in Part A of Annex VII to Regulation EU No 168 2013 is fully completed according to the full mileage accumulation test procedure set out in point 3 1 or partially completed according to the partial mileage accumulation test procedure in point 3 2 The Standard Road Cycle SRC LeCV for L category vehicles The Standard Road Cycle SRC LeCV custom tailored for L category vehicles is the principle durability type V test cycle composed of a set of four mileage accumulation durability cycles One of these durability mileage accumulation cycles shall be used to accumulate mileage by the test vehicles according to the technical details laid down in Appendix 1 21 2 2014 21 2 2014 Official Journal of the European Union L 53 193 3 4 2 The USA EPA Approved Mileage Accumulation cycle At the choice of the manufacturer the AMA durability mileage accumulation cycle may be conducted as alternative type V mileage accumulation cycle up to and including the last date of regi
255. ed for corresponding phase set speed shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or idling operation In such cases point 4 5 4 2 1 is not applicable Apart from these exceptions the deviations of the roller speed from the set speed of the cycles shall meet the requirements described in point 4 5 4 2 1 If not the test results shall not be used for further analysis and the run must be repeated Gearshift prescriptions for the WMTC prescribed in Appendix 6 Test vehicles with automatic transmission Vehicles equipped with transfer cases multiple sprockets etc shall be tested in the configuration recommended by the manufacturer for street or highway use All tests shall be conducted with automatic transmissions in Drive highest gear Automatic clutch torque converter transmissions may be shifted as manual transmissions at the request of the manu facturer Idle modes shall be run with automatic transmissions in Drive and the wheels braked Automatic transmissions shall shift automatically through the normal sequence of gears The torque converter clutch if applicable shall operate as under real world conditions The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed Test vehicles with manual transmission Mandatory requirements Step 1 Calculation of shift speeds Upshift speeds an
256. ed measurements Engine speed and vehicle speed on the test track shall be determined to within 3 96 Conditions of measurement Condition of the vehicle During the measurements the vehicle shall be in running order including coolant oils fuel tools spare wheel and rider Before the measurements are taken the vehicle shall be brought to the normal operating temperature The measurements shall be taken with the vehicles unladen and without trailer or semitrailer Test site The test site shall consist of a central acceleration section surrounded by a substantially flat test area The acceleration section shall be flat its surface shall be dry and such that surface noise remains low On the test site the variations in the free sound field between the sound source at the centre of the acceleration section and the microphone shall not exceed 1 0 dB A This condition will be deemed to be met if there are no large objects which reflect sound such as fences rocks bridges or buildings within 50 m of the centre of the acceleration section The surface covering of the test track shall conform to the requirements of Appendix 4 The microphone shall not be obstructed in any way which could affect the sound field and no person may stand between the microphone and the sound source The observer carrying out the measurements shall so position himself as not to affect the readings of the measuring instrument Miscellaneous Measurement
257. ed to in Appendix 2 If the transition from one fuel to another is in practice aided through the use of a switch this switch shall not be used during type approval In such cases at the manufacturer s request and with the agreement of the technical service the pre conditioning cycle referred in point 5 2 4 of Annex II may be extended The ratio of emission results r shall be determined for each pollutant as shown in Table Ap12 1 for LPG NG biomethane and H NG vehicles In the case of LPG and NG biomethane vehicles the ratios of emission results r shall be determined for each pollutant as follows L 53 149 L 53 150 2 1 6 2 2 2 2 2 1 2 2 2 2 2 3 2 2 4 2 2 5 2 2 6 Official Journal of the European Union Table Ap12 1 Calculation ratio r for LPG and NG biomethane vehicles Type s of fuel Reference fuels Calculation of r LPG and petrol Fuel A Approval B B r or LPG only Fuel B Approval D pe In the case of flex fuel H NG vehicles two ratios of emission results and shall be determined for each pollutant as follows Table Ap12 2 Look up table ratio r for NG biomethane or H NG gaseous fuels NG biomethane fuel G20 G25 T fuel G25 620 H NG Mixture of hydrogen and G20 with the maximum percentage of hydrogen specified by the manufac turer _ 2625 _ H2G20 Mixture of hydrogen and G25 with maximum percent
258. ehicle for which the exhaust system was designed The table shows the number of cycles for each category of vehicle Table Ap3 2 Number of conditioning cycles Category of vehicle by cylinder capacity Number of cycles d l 250 6 2 250 500 9 3 500 12 Each test bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation Each test bench cycle consists of six phases The engine conditions and duration are as follows for each phase Table Ap3 3 Duration of test phases Duration of phase Phase Conditions minutes 2 25 load at 7596 S 50 3 50 96 load at 75 S 40 50 4 100 load at 75 96 S 30 10 50 bad 10085 T I bad a 1008S n Total time 2 hrs 30 mins During this conditioning procedure at the request of the manufacturer the engine and the silencer may be cooled so that the temperature recorded at a point not more than 100 mm from the exhaust gas outlet does not exceed that measured when the vehicle is running at 110 km h or 75 6 S in top gear The engine or vehicle speeds shall be determined with an accuracy of 3 96 L 53 279 53 280 Official Journal of the European Union 2 4 2 2 4 2 1 2 4 2 2 2 4 2 3 2 4 3 Figure Ap3 4 Test apparatus for conditioning by pulsation as desired 1 amp 1 Inlet flange or sleeve for connection to the rear of the test exhaust system 2 Hand operated
259. ehicle speed 1 1 Procedure for defining the correction coefficient for annular vehicle speed test track 293 2 Requirements concerning methods for measuring maximum torque 294 maximum net power of a propulsion containing a combustion engine or a hybrid propulsion type 2 1 Determination of the maximum torque and maximum net power of spark ignition 295 engines for vehicle categories Lle L2e and L6e 2 2 Determination of the maximum torque and maximum net power of spark ignition 301 engines for vehicle categories L3e L4e L5e and L7e 2 2 1 Measurement of maximum torque and maximum net engine power by means of 307 engine temperature method 2 3 Determination of the maximum torque and maximum net power of L category vehicles 308 equipped with a compression ignition engine 2 4 Determination of maximum torque and maximum power of L category vehicles 315 equipped with a hybrid propulsion 3 Requirements concerning the methods for measuring maximum torque and 316 maximum continuous rated power of a pure electric propulsion type 4 Requirements concerning method for measuring maximum continuous 317 rated power switch off distance and maximum assistance factor of an Lle category vehicle designed to pedal referred to in Article 3 94b of Regulation EU No 168 2013 1 Introduction 1 1 In this Annex requirements are set out with regard to the output performance of the propulsion units
260. en be operated over the appropriate type I test cycle according to its classification set out in point 4 3 of Annex II 5 3 Test fuel The appropriate reference fuel as described in Appendix 2 to Annex II shall be used for testing For mono fuelled and bi fuelled gas vehicles the fuel type for each failure mode to be tested may be selected by the approval authority from the reference fuels described in Appendix 2 to Annex II The selected fuel type shall not be changed during any of the test phases Where LPG or NG biomethane for alternative fuel vehicles are used as a fuel the engine may be started on petrol and switched to LPG or NG biomethane automatically and not by the driver after a pre determined period of time 6 Test temperature and pressure 6 1 The test temperature and ambient pressure shall meet the requirements of the type I test as set out in Annex II 7 Test equipment 7 1 Chassis dynamometer The chassis dynamometer shall meet the requirements of Annex II 8 OBD environmental verification test procedures 8 1 The operating test cycle on the chassis dynamometer shall meet the requirements of Annex II 8 2 Vehicle preconditioning 8 2 1 According to the propulsion type and after introduction of one of the failure modes referred to in point 8 3 the vehicle shall be preconditioned by driving at least two consecutive appropriate type I tests For vehicles equipped with a compression ignition engine additional precondition
261. en gearshift speeds and technical data was found for normalised engine speeds and the power to mass ratio maximum continuous rated power mass in running order 75 kg c the residual variations cannot be explained by other technical data or by different drive train ratios They are most probably due to differences in traffic conditions and individual driver behaviour d the best approximation between gearshift speeds and power to mass ratio was found for exponential functions e the gearshift mathematical function for the first gear is significantly lower than for all other gears the gearshift speeds for all other gears can be approximated by one common mathematical function no differences were found between five speed and six speed gearboxes h gearshift behaviour in Japan is significantly different from the equal type gearshift behaviour in the European Union EU and in the United States of America USA In order to find a balanced compromise between the three regions a new approximation function for normalised upshift speeds versus power to mass ratio was calculated as a weighted average of the EU USA curve with 2 3 weighting and the Japanese curve with 1 3 weighting resulting in the following equations for normalised engine upshift speeds Equation Ap9 1 Normalised upshift speed in 1st gear gear 1 19 x i n max acc 1 0 5753 75 _ 0 1 x s nig Nidle Equation Ap9
262. engine power Compression ignition engine starting accessories For the accessories used in starting compression ignition engines the two following cases shall be considered a electrical starting the generator is fitted and supplies where necessary the accessories indispensable to the operation of the engine b starting other than electrical if there are any electrically operated accessories indispensable to the operation of the engine the generator is fitted to supply these accessories Otherwise it is removed In either case the system for producing and accumulating the energy necessary for starting is fitted and operated in the unloaded condition Setting conditions The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2 3 2 Table Ap2 3 2 Setting conditions 1 Setting of injection pump delivery system 2 Ignition or injection setting timing curve Setting carried out in accordance with the manufacturer s specifi 3 Electronic Throttle control cations series production applied without any other change 4 Any other rotational speed governor setting to the use under consideration 5 Noise and tailpipe emission abatement system settings and devices Test conditions The maximum torque and net power tests shall be conducted at full load fuel injection pump setting the engine being equipped as specified in Table
263. ent parts on one or more types of L category vehicle Definitions original equipment pollution control devices mean pollution control devices including oxygen sensors catalytic converter types assemblies of catalytic converters particulate filters or carbon canisters for evaporative emission control covered by the type approval and originally delivered for the approved vehicle replacement pollution control devices means pollution control devices including oxygen sensors catalytic converter types assemblies of catalytic converters particulate filters or carbon canisters for evaporative emission control intended to replace an original equipment pollution control device on a vehicle type with regard to environmental and propulsion unit performance approved in accordance with this Appendix and which can be type approved as a separate technical unit in accordance with Regulation EU No 168 2013 Application for environmental performance type approval Applications for type approval of a type of replacement pollution control device as a separate technical unit shall be submitted by the manufacturer of the system or by his authorised representative A model for the information document is referred to in Article 27 4 of Regulation EU No 168 2013 For each type of replacement pollution control device for which approval is requested the type approval appli cation shall be accompanied by the following documents in triplicate and by the
264. environmental performance or require a further test report from the technical service responsible for conducting the tests in accordance with point 4 L 53 209 L 53 210 3 2 3 3 4 3 4 4 4 4 1 4 4 2 4 4 3 4 4 4 4 5 Official Journal of the European Union Confirmation or extension of approval specifying the alterations shall be communicated by the procedure referred to in Article 35 of Regulation EU No 168 2013 The approval authority that grants the extension of the approval shall assign a serial number for such an extension according to the procedure set out in Article 35 of Regulation EU No 168 2013 Conditions of extension of vehicle environmental performance type approval Vehicles powered by an internal combustion engine only except those equipped with a periodically regenerating emission control system A type approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the following characteristics in Appendix 1 provided the CO emissions measured by the technical service do not exceed the type approved value by more than 4 percent reference mass maximum authorised mass type of bodywork overall gear ratios engine equipment and accessories engine revolutions per kilometre in highest gear with an accuracy of 5 96 Vehicles powered by an internal combustion engine only and equipped with a periodica
265. er if used At the vehicle manufacturer s request the dilution air may be sampled according to good engineering practice to determine the tunnel contribution to background particulate mass levels which can then be subtracted from the values measured in the diluted exhaust Dilution tunnel Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed A mixing orifice may be used In order to minimise the effects on the conditions at the exhaust outlet and to limit the drop in pressure inside the dilution air conditioning device if any the pressure at the mixing point shall not differ by more than 0 25 kPa from atmospheric pressure The homogeneity of the mixture in any cross section at the location of the sampling probe shall not vary by more than 2 percent from the average of the values obtained for at least five points located at equal intervals on the diameter of the gas stream For particulate and particle emissions sampling a dilution tunnel shall be used which a shall consist of a straight tube of electrically conductive material which shall be earthed b shall be small enough in diameter to cause turbulent flow Reynolds number gt 4000 and of sufficient length to cause complete mixing of the exhaust and dilution air c shall be at least 200 mm in diameter d may be insulated Suction device This device may have a range of fixed speeds to ensure sufficient flow to prevent any water condens
266. er any operations in it which may affect background emissions and at least once per year Calibrate the analyser if required The hydrocarbon analyser shall be set to zero and spanned immediately before the test Purge the enclosure until a stable hydrocarbon reading is obtained The mixing fan is turned on if not already on Seal the chamber and measure the background hydrocarbon concentration temperature and barometric pressure These are the initial readings Cic p and T used in the enclosure background calculation The enclosure is allowed to stand undisturbed with the mixing fan on for four hours The hydrocarbon analyser shall be set to zero and spanned immediately before the end of the test At the end of this time use the same analyser to measure the hydrocarbon concentration in the chamber The temperature and the barometric pressure are also measured These are the final readings and Calculate the change in mass of hydrocarbons in the enclosure over the time of the test in accordance with point 2 4 The background emission of the enclosure shall not exceed 0 4 g Calibration and hydrocarbon retention test of the chamber The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in point 2 1 and also measures any leak rate L 53 186 2 4 Official Journal of the European Union Purge the enclosure until a stable hydrocarbon concentrati
267. er removal of the fibrous material the noise level shall comply with the requirements of point 2 1 1 The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and shall comply with the following requirements The material shall be heated at a temperature of 923 2 5 650 5 for four hours in a furnace without reduction in the average length diameter or bulk density of the fibre After being heated at 923 2 5 650 5 for one hour in a furnace at least 98 96 of the material shall be retained in a sieve of nominal mesh size 250 pm complying with technical standard ISO 3310 1 2000 when tested in accordance with ISO standard 2559 2011 The material shall lose no more than 10 96 of its weight after being soaked for 24 hours at 362 2 5 90 5 in a synthetic condensate of the following composition 1N hydrobromic acid HB 10 ml 1N sulphuric acid H SO 10 ml Distilled water to make up to 1 000 ml Note The material shall be washed in distilled water and dried for one hour at 378 2 105 C before weighing Before the system is tested in accordance with point 2 1 it shall be put into normal working order by one of the following methods Conditioning by continuous road operation The minimum distance to be travelled during conditioning shall be 2 000 km 21 2 2014 Official Journal of the European Union 2 3 1 4 1 2 2
268. erator pedal shall remain fully depressed or the accelerator handle shall be turned fully until the reference curve has been reached again Up to three interruptions of no more than 15 minutes in total are permitted between test sequences The distance covered in km Doyo is the electric range of the hybrid electric vehicle It shall be rounded to the nearest whole number L 53 239 L 53 240 11 1 2 1 3 2 1 2 2 2 2 1 2 2 2 Official Journal of the European Union 21 2 2014 ANNEX VIII Test type VIII requirements OBD environmental tests Introduction This Annex describes the procedure for type VIII testing on environmental on board diagnostics OBD The procedure describes methods for checking the function of the OBD system on the vehicle by simulating failure of emission relevant components in the powertrain management system and emission control system The manufacturer shall make available the defective components or electrical devices to be used to simulate failures When measured over the appropriate test type I cycle such defective components or devices shall not cause the vehicle emissions to exceed by more than 20 percent the OBD thresholds set out in Annex VI B to Regulation EU No 168 2013 When the vehicle is tested with the defective component or device fitted the OBD system shall be approved if the malfunction indicator is activated The system shall also be approved if the indicator is acti
269. erference check and recommended limits The response factor Rf for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas cylinder concentration expressed as ppm C1 The concentration of the test gas shall be such as to give a response of approximately 80 96 of full scale deflection for the operating range The concentration shall be known to an accuracy of 2 96 in reference to a gravimetric standard expressed in volume In addition the gas cylinder shall be preconditioned for 24 hours at between 293 2 and 303 2 20 and 30 Response factors shall be determined when introducing analyser into service and thereafter at major service intervals The reference gas to be used is propane balanced with purified air which shall be taken to give a response factor of 1 00 The test gas to be used for oxygen interference and the recommended response factor range are given the following response factor range for Propane and Nitrogen 0 95 lt Rf lt 1 05 Calibration of the hydrocarbon analyser Each of the normally used operating ranges are calibrated by the following procedure Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating range The nominal concentration of the calibration gas with the highest concentrations shall be at least 80 of the full scale Calculate the calibration curve by the method of least squares If the resulting poly
270. ergy consumption If the vehicle moves between the steps it shall be pushed to the next test area without regenerative recharging Initial charge of the battery Charging the battery consists of the following procedures Discharge of the battery The battery is discharged while the vehicle is driven on the test track on a chassis dynamometer etc at a steady speed of 70 percent 5 percent of the maximum design vehicle speed as determined according to the test procedure in Appendix 1 to Annex X Discharging shall stop when the vehicle is unable to run at 65 percent of the maximum thirty minutes speed or b when the standard on board instrumentation indicates that the vehicle should be stopped or c after 100 km By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead Application of a normal overnight charge The battery shall be charged according to the following procedure Normal overnight charge procedure The charge shall be carried out a with the on board charger if fitted 21 2 2014 Official Journal of the European Union L 53 217 2 4 1 2 2 2 4 1 2 3 2 4 2 2 4 3 2 4 4 b with an external charger recommended by manufacturer using charging pattern prescribed for normal c
271. erived from on road coast down measurements Before the test the chassis dynamometer shall be appropriately warmed up to the stabilised frictional force Ff The load on the chassis dynamometer FE is in view of its construction composed of the total friction loss Ff which is the sum of the chassis dynamometer rotating frictional resistance the tyre rolling resistance the frictional resistance of the rotating parts in the powertrain of the vehicle and the braking force of the power absorbing unit pau Fpau as in the following equation Equation 2 15 Fe Fy The target running resistance force derived from Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and Appendix 8 for a vehicle with two or more wheels on the powered axles shall be reproduced the chassis dynamometer in accordance with the vehicle speed i e Equation 2 16 The total friction loss Ff on the chassis dynamometer shall be measured by the method in point 5 2 2 2 1 or 5 2 2 2 2 Motoring by chassis dynamometer This method applies only to chassis dynamometers capable of driving an L category vehicle The test vehicle shall be driven steadily by the chassis dynamometer at the reference speed v with the drive train engaged and the clutch disengaged The total friction loss Ff v at the reference speed is given by the chassis dynamometer force 21 2 2014 21 2 2014 5 2 2 2 2 5 2 9 2 5 5 2 2 2 4 5 2 2 2 5
272. ermanent particulates 3 14687 1 Not to be condensed 2 Combined water oxygen nitrogen and argon 1 900 pmol mol 3 The hydrogen shall not contain dust sand dirt gums oils or other substances in amount sufficient to damage the fuelling station equipment of the vehicle engine being fuelled Type Hydrogen for hydrogen fuel cell vehicles Parameter Unit Test method Minimum Maximum Hydrogen fuel 1 mole 99 99 ISO 14687 2 Total gases 2 P Total hydrocarbon EE ISO 14687 2 L 53 60 Official Journal of the European Union Type Hydrogen for hydrogen fuel cell vehicles Limits Parameter Unit Test method Minimum Maximum Water pmol mol 0 5 ISO 14687 2 Oxygen ymol mol 0 5 ISO 14687 2 Helium He Nitrogen Argon pmol mol 0 100 ISO 14687 2 Ar CO pmol mol 0 2 ISO 14687 2 0 0 2 150 14687 2 Total sulphur compounds pmol mol 0 0 004 ISO 14687 2 Formaldehyde HCHO pmol mol 0 0 01 150 14687 2 Formic acid HCOOH pmol mol 0 0 2 ISO 14687 2 Ammonia NH3 pmol mol 0 0 1 150 14687 2 Total halogenated compounds pmol mol 0 0 05 ISO 14687 2 Particulates size pm 0 10 ISO 14687 2 Particulates concentration 0 1 ISO 14687 2 The hydrogen fuel index is determined by subtracting the total content of non hydrogen gaseous constituents listed in the table total gases expressed in mole percent from 100 mole percent It is le
273. ermeation test run 28 2C use final permeation test result for type approval The length of soak during durability testing may be included in the fuel soak period provided that fuel remains in the tank Soak periods can be shortened to 10 weeks if performed at 43 5 use final permeation test result for type approval 2 2 Metallic tanks are exempted from durability testing 21 2 2014 21 2 2014 3 1 3 2 3 0 3 4 3 5 4 1 4 2 4 3 4 4 5 1 5 2 5 3 5 4 5 5 5 6 5 6 1 Official Journal of the European Union Preconditioning fuel soak for the fuel tank permeation test To precondition the fuel tank in the fuel tank permeation test the following five steps shall be followed The tank shall be filled with reference fuel specified in Appendix 2 to Annex II and sealed The filled tank shall be soaked at an ambient temperature of 301 2 5 28 5 C for 20 weeks or at 316 2 5 43 5 C for ten weeks Alternatively a shorter period of time at a higher temperature may be used as soak time if the manu facturer can prove to the approval authority that the hydrocarbon permeation rate has stabilised The fuel tank s internal surface area shall be determined in square metres accurate to at least three significant figures The manufacturer may use less accurate estimates of the surface area if it is ensured that the surface area will not be o
274. ermeation test run as for the permeation test run conducted prior to the durability testing The final test results shall be calculated in accordance with point 5 The manufacturer may request that any of the durability tests be excluded if it can be clearly demonstrated to the approval authorities that this does not affect the emissions from the fuel tank The length of soak during durability testing may be included in the fuel soak period provided that fuel remains in the tank Soak periods may be shortened to ten weeks if performed at 316 2 5 43 5 C Fuel line assembly test requirements Fuel line assembly permeation physical testing procedure The manufacturer shall conduct a fuel line assembly test including the fuel hose clamps and the material to which the fuel lines are connected on both sides by performing a physical test in accordance with any of the following test procedures a in accordance with the requirements of points 6 2 to 6 4 The piping material to which the fuel lines are connected at both sides of the fuel line shall be plugged with impermeable material The words fuel tank in points 6 2 to 6 4 shall be replaced with fuel line assembly The fuel hose clamps shall be tightened with the torque specified for series production 21 2 2014 21 2 2014 7 2 7 3 Official Journal of the European Union L 53 173 b the manufacturer may use a proprietary test procedure if it can be demonstrated to the a
275. es and the way in which the batteries are connected in parallel not in series shall be deemed sufficient Where any other characteristic is changed extensions may be granted after agreement with the approval auth ority Special provisions Vehicles produced in the future with new energy efficient technologies may be subject to complementary test programmes to be specified at a later stage Such testing will enable manufacturers to demonstrate the advantages of the technologies 21 2 2014 21 2 2014 Official Journal of the European Union Appendix 1 Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion 1 1 1 2 1 5 1 4 1 4 1 1 4 1 1 1 4 2 1 4 3 1 4 3 1 1 4 3 2 engine only Specification of the test The carbon dioxide CO emissions and fuel consumption of vehicles powered by a combustion engine only shall be determined according to the procedure for the type I test in Annex II in force at the time of the approval of the vehicle In addition to the CO emission and fuel consumption results for the entire type I test CO emissions and fuel consumption shall also be determined separately for parts 1 2 and 3 if applicable by using the applicable type I test procedure in force at the time of the approval of the vehicle in accordance with point 1 1 1 of Annex IV to Regulation EU No 168 2013 In addition to the conditions in Annex II in force
276. essed in parts per million ppm of carbon equivalent in the sample of diluted gases collected in bag s A HC is the concentration of hydrocarbons expressed in parts per million ppm of carbon equivalent in the sample of dilution air collected in bag s B 21 2 2014 6 1 1 4 3 6 1 1 4 4 Official Journal of the European Union DF is the coefficient defined in point 6 1 1 4 7 The non methane hydrocarbon NMHC concentration is calculated as follows Equation 2 35 Crac R CH where corrected concentration of NMHC in the diluted exhaust gas expressed in ppm carbon equivalent concentration of total hydrocarbons THC in the diluted exhaust gas expressed in ppm carbon equivalent and corrected by the amount of THC contained in the dilution air concentration of methane CH in the diluted exhaust gas expressed in ppm carbon equivalent and corrected by the amount of CH contained in the dilution air Rf CH is the FID response factor to methane as defined in point 5 2 3 4 1 Carbon monoxide CO The mass of carbon monoxide emitted by the exhaust of the vehicle during the test shall be calculated using the following formula Equation 2 36 where CO is the mass of carbon monoxide emitted during the test part in mg km S is the distance defined in point 6 1 1 3 is the total volume defined in point 6 1 1 4 1 dco is the density of the
277. est Cycle laid down in the amended UNECE f diesel fuel B5 Global Technical Regulation No 2 2 which is used as compulsory type I emission test cycle in the approval of Euro 4 compliant sub categories L3e L4e L5e A and L7e A vehicles g mixture of ethanol E85 and petrol E5 flex fuel h mixture of biodiesel and diesel B5 flex fuel 3 WMTC stage 3 refers to the revised WMTC referred to in Annex VI A of Regulation EU No 168 2013 and is equal to the World harmonised Motorcycle Test Cycle laid down in the amended UNECE Global Technical Regulation No 2 3 and adapted for vehicles with a low maximum design vehicle speed which is used as the compulsory type I either petrol E5 or hydrogen bi fuel emission test cycle in the approval of Euro 5 compliant L category vehicles i hydrogen H or a mixture HjNG of NG biomethane and hydrogen 9 environmental performance type approval of a vehicle means the approval of a vehicle type variant or version 4 maximum design vehicle speed means the maximum with regard to the following conditions speed of the vehicle determined in accordance with Article 15 of this Regulation a complying with Parts A and B of Annex V to Regu lation EU No 168 2013 Measurement procedure for two wheel motorcycles equipped with a positive or compression ignition engine with regard to the emissions of gaseous pollutants CO emissions and fuel consumption U
278. est fuel The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex IL 2 3 17 If it is not possible to use the standard exhaust silencer for the test a device shall be used that is compatible with the engine s normal operating conditions and specified by the manufacturer During the laboratory tests in particular when the engine is running the exhaust gas extractor shall not at the point where the exhaust system is connected to the test bench give rise in the exhaust gas extraction duct to a pressure differing from the atmospheric pressure by more than 740 Pa 7 4 mbar unless the manufacturer has deliberately specified the back pressure existing before the test in this case the lower of the two pressures shall be used 2 4 Test procedure Measurements shall be taken at a sufficient number of engine speeds to define correctly the complete power curve between the lowest and the highest engine speeds recommended by the manufacturer This range of speeds shall include the speeds of revolution at which the engine produces its maximum torque and at which it produces its maximum power For each speed the average of at least two stabilised measurements is to be determined L 53 312 Official Journal of the European Union 21 2 2014 2 5 Measurement of smoke index In the case of compression ignition engines the exhaust gases shall be examined during the test for compliance with the requirements for test t
279. esults Type I tests Exhaust emission and fuel consumption analysis Analysis of the samples contained in the bags The analysis shall begin as soon as possible and in any event not later than 20 minutes after the end of the tests in order to determine the concentrations of hydrocarbons carbon monoxide nitrogen oxides and carbon dioxide in the sample of dilution air contained in bag s the concentrations of hydrocarbons carbon monoxide nitrogen oxides and carbon dioxide in the sample of diluted exhaust gases contained in bag s A Calibration of analysers and concentration results The analysis of the results has to be carried out in the following steps a prior to each sample analysis the analyser range to be used for each pollutant shall be set to zero with the appropriate zero gas the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 percent of the range c the analysers zeros are rechecked If the reading differs by more than 2 percent of range from that set in b the procedure is repeated d the samples are analysed after the analysis zero and span points are rechecked using the same gases If the readings are within 2 percent of those in point c the analysis is considered acceptable at all points in this section the flow rates and pressures of the various gases shall be the same as those used during calibration of the anal
280. eturned swiftly to the idle position The noise level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period the maximum meter reading being taken as the test value Results test report The test report drawn up for the purpose of issuing the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 shall indicate all relevant data and particularly those used in measuring the noise of the stationary vehicle Values read off the measuring instrument shall be rounded to the nearest decibel If the figure following the decimal point is 5 the total is rounded up Only measurements which vary by no more than 2 0 dB A in three consecutive tests will be used 21 2 2014 21 2 2014 Official Journal of the European Union L 53 277 2353 The highest of the three measurements shall taken as test result Figure Ap3 2 Positions for testing the vehicle in motion Microphone Microphone A Figure Ap3 3 Positions for testing the stationary vehicle Height of centre of exhaust outlet 2 4 Original exhaust system silencer 2 41 Requirements silencers containing absorbent fibrous materials 2 4 1 1 Absorbent fibrous material shall be asbestos free and may be used in the construction of silencers only if it is held securely in place throughout the service life of the si
281. etween 0 35 and 0 40 bar Should the engine characteristics prevent this the valve shall open when the gas back pressure reaches a level equivalent to 90 of that which can be measured before the engine stops It shall close when this pressure differs by no more than 10 from its stabilised value with the valve open The time lapse relay shall be set for the period in which exhaust gases are produced calculated on the basis of the requirements of point 2 3 1 4 2 3 Engine speed shall be 75 of the speed S at which the engine develops maximum power The power indicated by the dynamometer shall be 50 of the full throttle power measured at 75 of engine speed S Any drainage holes shall be closed off during the test The entire test shall be completed within 48 hours If necessary a cooling period shall be allowed after each hour 21 2 2014 Official Journal of the European Union L 53 267 2 3 1 4 3 Conditioning on test bench 2 3 1 4 3 1 The exhaust system shall be fitted to an engine representative of the type fitted to the motorcycle for which the system is designed and mounted on a test bench 2 3 1 4 3 2 Conditioning consists of the specified number of test bench cycles for the category of motorcycle for which the exhaust system was designed Table Ap2 2 shows the number of cycles for each category of motor cycle Table Ap2 2 Number of test bench cycles for conditioning Category of motorcycle by cylinder cap
282. exhaust line the replacement pollution control device type shall be installed at exactly the same position as the original equipment pollution control device and the position on the exhaust line of the oxygen probe s and other sensors or actuators shall not be modified 4 2 Requirements regarding emissions 4 2 1 The vehicle referred to in point 3 4 1 equipped with a replacement pollution control device of the type for which type approval is requested shall undergo the tests laid down in Annexes II and VI depending on the type approval of the vehicle 4 2 1 1 Evaluation of pollutant emissions from vehicles equipped with replacement pollution control devices Requirements regarding tailpipe or evaporative emissions are deemed to be complied with if the test vehicle equipped with the replacement pollutant control device complies with the limit values in Annex VI to Regulation EU No 168 2013 according to type approval of the vehicle 1 4 2 1 2 Where the type approval application is for different types of vehicles from the same manufacturer the type I test may be limited to as few as two vehicles selected after agreement with the technical service to the satisfaction of the approval authority provided that the different types of vehicle are fitted with the same type of original equipment pollution control device 4 2 2 Requirements regarding permissible sound level The vehicles referred to in point 3 4 1 equipped with a
283. exhaust system or components thereof for which approval is requested the application for component type approval shall be accompanied by the following documents in triplicate and by the following particulars description in respect of the characteristics referred to in point 1 1 of the types of vehicle for which the systems or components are intended the numbers or symbols specific to the type of engine and vehicle shall be given description of the replacement exhaust system stating the relative positions of each of its components together with the fitting instructions drawings of each component to facilitate location and identification and statement of materials used These drawings shall also indicate the intended location of the mandatory component type approval mark At the request of the technical service the applicant shall submit two samples of the system for which component type approval is requested an exhaust system conforming to that originally fitted to the vehicle when the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 was issued a vehicle representative of the type to which the replacement exhaust system is to be fitted supplied in such a condition that when fitted with a silencer of the same type as was originally fitted it meets the requirements of either of the following two sections if the vehicle is of a type which has been granted type approval pursu
284. f the test and the total weighted test results the second by second emission values of the type I tests if deemed necessary the emissions results of the type II test see Annex 21 2 2014 21 2 2014 Official Journal of the European Union L 53 49 Appendix 1 Symbols used in Annex II Table Ap 1 1 Symbols used in Annex II Symbol Definition Unit a Coefficient of polygonal function xx Rolling resistance force of front wheel N Coefficient of polygonal function by Coefficient of aerodynamic function N km h Coefficient of polygonal function Concentration of carbon monoxide percent vol Corrected concentration of carbon monoxide percent vol CO Carbon dioxide concentration of diluted gas corrected to take account of diluent percent air CO Carbon dioxide concentration in the sample of diluent air collected in bag B percent Carbon dioxide concentration in sample of diluent air collected in bag A percent Mass of carbon dioxide emitted during the test part Q 8 ss 5 Carbon monoxide concentration of diluted gas corrected to take account of ppm diluent air Carbon monoxide concentration in sample of diluent air collected in ppm CO Carbon monoxide concentration in the sample of diluent air collected in bag A ppm CO Mass of carbon monoxide emitted during the test part mg km do Standard ambient relative air density Density
285. f the two bases see point 4 2 3 1 the measuring base may coincide with the overall length of the annular test track In this case the minimum radius of the bends shall be 200 m and the effects of centrifugal force compensated for by the cross section of the bends 4 3 Length L of the measuring shall be selected in conjunction with accuracy of equipment and methods used to measure testing time t so that the value for actual vehicle speed can be plotted to within 1 If the measuring equipment is of the manual type length L of the measuring base shall not be less than 500 m If a type 2 measuring base has been selected electronic measuring equipment shall be used in order to determine time t 5 Atmospheric conditions Atmospheric pressure 97 10 kPa Ambient temperature between 278 2 and 318 2 Relative humidity 30 to 90 Average wind speed measured 1 m above the ground lt 3 m s permitting gusts of lt 5 m s 21 2 2014 Official Journal of the European Union 6 Test procedures 6 1 Lle vehicles equipped with power controlled pedal assistance shall be tested according to the test procedure set out in point 4 2 6 of EN 15194 2009 on the maximum speed of a vehicle assisted by an electric motor If the Lle vehicle is tested according to that test procedure points 6 2 to 6 9 may be omitted 6 2 The gear ratio used during the test shall enable vehicle to reach its maximum vehicle speed
286. fact that a system or component is included in this list does not make its installation mandatory For certain components however mandatory installation requirements laid down in other annexes to this Regulation 1 53 12 Official Journal of the European Union ANNEX II Test type I requirements tailpipe emissions after cold start Appendix Appendix title Page 1 Symbols used in Annex II 74 2 Reference fuels 78 3 Chassis dynamometer system 85 4 Exhaust dilution system 91 5 Classification of equivalent inertia mass and running resistance 103 6 Driving cycles for type I tests 106 7 Road tests of L category vehicles equipped with one wheel on the driven axle or with twinned 153 wheels for the determination of test bench settings 8 Road tests of L category vehicles equipped with two or more wheels on the powered axle for the 160 determination of test bench settings 9 Explanatory note on the gearshift procedure for a type I test 168 10 Type approval tests of a replacement pollution control device type for L category vehicles as a 174 separate technical unit 11 Type I test procedure for hybrid L category vehicles 178 12 Type I test procedure for L category vehicles fuelled with LPG NG biomethane flex fuel 189 or hydrogen 13 Type I test procedure for L category vehicles equipped with a periodically regenerating system 193 1 1 1 2 Introduction This Annex sets out the
287. feature resulting in a higher propulsion unit performance in terms of maximum design vehicle speed maximum total torque or maximum total power shall be regarded as a defeat device L 53 315 L 53 316 21 2 2014 Official Journal of the European Union Appendix 3 Requirements concerning the methods for measuring the maximum torque and maximum continuous rated power of a pure electric propulsion type 1 Requirements 1 1 L category vehicles equipped with a pure electric propulsion shall meet all the relevant requirements with regard to the measurements of the maximum torque and the maximum thirty minute power of electric drive trains set out in UNECE regulation No 85 1 2 By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead 21 2 2014 Official Journal of the European Union L 53 317 Appendix 4 Requirements concerning the method for measuring the maximum continuous rated power switch off distance and maximum assistance factor of an Lle category vehicle designed to pedal referred to in Article 3 94b of Regulation EU No 168 2013 T Scope 1 1 Sub category 11 vehicle 1 2 Sub category Lle B vehicle equipped with pedal assistance referred to in Article 3 94b of Regulation EU No 168 2013 2 Exemption Lle vehicle
288. fter having been run in for at least 300 km The tyres shall be run in at the same time as the vehicle or shall have a tread depth within 90 and 50 percent of the initial tread depth Checks The following checks shall be made in accordance with the manufacturer s specifications for the use considered wheels wheel rims tyres make type and pressure front axle geometry brake adjustment elimination of parasitic drag lubrication of front and rear axles adjustment of the suspension and vehicle ground clearance etc Check that during freewheeling there is no electrical braking Preparation for the test The test vehicle shall be loaded to its test mass including driver and measurement equipment spread in a uniform way in the loading areas The windows of the vehicle shall be closed Any covers for air conditioning systems headlamps etc shall be closed The test vehicle shall be clean properly maintained and used Immediately before the test the vehicle shall be brought to the normal running temperature in an appropriate manner When installing the measuring instruments on the test vehicle care shall be taken to minimise their effects on the distribution of the load across the wheels When installing the speed sensor outside the test vehicle care shall be taken to minimise the additional aerodynamic loss Specified vehicle speed v The specified speed is required for determining the running resistance at the reference s
289. fuel consumption measured during i th manufacturer s test 100 km or kg 100km 1 Qi electricity balance measured during i th manufacturer s test Ah n number of data The fuel consumption correction coefficient shall be rounded to four significant figures e g or xx xx The technical service shall judge the statistical significance of the fuel consumption correction coefficient to the satisfaction of the approval authority Separate fuel consumption correction coefficients shall be determined for the fuel consumption values measured over parts 1 2 and 3 if applicable of the type I test cycle in Annex Fuel consumption at zero battery energy balance Fuel consumption at 0 is determined by the following equation Equation Ap3 34 Co C 1 100 km or 100 km where C 1 fuel consumption measured during test 1 100 km for liquid fuels kg 100 km gaseous fuels 1 electricity balance measured during test Ah 21 2 2014 Official Journal of the European Union L 53 231 5 3 4 2 5 3 5 5 3 5 1 5 3 5 2 5 3 5 3 5 3 6 5 3 6 1 5 3 6 2 6 2 Fuel consumption at zero battery energy balance shall be determined separately for fuel consumption values measured over parts 1 2 or 3 if applicable of the type I test cycle in Annex CO emission correction coefficient defined by the manufacturer The CO emission c
290. g the coast down time on the chassis dynamometer corresponding to the reference speed vg shall be measured by the procedure set out in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles The measurement shall be carried out at least three times and the mean coast down time At shall be calculated from the results The set running resistance force at reference speed vg on the chassis dynamometer is calculated by the following equation Equation 2 28 1 2Av Fe vo m Ais Calculation of setting error The setting error is calculated by the following equation Equation 2 29 F vo 100 vo The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria 2 lt 2 percent for vo 50 km h 21 2 2014 5 2 2 3 5 2 2 5 5 2 2 3 2 5 2 2 9 2 1 5 2 2 3 2 2 5 2 2 3 2 3 5 2 2 3 2 4 5 2 2 3 2 5 5 2 2 3 2 6 5 2 2 4 5 2 3 5 2 3 1 Official Journal of the European Union lt 3 percent for 30 km h lt vo lt 50 km h lt 10 percent for vg lt 30 km h The procedure in points 5 2 2 2 6 1 to 5 2 2 2 6 2 shall be repeated until the setting error satisfies the criteria The chassis dynamometer setting and the observed errors shall be recorded Specimen record forms are provided in the template of the test repor
291. g shall apply the measurement shall only be conducted at high idle engine speed vehicles in the scope of this measurement are only those equipped with a closed loop fuel system exemptions for vehicle with engines equipped with a mechanically controlled spring vacuum secondary air system two stroke engines operated on a mix of fuel and lubrication oil CO concentration calculation in the type II idle test The CO and CO concentration shall be determined from the measuring instrument readings or recordings by use of appropriate calibration curves The corrected concentration for carbon monoxide is L 53 162 5 3 6 2 6 3 6 4 6 5 7 1 3 Official Journal of the European Union Equation 2 1 Cco 13 The concentration see point 5 1 shall be measured in accordance with the formulae in point 5 2 and does not need to be corrected if the total of the concentrations measured is at least a for petrol E5 15 percent b for LPG 13 5 percent c for NG biomethane 11 5 percent Test type II free acceleration test procedure The combustion engine and any turbocharger or super charger fitted shall be running at idle before the start of each free acceleration test cycle To initiate each free acceleration cycle the throttle pedal shall be fully depressed quickly and continuously in less than one second but not
292. gases from the emissions test If within this period more than half the reference filters meet the 5 criterion the sample filter weighing can be considered valid If at the end of this period two reference filters are used and one filter fails to meet the 5 pg criterion the sample filter weighing may be considered valid provided that the sum of the absolute differences between specific and rolling averages from the two reference filters 15 no more than 10 If fewer than half of the reference filters meet the 5 pg criterion the sample filter shall be discarded and the emissions test repeated All reference filters shall be discarded and replaced within 48 hours In all other cases reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison with a reference filter that has been in the weighing room for at least one day If the weighing room stability criteria outlined in point 4 5 3 12 1 3 4 are not met but the reference filter weighings meet the criteria listed in point 5 2 3 5 3 the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests fixing the weighing room control system and re running the test Figure 1 6 Particulate sampling probe configuration Minimum internal diameter Wall thickness 1 mm Material stainless steel Reference gases Pure gases The following pure gases shall be avai
293. gulation EU No 134 2014 USA EPA AMA point 2 1 of Appendix 2 to Annex VI to Commission Delegated Regulation EU No 134 2014 VI A test type VI has not Not applicable Not applicable Not applicable been attributed 21 2 2014 Official Journal of the European Union Requirements limit Test type Description values VII CO emissions fuel Measurement and and or electric energy reporting no limit consumption and value for type electric range approval purposes VIII OBD environmental Annex VI B tests D Sound level Annex VI Subclassification criteria in addition to Article 2 and Annex I Point 4 3 of Annex II to Commission Delegated Regulation EU No 134 2014 Point 4 3 of Annex II to Commission Delegated Regulation EU No 134 2014 When UNECE regu lations Nos 9 41 63 or 92 replace the EU proprietary requirements set out in the delegated act on environmental and propulsion performance require ments the sub clas sification criteria laid down in those UNECE regulations Annex 6 shall be selected with reference to test type IX sound level tests L 53 327 Requirements test procedures Annex VII to Commission Delegated Regulation EU No 134 2014 Annex VIII to Commission Delegated Regulation EU No 134 2014 Annex IX to Commission Delegated Regulation EU No 134 2014
294. gulation shall be binding in its entirety and directly applicable in all Member States Done at Brussels 16 December 2013 For the Commission The President Jos Manuel BARROSO L 53 10 Official Journal of the European Union 21 2 2014 LIST OF ANNEXES Annex Number Annex title Page I List of UNECE regulations which apply on a compulsory basis 11 Test type II requirements tailpipe emissions at increased idle and free 159 acceleration II Test type I requirements tailpipe emissions after cold start 12 IV Test type III requirements emissions of crankcase gases 163 V Test type IV requirements evaporative emissions 167 VI Test type V requirements durability of pollution control devices 188 VII Test type VII requirements CO emissions fuel consumption electric 207 energy consumption and electric range VIII Test type VIII requirements OBD environmental tests 240 IX Test type IX requirements sound level 245 X Testing procedures and technical requirements as regards propulsion unit 288 performance XI Vehicle propulsion family with regard to environmental performance 320 demonstration testing XII Amendment of Part A of Annex to Regulation EU No 168 2013 326 21 2 2014 Official Journal of the European Union L 53 11 ANNEX I List of UNECE regulations which apply on a compulsory basis 41 Noise emissions of 04 1 317 14 11 2012 1 L3e L4e motorcycles Explanatory note The
295. h blower 9 Electrical equipment If series mounted yes 5 10 Super charger or turbocharger where fitted Compressor driven directly by the engine or by the exhaust gases Charge cooler 7 If series mounted yes Coolant pump or fan engine driven Coolant flow control device where fitted 11 Pollution control devices 7 If series mounted yes 12 Lubrication system Oil feeder If series mounted yes Oil cooler where fitted The complete air intake system shall be fitted as provided for the intended application where there is a risk of an appreciable effect on the engine power in the case of two stroke engines when the manufacturer requests that this should be done In other cases an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air filter 2 The complete exhaust system shall be fitted as provided for the intended application where there is a risk of an appreciable effect on the engine power in the case of two stroke engines when the manufacturer requests that this should be done In other cases an equivalent system may be installed provided the pressure measured at the exit of the engine exhaust system does not differ by more than 1 000 Pa from that specified by the manufacturer The exit of the engine exhaust
296. h shall be representative of the vehicle type with regard to environmental performance to be approved shall be in good mechanical condition and before the evaporative test have been run in and driven at least 1 000 km after first start on the production line The evaporative emission control system shall be connected and functioning correctly over this period and the carbon canister and evaporative emission control valve subjected to normal use undergoing neither abnormal purging nor abnormal loading Test fuel The appropriate test fuel as defined in Appendix 2 to Annex II shall be used Chassis dynamometer and evaporative emissions enclosure The chassis dynamometer shall meet the requirements of Appendix 3 of Annex II Evaporative emission measurement enclosure SHED The evaporative emission measurement enclosure shall be a gas tight rectangular measuring chamber able to contain the vehicle under test The vehicle shall be accessible from all sides when inside and the enclosure when sealed shall be gas tight The inner surface of the enclosure shall be impermeable to hydrocarbons At least one of the surfaces shall incorporate a flexible impermeable material or other device to allow the equilibration of pressure changes resulting from small changes in temperature Wall design shall be such as to promote good dissipation of heat Analytical systems Hydrocarbon analyser The atmosphere within the chamber is monitored using a hydrocarbon
297. hall be collected for analysis The quantities of pollutants are determined from the sample concentrations corrected for the pollutant content of the ambient air and the totalised flow over the test period The exhaust dilution system shall consist of a transfer tube a mixing chamber and dilution tunnel a dilution air conditioning a suction device and a flow measurement device Sampling probes shall be fitted in the dilution tunnel as specified in Appendices 3 4 and 5 The mixing chamber described in this point shall be a vessel such as those illustrated in Figures Ap4 1 and Ap4 2 in which vehicle exhaust gases and the dilution air are combined so as to produce a homogeneous mixture at the chamber outlet General requirements The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water condensation in the sampling and measuring system under any conditions which may occur during a test The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probe is located see point 1 3 3 The sampling probe shall extract a representative sample of the diluted exhaust gas The system shall enable the total volume of the diluted exhaust gases to be measured The sampling system shall be gas tight The design of the variable dilution sampling system and the materials that go to make it up shall be such that they do not affect the pollutant concentration in the diluted exhaust gases
298. hall be reactivated L 53 37 L 53 38 5 2 5 2 2 5 2 5 2 3 5 2 6 5 2 6 1 5 2 6 2 5 2 7 5 2 7 1 5 2 2 Official Journal of the European Union If the engine stalls during some operating mode other than idle the driving schedule indicator shall be stopped the test vehicle restarted and accelerated to the speed required at that point in the driving schedule and the test continued During acceleration to this point gearshifts shall be performed in accordance with point 4 5 5 If the test vehicle will not restart within one minute the test shall be voided the vehicle removed from the dynamometer corrective action taken and the vehicle rescheduled for test The reason for the malfunction if determined and the corrective action taken shall be reported Drive instructions The test vehicle shall be driven with minimum throttle movement to maintain the desired speed No simultaneous use of brake and throttle shall be permitted If the test vehicle cannot accelerate at the specified rate it shall be operated with the throttle fully opened until the roller speed reaches the value prescribed for that time in the driving schedule Dynamometer test runs The complete dynamometer test consists of consecutive parts as described in point 4 5 4 The following steps shall be taken for each test place drive wheel of vehicle on dynamometer without starting engine b activate vehicle cooling fan c for all tes
299. hall first be taken of the results on reference fuel G20 or H5G20 and those on reference fuel G25 or H5G25 with the maximum hydrogen percentage specified by the manufacturer and factors shall then be calculated from these averages 2 2 8 During the type I test the vehicle shall use only petrol for a maximum of 60 consecutive seconds directly after engine crank and start when operating in gas fuelling mode L 53 151 L 53 152 Official Journal of the European Union Appendix 13 Type I test procedure for L category vehicles equipped with a periodically regenerating system 1 Introduction This Appendix contains specific provisions regarding the type approval of vehicles equipped with a periodically regenerating system 2 Scope of the type approval for vehicles with a periodically regenerating system as regards type I tests 21 L category vehicles falling within the scope of Regulation EU 168 2013 that are equipped with periodically regenerating systems shall comply with the requirements in this Appendix 2 2 Instead of carrying out the test procedures in the following point fixed value of 1 05 may be used if the technical service sees no reason why this value could be exceeded and after approval of the approval authority 2 3 During cycles where regeneration occurs emission standards can be exceeded If a regeneration of an anti pollution device occurs at least once per Type I test and that has
300. harging in an ambient temperature of between 293 2 and 303 2 20 and 30 This procedure excludes all types of special charges that could be automatically or manually initiated e g equalisation or servicing charges The vehicle manufacturer shall declare that no special charge procedure has occurred during the test End of charge criteria The end of charge criteria shall correspond to a charging time of 12 hours except where the standard instrumentation indicates clearly that the battery is not yet fully charged in which case Equation Ap2 1 3 claimed battery capacity Wh mains power supply W the maximum time is Fully charged battery Propulsion batteries shall be deemed as fully charged when they have been charged according to the overnight charge procedure until the end of charge criteria are fulfilled Application of the type I test cycle and measurement of the distance The end of charging time tg plug off shall be reported The chassis dynamometer shall be set according to the method in point 4 5 6 of Annex Starting within four hours of tg the applicable type I test shall be run twice on a chassis dynamometer following which the distance covered km is recorded If the manufacturer can demonstrate to approval authority that twice the type I test distance can physically not be attained by the vehicle the test cycle shall be conducted once and subsequently followed by a
301. hatever the cylinder capacity of their engines shall be tested only in second gear Motorcycles fitted with engines with a cylinder capacity not exceeding 175 cm and a gearbox with five ratios or more shall be tested only in third gear Motorcycles fitted with engines having a cylinder capacity of more than 175 cm and a gearbox with five ratios or more shall be tested once in second gear and once in third gear The result used shall be the average of the two tests If during the test carried out in second gear see points 2 1 4 3 1 2 1 and 2 1 4 3 1 2 3 the engine speed on the approach to the line marking the end of the test track exceeds 100 of the engine speed at which maximum net power is developed the test shall be carried out in third gear and the noise level measured shall be the only one recorded as the test result Motorcycles with automatic gearboxes Motorcycles without a manual selector Approach speed The motorcycle shall approach line AA at steady speeds of 30 40 and 50 km h 75 of the maximum road speed if that value is lower The condition giving the highest sound level is chosen Motorcycles equipped with a manual selector with X forward drive positions Approach speed The motorcycle shall approach line AA at a steady speed of less than 50 km h the engine rotation speed being equal to 75 of the engine speed at which maximum net power is developed or 50 km h the engine rotation speed being les
302. he used dynamometer settings and applicable emission laboratory test cycle shall be provided for reference 3 4 The list with PCU ECU malfunctions shall be provided pursuant to the requirements referred to in Number C11 of Annex II of Regulation EU No 168 2013 as follows 3 4 1 for each malfunction that leads to the OBD emission thresholds set out in Part B of Annex VI to Regulation EU No 168 2013 in both non defaulted and defaulted driving mode being exceeded The emission laboratory test results shall be reported in those additional columns in the format of the information document referred to in Article 27 4 of Regulation EU No 168 2013 3 4 2 for short descriptions of the methods used to simulate the emission relevant malfunctions as referred to in points 1 1 8 3 1 1 and 8 3 1 3 4 OBD environmental test procedure 4 1 The testing of OBD systems consists of the following phases 4 1 1 Simulation of malfunction of a component of the powertrain management or emission control system 4 1 2 Preconditioning of the vehicle in addition to the preconditioning specified in point 5 2 4 of Annex II with a simulated malfunction that will lead to the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 being exceeded 4 1 3 Driving the vehicle with a simulated malfunction over the applicable type I test cycle and measuring the emissions of the vehicle as follows 4 1 3 1 For OVC vehicles the pollutant emission
303. he applicable type I emission laboratory test cycle as set out in Part A or B of Annex VI to Regulation EU No 168 2013 of the aged test vehicles are not exceeded when starting mileage accumulation during the accumulation phase and after full mileage accumu lation has been finalised Multiple type I emission tests shall be conducted during the full mileage accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend which shall be representative of the vehicle type with regard to environmental performance as placed on the market see Figure 5 1 Figure 5 1 Test type V durability test procedure with full mileage accumulation Start Type V test Finish type V test conduct Type I Multiple Type I emission tests partially proto type emission tests aged vehicle conduct Type I emission tests fully production degreened vehicle aged vehicle line Maximum allowed Full mileage accumulation durability cycle mileage prior to start 1 SRC LeCV for all L vehicle categories or if applicable mileage accumulation 2 AMA L3e for L3e amp L4e motorcycles only 100 km Actual durability testing with partial mileage accumulation The durability test procedure for L category
304. he axis of maximum sensitivity of the microphone shall be parallel to the surface of the track at an angle of 45 10 to the vertical plane of the direction of the exhaust emissions In relation to this vertical plane the microphone shall be positioned on the side on which there is the maximum possible distance between the microphone and the outline of the motorcycle handlebars excluded If the exhaust system has more than one outlet at centres less than 0 3 m apart the microphone shall face the outlet which is nearest the motorcycle handlebars excluded or the outlet which is highest above the surface of the track If the centres of the outlets are more than 0 3 m apart separate measurements shall be taken for each of them the highest figure recorded being taken as the test value Operating conditions The engine speed shall be held steady at S 2 if S is more than 5 000 rpm 35 4 if S is not more than 5 000 rpm where S is the engine speed at which the maximum net power is developed When a constant engine speed is reached the throttle shall be returned swiftly to the idle position The sound level shall be measured during an operating cycle consisting of a brief period of constant engine speed and throughout the deceleration period the maximum sound level meter reading being taken as the test value Results test report The test report drawn up for the purpose of issuing the information document a
305. he engine switched off It is then driven through the driving cycle specified for the class of vehicle on test At the request of the manufacturer exhaust emissions may be sampled during this operation but the results shall not be used for the purpose of exhaust emission type approval 5 3 3 Hot soak evaporative emissions test The determination for evaporative emissions is concluded with the measurement of hydrocarbon emissions over a 60 minute hot soak period The hot soak test shall begin within seven minutes of the completion of the driving cycle specified in point 5 3 2 1 5 3 3 1 Before the completion of the test run the measuring chamber shall be purged for several minutes until a stable hydrocarbon background is obtained The enclosure mixing fan s shall also be turned on at this time 5 3 3 2 The hydrocarbon analyser shall be set to zero and spanned immediately prior to the test 5 3 3 3 The vehicle shall be pushed or otherwise moved into the measuring chamber with the engine switched off 5 3 3 4 The enclosure doors are closed and sealed gas tight within seven minutes of the end of the driving cycle 5 3 3 5 60 0 5 minute hot soak period begins when the chamber is sealed The hydrocarbon concentration temperature and barometric pressure are measured to give the initial readings Cyc i P and T for the hot soak test These figures are used in the evaporative emission calculation shown in chapter 6 5 3 3 6 The hydroca
306. he first 100 km Regardless of the durability test procedure selected by the manufacturer all pollution control devices and systems both including hardware powertrain software and powertrain calibration fitted on the test vehicles shall be installed and operating for the entire mileage accumulation period The pollution control devices on the test vehicles shall be permanently marked under surveillance of the technical service before the start of mileage accumulation and be listed together with the vehicle identification number powertrain software and powertrain calibration sets The manufacturer shall make that list available at the request of the approval authority Maintenance adjustments and the use of the controls of the test vehicles shall be as recommended by the manufacturer in the appropriate repair and maintenance information and in the user manual 21 2 2014 21 2 2014 Official Journal of the European Union 2 1 6 durability test shall be conducted with a suitable commercially available fuel at the discretion of the manufacturer If the test vehicles is are equipped with a two stroke engine lubricating oil shall be used in the proportion and of the grade recommended by the manufacturer in the user manual 2 1 7 The test vehicles cooling system shall enable the vehicle to operate at temperatures similar to those obtained during normal road use conditions oil coolant exhaust system etc 2 1 8 If the durability
307. he length of the transfer tube TT is minimised 1 4 2 Full flow dilution system with critical flow venturi Figure Ap4 2 Critical flow venturi dilution system air to gas analysers and bag sampling DAF background sample DT TT MC vehicle Mo exhaust particulate an CEV particle sampling systems vent r j The use of a critical flow venturi CFV for the full flow dilution system is based on the principles of flow mechanics for critical flow The variable mixture flow rate of dilution and exhaust gas is maintained at sonic velocity which is directly proportional to the square root of the gas temperature Flow is continually monitored computed and integrated throughout the test The use of an additional critical flow sampling venturi ensures the proportionality of the gas samples taken from the dilution tunnel As pressure and temperature are both equal at the two venturi inlets the volume of the gas flow diverted for sampling is proportional to the total volume of diluted exhaust gas mixture produced and thus the requirements of this Annex are met The collecting equipment consists of 1 4 2 1 A filter DAF for the dilution air which can be preheated if necessary This filter shall consist of the following filters in sequence an optional activated charcoal filter inlet side and a high efficiency particulate air HEPA filter outlet side It is recommended that an additional coarse particle filter is si
308. he operating conditions if v gt 120 km h and gt 0 25 m the installation fulfils the minimum conditions and the method described in Appendix 1 may be applied if vj gt 120 km h or lt 0 25 m the installation does not fulfil the minimum conditions and the test equipment cooling system shall be improved L 53 303 L 53 304 Official Journal of the European Union 21 2 2014 2 3 5 3 2 3 However in this case the test may be carried out by means of the method described in Appendix 1 subject to approval by the manufacturer and the approval authority 2 3 6 The temperature of ambient inlet air to engine shall be measured at no more than 0 15 upstream from the point of entry into the air cleaner or if no air cleaner is used within 0 15 m of the air inlet trumpet The thermometer or thermocouple shall be shielded from radiant heat and be placed directly in the airstream It shall also be shielded from fuel spray back A sufficient number of locations shall be used to give a representative average inlet temperature 2 3 7 No data shall be taken until torque speed and temperature have remained substantially constant at least 30 seconds 2 3 8 The engine speed during a run or reading shall not deviate from the selected speed by more than 196 10 min whichever is greater 2 3 9 Observed brake load and inlet air temperature data shall be taken simultaneously and shall be the average of two stabili
309. he regular type I test may be used In any other case emissions shall be measured for at least two type I operating cycles one immediately after regeneration before new loading and one as immediately as possible before a regeneration phase All emissions measurements and calculations shall be carried out in accordance with Annex IL Average emissions for a single regenerative system shall be determined in accordance with point 3 3 and for multiple regeneration systems in accordance with point 3 4 3 1 2 The loading process and K determination shall be carried out on a chassis dynamometer during the type I operating cycles These cycles may be run continuously i e without the need to switch the engine off between cycles After any number of completed cycles the vehicle may be removed from the chassis dynamometer and the test continued at a later time 3 1 3 The number of cycles D between two cycles in which regeneration phases occur the number of cycles over which emissions measurements are taken n and each emissions measurement shall be reported according to the template of the test report referred to in Article 32 1 of Regulation EUO No 168 2013 3 2 Measurement of carbon dioxide emissions and fuel consumption during regeneration 3 2 1 If necessary the vehicle may be prepared for the emissions test during a regeneration phase using the preparation cycles in Appendix 6 3 2 2 The test and vehicle conditions for the type I
310. he test track on a chassis dynamometer etc at a steady speed of 70 percent t 5 percent of the maximum design speed of the vehicle which is to be determined according to the test procedure set out in Appendix 1 to Annex X 21 2 2014 EN 3 2 2 3 3 2 2 4 3 2 2 5 Official Journal of the European Union Stopping the discharge occurs in any of the following conditions a when the vehicle is not able to run at 65 percent of the maximum thirty minutes speed b when the standard on board instrumentation gives the driver an indication to stop the vehicle c after 100 km If the vehicle is not equipped with a pure electric mode the electrical energy power storage device shall be discharged by driving the vehicle on the test track on a chassis dynamometer etc in any of the following conditions a at a steady speed of 50 km h until the fuel consuming engine of the HEV starts up b if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manu facturer c in accordance with the manufacturers recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started By means of derogation if the manufacturer can prove to the technical
311. he texture may be different and unevenness causing bumps may occur Period of testing In order to check whether the surface continues to conform to the texture and void content or noise absorption requirements of this specification periodic testing of the surface shall be performed at the following intervals a for residual void content or noise absorption when the surface is new if the surface meets the requirements when new no further periodical testing is required if the surface does not meet the requirement when new it may do so subsequently because surfaces tend to become clogged and compacted with time b for texture depth TD when the surface is new when the noise testing starts NB at least four weeks after laying every twelve months thereafter Test surface design Area When designing the test track layout it is important to ensure that as a minimum requirement the area traversed by the vehicles running through the test strip is covered with the specified test material with suitable margins for safe and practical driving This will require that the width of the track is at least 3 m and the length of the track extends L 53 283 L 53 284 Official Journal of the European Union 21 2 2014 beyond lines AA and BB by at least 10 m at either end Figure Ap4 1 shows a plan of a suitable test site and indicates the minimum area which shall be machine laid and machine compacted with the specified
312. hin one second of the given time Vehicle speed variations greater than the tolerances such as may occur during gear changes are acceptable provided they occur for less than two seconds on any occasion Vehicle speeds lower than those prescribed are acceptable provided the vehicle is operated at maximum available power during such occurrences Figure 1 4 shows the range of acceptable vehicle speed tolerances for typical points Figure 1 4 Drivers trace allowable range ALLOWABLE RANGE SPEED TIME ALLOWABLE RANGE SPEED If the acceleration capability of the vehicle is not sufficient to carry out the acceleration phases or if the maximum design speed of the vehicle is lower than the prescribed cruising speed within the prescribed limits of tolerances the vehicle shall be driven with the throttle fully open until the set speed is reached or at the maximum design speed achievable with fully opened throttle during the time that the set speed exceeds the maximum design speed In both cases point 4 5 4 2 1 is not applicable The test cycle shall be carried on normally when the set speed is again lower than the maximum design speed of the vehicle 21 2 2014 21 2 2014 L 53 23 Official Journal of the European Union 4 5 4 2 3 4 5 4 2 4 4 5 5 4 5 5 1 4 5 5 1 1 4 5 5 1 2 4 5 5 1 3 4 5 5 1 4 4 5 5 1 5 4 5 5 2 4 5 5 2 1 4 5 5 2 1 1 If the period of deceleration is shorter than that prescrib
313. hybrid vehicle the tests shall be performed twice under the following conditions a condition A batteries shall be at their maximum state of charge if more than one hybrid mode is available the most electric hybrid mode shall be selected for the test b condition B batteries shall be at their minimum state of charge if more than one hybrid mode is available the most fuel consuming hybrid mode shall be selected for the test Results test report The test report drawn up for the purpose of issuing the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 shall indicate any circumstances and influences affecting the results of the measurements The values taken shall be rounded to the nearest decibel If the figure following the decimal point is 5 the total is rounded up Only measurements which vary by 2 0 dB A or less in two consecutive tests on the same side of the vehicle may be used for the purpose of issuing the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 To take account of inaccuracies 1 0 dB A shall be deducted from each value obtained in accordance with point 2 2 5 2 If the average of the four measurements does not exceed the maximum permissible level for the category of vehicle in question the limit laid down in point 2 2 1 will be deemed as being complied with This average value will const
314. ial Journal of the European Union Appendix 2 Method of measuring the electric energy consumption of a vehicle powered by an electric powertrain only 1 1 2 2 2 3 2 3 1 25 1 1 2 3 1 2 2 5 1 3 2 3 1 4 2 3 1 5 Test sequence Electric energy consumption of pure electric vehicles shall be determined according to the procedure for the type I test in Annex II in force at the time of the approval of the vehicle For this purpose a pure vehicle shall be classified according to its maximum attainable design vehicle speed If the vehicle has several driving modes which may be selected by the driver the operator shall select that which best matches the target curve Test method Principle The following test method shall be used for measuring of the electric energy consumption expressed in Wh km Table Ap2 1 Parameters units and accuracy of measurement 2 E Temperature K 1 1 Speed km h 1 percent 0 2 km h Energy Wh 0 2 percent Class 0 2 s according to IEC 7 687 International Electrotechnical Commission Test vehicle Condition of the vehicle The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres are at ambient temperature The viscosity of the oils for the mechanical moving parts shall conform to the vehicle manufacturer s spec ification The lighting signalling and auxiliary devices shall be off except those require
315. iameter shall be between 2 5 and 10 pm at the volumetric flow rate selected for sampling particulate mass emissions The pre classifier shall allow at least 99 percent of the mass concentration of 1 particles entering pre classifier to pass through the exit of the pre classifier at the volumetric flow rate selected for sampling particulate mass emissions However a sampling probe used as an appropriate size classification device such as that shown in Figure 1 6 is acceptable as an alternative to a separate pre classifier Sample pump and flow meter The sample gas flow measurement unit shall consist of pumps gas flow regulators and flow measuring units The temperature of the gas flow in the flow meter may not fluctuate by more than 3 K except during regeneration tests on vehicles equipped with periodically regenerating after treatment devices In addition the sample mass flow rate shall remain proportional to the total flow of diluted exhaust gas to within a tolerance of 5 percent of the particulate sample mass flow rate Should the volume of flow change unacceptably as a result of excessive filter loading the test shall be stopped When the test is repeated the rate of flow shall be decreased Filter and filter holder A valve shall be located downstream of the filter in the direction of flow The valve shall be responsive enough to open and close within one second of the start and end of the test It is recommended tha
316. ic drag Fg Set running resistance force on the chassis dynamometer Set running resistance force at reference speed on chassis dynamometer Fay Set running resistance force at the specified speed on the chassis dynamometer Total friction loss is Total friction loss at the reference speed Running resistance force Fio Running resistance force at the reference speed Braking force of the power absorbing unit Braking force of the power absorbing unit at reference speed 21 2 2014 Official Journal of the European Union L 53 51 oe HC Concentration of diluted gases expressed in the carbon equivalent corrected to ppm take account of diluent air Concentration of hydrocarbons expressed in carbon equivalent in sample ppm of diluent air collected in bag B HC Concentration of hydrocarbons expressed in the carbon equivalent in the sample ppm of diluent air collected in bag A HC Mass of hydrocarbon emitted during the test part mg km Temperature correction factor for rolling resistance my Kerb mass L category vehicle kg m Equivalent inertia mass of all the wheels kg my Equivalent inertia mass of all the rear wheel and L category vehicle parts rotating kg with wheel mgr Mass in running order of the L category vehicle plus mass of driver 75 kg kg my Rotating mass of the front wheel kg Myid Rider mass kg n Engine speed min L 53 52 Symbol
317. ic pressure fF 0 2 j Distance 0 1 percent 1m k Time 0 15 0 15 Test procedures Description of the type I test The test vehicle shall be subjected according to its category to test type I requirements as specified in this point 5 Type I test verifying the average emission of gaseous pollutants CO emissions and fuel consumption in a characteristic driving cycle The test shall be carried out by the method described in point 5 2 The gases shall be collected and analysed by the prescribed methods Number of tests The number of tests shall be determined as shown in figure 1 5 to describe the final measurement results for the first No 1 test to the third No 3 test and the gaseous pollutant carbon dioxide emission fuel energy consumption or electric range as laid down in Annex Ly represents the limit values to L as defined in Parts A B and C of Annex VI to Regulation EU 168 2013 In each test the masses of the carbon monoxide hydrocarbons nitrogen oxides carbon dioxide and the fuel consumed during the test shall be determined The mass of particulate matter shall be determined only for those sub categories referred to in Parts A and B of Annex VI to Regulation EU No 168 2013 see explanatory notes 8 and 9 at the end of Annex VIII to that Regulation 21 2 2014 21 2 2014 5 2 5 2 1 5 2 1 1 5 21 2 Official Journal of the European Union Figure 1 5 Fl
318. icate measurements of sufficient number to archive the necessary precision are taken in preference to single determinations 3 The actual sulphur content of the fuel used for the typ e I test shall be reported Even though oxidation stability is controlled it is likely to storage conditions and shelf life 5 FAME content to meet the specification of EN 14214 hat shelf life will be limited Advice shall be sought from the supplier as Oxidation stability can be demonstrated by EN ISO 12205 1995 or EN 14112 1996 This requirement shall be reviewed based on 19 evaluations of oxidative stability performance and test limits Type Liquefied petroleum gas LPG Parameter Test method Composition ISO 7941 C content percent Balance Balance 2 vol L 53 58 Official Journal of the European Union 21 2 2014 Type Liquefied petroleum gas LPG Parameter Unit Fuel A Test method C gt Cy percent max 2 vol Olefins percent max 12 vol Evaporation residue mg kg max 50 ISO 13757 or EN 15470 Water at 0 free EN 15469 Total sulphur content mg kg max 50 EN 24260 or ASTM 6667 Hydrogen sulphide none ISO 8819 Copper strip corrosion rating Class 1 class 1 ISO 6251 2 Odour characteristic characteristic Motor octane number min 89 min 89 EN 589 Annex B 1 Balance has to be read as follows balance 100 C3 lt gt
319. ied synthetic air see point 5 2 3 6 A calibration curve shall be established as described in point 5 2 3 1 to 5 2 3 3 Response factors of different hydrocarbons and recommended limits The response factor for a particular hydrocarbon species is the ratio of the FID C reading to the gas cylinder concentration expressed as ppm C4 The concentration of the test gas shall be at a level to give a response of approximately 80 percent of full scale deflection for the operating range The concentration shall be known to an accuracy of 2 percent in reference to a gravimetric standard expressed in volume In addition the gas cylinder shall be pre conditioned for 24 hours at a temperature of between 293 2 K and 303 2 K 20 C and 30 C Response factors shall be determined when introducing an analyser into service and thereafter at major service intervals The test gases to be used and the recommended response factors are Methane and purified air 1 00 lt Rf lt 1 15 or 1 00 lt Rf lt 1 05 for NG biomethane fuelled vehicles Propylene and purified air 0 90 lt Rf lt 1 00 Toluene and purified air 0 90 lt Rf lt 1 00 These are relative to a response factor Rf of 1 00 for propane and purified air Calibration and verification procedures of the particulate mass emissions measurement equipment Flow meter calibration The technical service shall check that a calibration certificate has been issued for the flow meter dem
320. in in particular the number and ratios of the gears of the transmission and final ratio number type and arrangement of exhaust systems exhaust system or silencer means a complete set of components necessary to limit the noise caused by a motorcycle engine and its exhaust original exhaust system or silencer means a system of the type fitted to the vehicle at the time of type approval or extension of type approval It may be that first fitted or a replacement non original exhaust system or silencer means a system of a type other than that fitted to the vehicle at the time of type approval or extension of type approval It may be used only as a replacement exhaust system or silencer exhaust systems of differing types means systems which are fundamentally different in one of the following ways systems comprising components bearing different factory markings or trademarks systems comprising any component made of materials of different characteristics comprising components which are of a different shape or size systems in which the operating principles of at least one component are different systems comprising components in different combinations component of an exhaust system means one of the individual components which together form the exhaust system e g exhaust pipe work the silencer proper and the air intake system air filter if any If the engine has to be equipped with an air intake syste
321. in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 or triggers an operation mode with significantly reduced torque as compared with normal operation 8 4 2 Vehicles fitted with compression ignition engines 8 4 2 1 After vehicle preconditioning in accordance with point 8 2 the test vehicle is driven in the applicable type I test The malfunction indicator shall activate before the end of this test under any of the conditions in points 8 4 2 2 to 8 4 2 5 The approval authority may substitute those conditions by others in accordance with point 8 4 2 5 However the total number of failures simulated shall not exceed four for the purposes of type approval 8 4 2 2 Replacement of a catalytic converter type where fitted with a deteriorated or defective catalytic converter or electronic simulation of a deteriorated or defective catalytic converter that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 8 4 2 3 Total removal of the particulate filter where fitted or replacement of the particulate filter with a defective particulate filter meeting the conditions laid down in point 8 4 2 2 that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 8 4 2 4 With reference to point 8 3 2 5 disconnection of any electronic fuel quantity and timing actuator in the fuelling system that
322. ind speed for gusts 5 m s average wind speed parallel 3 m s average wind speed perpendicular 2 m s maximum relative humidity 95 percent air temperature 278 2 to 308 2 Standard ambient conditions shall be as follows pressure Pp 100 kPa temperature Tp 293 2 relative air density dg 0 9197 air volumetric mass 1 189 kg m The relative air density when the vehicle is tested calculated in accordance with the formula Ap 7 1 shall not differ by more than 7 5 percent from the air density under the standard conditions The relative air density dy shall be calculated using the following formula Equation Ap 7 1 Pr duum FT T e Tr where d is the reference relative air density at reference conditions 1 189 kg m is the mean ambient pressure during the test in kPa Po is the reference ambient pressure 101 3 kPa is the mean ambient temperature during test in is the reference ambient temperature 293 2 L 53h51 L 53 122 3l 3 2 3 3 4 2 4 3 5 2 Official Journal of the European Union Condition of the test vehicle The test vehicle shall comply with the conditions described in point 1 of Appendix 8 When installing the measuring instruments on the test vehicle care shall be taken to minimise their effects on the distribution of the load across the wheels When installing the speed sensor outside the
323. ined as follows 6 8 1 1 and type 2 measuring base Equation 1 1 362 7 271 where 1 length of measuring 1 time 5 taken to travel along measuring base L 6 8 2 2 measuring base travelled along in a single direction Equation Ap1 2 lt lt where Equation Ap1 3 3 6 1 Va vehicle speed measured for each test run km h v where 1 length of measuring t time s taken to travel along measuring base L m L 53 291 L 53 292 Official Journal of the European Union 21 2 2014 6 8 3 3 measuring base 6 8 3 1 Measuring base consisting of two parts L see point 4 2 3 1 Equation Ap1 4 36 2 1 7 2 1 t t where L length of measuring base m t total time s needed to travel along both measuring bases L m 6 8 3 2 Measuring base coinciding with the total length of the annular test track see point 3 1 4 2 3 3 Equation Ap1 5 where Equation Ap1 6 3 6 L t Va vehicle speed measured km h v where L length of trajectory actually followed on the annular speed test track m t time s needed to complete a full lap Equation 1 7 where 3 number of laps ti time s needed to complete each lap k correction factor 1 00 lt 1 05 this factor is specific to the annular test track used and is determined experimentally in line with Appendi
324. ing in accordance with point 4 2 4 2 2 Equation Ap3 23 M Dove Day 0 Dav where M mass emission of CO in grams per kilometre M mass emission of CO in grams per kilometre with a fully charged electrical energy power storage device M mass emission of CO in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity Dove OVC range according to the procedure described in Appendix 3 3 D average distance between two battery recharges 4 km for an L category vehicle with an engine capacity of lt 150 cm 6km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h max 2 The fuel consumption values shall be Equation Ap3 24 C 100 and Equation Ap3 25 Cy 100 cj Di 1 100 km where and the actual distances driven in the tests performed under Conditions A point 4 2 and B point 4 3 respectively c and c test results determined in points 4 2 4 5 and 4 3 2 5 respectively The weighted fuel consumption values shall be calculated as follows For testing in accordance with point 4 2 4 2 1 Equation Ap3 26 D Day Day where C fuel consumption in 1 100 km L 53 228 Official Journal of the European Union 21 2 2014
325. ing of two appropriate type I test cycles is permitted 8 22 the request of the manufacturer alternative preconditioning methods may be used 8 3 Failure modes to be tested 8 3 1 For positive ignition propelled vehicles 8 3 1 1 Replacement of the catalytic converter type with a deteriorated or defective catalytic converter or electronic simulation of such a failure 8 3 1 2 Engine misfire conditions in line with those for misfire monitoring referred to in Annex II C11 to Regulation EU No 168 2013 8 3 1 3 Replacement of the oxygen sensor with a deteriorated or defective sensor or electronic simulation of such a failure 21 2 2014 21 2 2014 Official Journal of the European Union 8 3 1 4 Electrical disconnection of any other emission related component connected to a powertrain control unit engine control unit if active on the selected fuel type 8 3 1 5 Electrical disconnection of the electronic evaporative purge control device if equipped and if active on the selected fuel type For this specific failure mode the type I test need not be performed 8 3 2 For vehicles equipped with a compression ignition engine 8 3 2 1 Replacement of the catalytic converter type where fitted with a deteriorated or defective catalytic converter or electronic simulation of such a failure 8 3 2 2 Total removal of the particulate filter where fitted or where sensors are an integral part of the filter a defective fi
326. ining mixtures of propane C4H and purified synthetic air The true concentrations of a calibration gas shall be within 2 96 of the stated figures The accuracy of the diluted gases obtained when using a gas divider shall be to within 2 96 of the true value The concentrations specified in Appendix 1 may also be obtained by the use of a gas divider using synthetic air as the diluting gas Additional equipment The relative humidity in the test area shall be measurable to within 5 96 The pressure within the test area shall be measurable to within 0 1 kPa Alternative equipment At the request of the manufacturer and with the agreement of the approval authority the technical service may authorise the use of alternative equipment provided that it can be demonstrated that it gives equivalent results Test procedure Test preparation The vehicle is mechanically prepared before the test as follows a the exhaust system of the vehicle shall not exhibit any leaks b the vehicle may be steam cleaned before the test c the fuel tank of the vehicle shall be equipped with temperature sensors so that the temperature of the fuel and fuel vapour in the fuel tank can be measured when it is filled to 5096 2 of its rated capacity d additional fittings adaptors or devices may optionally be fitted to allow a complete draining of the fuel tank Alternatively the fuel tank may be evacuated by means of a pump or siphon that prevents
327. instruments where applicable Measurement procedure Measurement of the battery current shall start at the beginning of the test and end immediately after the vehicle has driven the complete driving cycle Separate values of Q shall be logged over the parts cold warm or phase 1 and if applicable phases 2 and 3 of the type I test cycle set out in Annex L 53 235 L 53 236 Official Journal of the European Union Appendix 3 3 Method of measuring the electric range of vehicles powered by an electric powertrain only or by a hybrid 32 electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain Measurement of the electric range The following test method set out in point 4 shall be used to measure the electric range expressed in km of vehicles powered by an electric power train only or the electric range and OVC range of vehicles powered by a hybrid electric powertrain with off vehicle charging OVC HEV as defined in Appendix 3 Parameters units and accuracy of measurements Parameters units and accuracy of measurements shall be as follows Table Ap3 3 1 Parameters units and accuracy of measurements Parameter Unit Accuracy Resolution Time 0 15 Distance 0 1 percent 1m Temperature 1 Test conditions Condition of the vehicle The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres are at the ambient temperature The
328. ion 2 0 15 According to manufacturer s 3 Steady speed 3 0 15 sd 4 Deceleration 4 15 10 5 Deceleration 10 0 K 9 clutch disengaged 6 Idling 5 0 165 5s K 7 Acceleration 6 0 32 According to manufacturer s 9 Deceleration 8 32 10 10 Deceleration 0 92 10 0 clutch disengaged 11 Idling 9 21 21 117 165 5s K 12 Acceleration 10 0 53 0 50 26 143 According to manufacturer s 14 Deceleration 12 50 35 JE 8 163 16 Deceleration 14 35 10 ZEN 185 17 Deceleration clutch 0 92 3 188 K 9 disengaged PM gears in neutral clutch engaged clutch disengaged 3 R40 test cycle tolerances The test cycle tolerances indicated in Figure Ap 6 4 for one elementary urban cycle of the ECE R40 test cycle shall be respected in principle during the whole test cycle 21 2 2014 Official Journal of the European Union L 53 81 Figure Ap6 4 ECE R40 based test cycle tolerances V km h K Declutching speed tolerance 1 km h and the time p e PM Neutral tolerance 1sec shall be combined SS R Idling geometrically for each common point shown 7 opposite 1 18 13 50 km Rx id 8 35 kmjh S 32 km h A Sst ace D 15 kmh pe j T 32 km h AY K JH nv 77 A 55 AM Time per operations w amp 1 sec arat 8 2 24 5 3 21 25 gt 43 7 1 2 345 6 7 s 9 12 05
329. ion frequency of 90 and a maximum torque of 50 Nm to cover the typical performance ranges of drivers A brake or a motor shall be attached to a drum below the rear wheel of the test vehicle to simulate the losses and inertia of the vehicle For vehicles equipped with a motor driving the front wheel an additional brake or an additional motor shall be attached to a drum below the front wheel simulating the losses and inertia of the vehicle If the assistance level of the vehicle is variable it shall be set to maximum assistance Peripheral devices powered by the power supply of the vehicle shall be dismounted or switched off If such devices are necessary for motor assistance they may remain powered on if the manufacturer has sufficiently justified this to the technical service and to the satisfaction of the approval authority Prior to start of the measurement the cadence of the test bench crank motor shall be swept from low to high cadence until a maximum mechanical output power is reached For this preconditioning a medium vehicle gear shall be used at an average test bench crank motor torque of 25 Nm Subsequently the test bench crank motor torque shall be varied to reach the maximum mechanical output of the motor After adjustment of the test bench crank motor torque the gear of the vehicle shall be adjusted for maximum output power The test bench crank motor conditions with maximum vehicle output power shall be reported and
330. ion manifold heater If series mounted yes if possible it shall be set in the most favourable position 3 Exhaust system Exhaust purifier Exhaust manifold Pipe work 2 If series mounted yes Silencer 2 Exhaust pipe 2 Exhaust brake 3 Electrical control device where fitted The complete air intake system shall be fitted as provided for the intended application where there is a risk of an appreciable effect on the engine power in the case of two stroke engines when the manufacturer requests that this should be done In other cases an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air filter 21 2 2014 Official Journal of the European Union L 53 309 5 Fuel injection system Upstream filter Filter Fuel supply pump and high pressure pump if applicable If series mounted yes High pressure lines Injector Air intake valve 5 where fitted Fuel pressure flow regulator where fitted 6 Maximum rotational speed or power governors If series mounted yes 7 Liquid cooling equipment Engine bonnet Bonnet air outlet Radiator Fan 3 Fan cowl If series mounted yes Water pump Thermostat 8 Air cooling Cowl Blower 6 7 If series mounted yes Cooling temperature regulating device s Auxiliary benc
331. ion of the gases collected and which withstands the temperature of these gases A heat exchanger capable of limiting the temperature variation of the diluted gases in the pump intake to 5 K shall be in operation throughout the test This exchanger shall be equipped with a preheating system capable of bringing the exchanger to its operating temperature with the tolerance of 5 K before the test begins A positive displacement pump shall be used to draw in the diluted exhaust mixture This pump shall be equipped with a motor with several strictly controlled uniform speeds The pump capacity shall be large enough to ensure the intake of the exhaust gases A device using a critical flow venturi CFV may also be used 21 2 2014 21 2 2014 4 5 3 5 4 5 3 6 4 5 3 7 4 5 3 8 4 5 3 9 4 5 3 10 4 5 3 10 1 4 5 3 10 2 4 5 3 11 4 5 3 12 4 5 3 12 1 4 5 3 12 1 1 4 5 3 12 1 1 1 4 5 3 12 1 1 2 4 5 3 12 1 2 4 5 3 12 1 2 1 4 5 3 12 1 2 2 Official Journal of the European Union A device T shall be used for the continuous recording of the temperature of the diluted exhaust mixture entering the pump Two gauges shall be used the first to ensure the pressure depression of the dilute exhaust mixture entering the pump relative to atmospheric pressure and the second to measure the dynamic pressure variation of the positive displacement pump A probe shall be located near to but outside the gas collecti
332. ion of the pollutant i in mg km with a fully charged electrical energy power storage device calculated in accordance with point 3 1 2 5 5 average mass emission of the pollutant i in mg km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with point 3 1 3 5 D electric range of the vehicle determined according to the procedure set out in Appendix 3 3 to Annex VII where the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode D average distance between two battery recharges as follows 4 km for a vehicle with an engine capacity lt 150 cm 6 km for a vehicle with an engine capacity gt 150 cm and Vmax lt 130 km h 10 km for a vehicle with an engine capacity gt 150 cm and Vmax gt 130 km h Testing in accordance with point 3 1 2 5 2 2 For communication the weighted values shall be calculated as follows Equation Ap11 3 Dove Dy My Dove Day where M mass emission of the pollutant i in mg km average mass emission of the pollutant i in mg km with a fully charged electrical energy power storage device calculated in accordance with point 3 1 2 5 5 average mass emission of the pollutant i in mg km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in a
333. is Appendix of the types of motorcycle for which the system s or component s is are intended the numbers or symbols specific to the type of engine and motorcycle shall be given 3 2 2 2 description of replacement exhaust system stating the relative position of each of its components together with the fitting instructions 3 2 2 3 drawings of each component to facilitate location and identification and statement of materials used These drawings shall also indicate the intended location of the mandatory component type approval mark 3 2 3 The applicant shall submit at request of the technical service 3 2 3 1 two samples of system for which component type approval is requested 3 2 3 2 an exhaust system conforming to that originally fitted to motorcycle when the information document according to the template referred to in Regulation EU No 168 2013 was issued 3 2 3 3 motorcycle representative of type to which replacement exhaust system is to be fitted supplied in such a condition that when fitted with a silencer of the same type as was originally fitted it meets the requirements of either of the following two sections 3 2 3 3 1 If the motorcycle referred to in point 3 2 3 3 is of a type which has been granted type approval pursuant to the provisions of this Appendix during the test in motion it may not exceed by more than 1 0 dB A the limit value laid down in point 2 1 1 during
334. is case point 3 8 is not applicable General conditions of type II emission testing A visual inspection of any emission control equipment shall be conducted prior to start of the type II emission test in order to check that the vehicle is complete in a satisfactory condition and that there are no leaks in the fuel air supply or exhaust systems The test vehicle shall be properly maintained and used The fuel used to conduct the type II test shall be the reference fuel specifications for which are given in Appendix 2 of Annex II in accordance with the requirements set out in Part B of Annex V of Regulation EU No 168 2013 During the test the environmental temperature shall be between 293 2 and 303 2 20 C and 30 C In the case of vehicles with manually operated or semi automatic shift gearboxes the test type II test shall be carried out with the gear lever in the neutral position and the clutch engaged In the case of vehicles with automatic shift gearboxes the idle type II test shall be carried out with the gear selector in either the neutral or the park position Where an automatic clutch is also fitted the driven axle shall be lifted up to a point at which the wheels can rotate freely The type II emission test shall be conducted immediately after the type I emission test In any event the engine shall be warmed up until all coolant and lubricant temperatures and lubricant pressure have reached equi libr
335. is expected that the tyre road noise levels measured on the test surface may increase slightly in the first 6 to 12 months after construction The surface will achieve its required characteristics at least four weeks after construction Stability over time is determined mainly by the polishing and compaction caused by vehicles driving on the surface It shall be periodically checked as stated in point 1 5 21 2 2014 21 2 2014 42 4 3 5 1 5 2 Official Journal of the European Union L 53 287 Maintenance of the surface Loose debris or dust which could significantly reduce the effective texture depth shall be removed from the surface Salt may alter the surface temporarily or even permanently in such a way as to increase noise and it is therefore not recommended that it be used for de icing Repaving the test area It is not necessary to repave more than the test strip 3 m wide in Figure Ap4 1 where vehicles are driving provided the area outside the strip met the residual void content or noise absorption requirements when it was measured Documentation of the surface and of tests performed on it Documentation of the test surface The following data shall be given in a document describing the test surface a the location of the test track b type of binder binder hardness type of aggregate maximum theoretical density of the concrete DR thickness of the wearing course and grading curve determined from cores fro
336. ise level the filter or silencer shall be regarded as part of the silencer and the requirements of point 2 4 will also apply to them Component type approval in respect of a non original exhaust system or components thereof as separate technical units for three wheel mopeds and tricycles This section applies to the component type approval as separate technical units of exhaust systems or components thereof intended to be fitted to one or more particular types of three wheel mopeds and tricycles as non original replacement parts 21 2 2014 21 2 2014 Official Journal of the European Union 3 1 3 2 3 22 1 3 22 2 3 2 2 3 3 2 5 3 2 5 1 3 2 3 2 3 2 3 3 3 2 3 3 1 3 2 3 3 2 3 2 3 4 3 3 3 4 3 4 1 3 5 Definition Non original replacement exhaust system or components thereof means any exhaust system component as defined in point 1 2 intended to be fitted to a three moped tricycle or quadricycle to replace that of the type fitted to the three wheel moped tricycle or quadricycle when the information document according to the template referred to in Article 27 4 Regulation EU No 168 2013 was issued Application for component type approval Applications for component type approval for replacement exhaust systems or components thereof as separate technical units shall be submitted by the manufacturer of the system or by his authorised repre sentative For each type of replacement
337. ith a maximum capacity of 401 and a filling time of not less than one second Pressure switch with an operating range of 0 05 to 2 5 bar Time delay switch Pulse counter Quick acting valve such as exhaust brake valve 60 mm in diameter operated by a pneumatic cylinder with an output of 120 N at 4 bar The response time for opening and closing must not exceed 0 5 second Exhaust gas evaluation Hexible hose Pressure gauge Diagram and markings A diagram and a cross sectional drawing indicating the dimensions of the exhaust system shall be annexed to the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 All original silencers shall bear at least the following the e mark followed by the reference to the country which granted the type approval the vehicle manufacturers name or trademark and the make and identifying part number This reference shall be legible indelible and visible in the position at which it is to be fitted 21 2 2014 21 2 2014 Official Journal of the European Union L 53 269 23 23 Any packing of original replacement silencer systems shall be marked legibly with the words original part and the make and type references linked with the e mark and also the reference to the country of origin 2 3 3 Intake silencer If the engine intake has to be fitted with an air filter or intake silencer in order
338. itioning at least two consecutive complete driving cycles shall be carried out without inter mediate soak using the applicable driving cycle and gear shifting prescriptions set out in point 4 5 5 of Annex Il Test results The test results fuel consumption C 1 100 km for liquid fuels or kg 100 km for gaseous fuels and CO emission M g km of this test shall be corrected in line with the energy balance AEpa of the battery of the vehicle The corrected values 1 100 km or kg 100 km and g km shall correspond to a zero energy balance 0 and shall be calculated using a correction coefficient determined by the manufacturer for storage systems other than electric batteries as follows shall represent AE the energy balance of the P storage electric energy storage device L 53 229 L 53 230 Official Journal of the European Union 21 2 2014 5 3 1 1 5 3 3 2231 5 3 3 2 5 3 3 3 5 3 4 5 3 4 1 The electricity balance Q Ah measured using procedure in Appendix 3 2 to this Appendix shall be used as a measure of the difference between the vehicle battery s energy content at the end of the cycle and that at the beginning of the cycle The electricity balance is to be determined separately for the individual parts 1 2 and 3 if applicable of the type I test cycle in Annex II the uncorrected measured values C and M may be taken as the test results under the following conditions
339. its but in limited quantities The test conditions selected such as the temperature of the induction air shall resemble the reference conditions see point 3 2 as closely as possible in order to reduce the correction factor The temperature of the engine induction air ambient air shall be measured at the most 0 15 m upstream of the air filter inlet or if there is no filter 0 15 m from the inlet air trumpet The thermometer or thermocouple shall be protected against heat radiation and be placed directly in the airstream It shall also be protected against vaporised fuel An adequate number of positions shall be used in order to yield a representative average inlet temperature No measurement shall be taken until the torque rate of rotation and temperatures have remained substantially constant for at least 30 seconds Once a rate of rotation has been selected for the measurements its value shall not vary by more than 2 Observed brake load and inlet air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values In the case of the brake load these values shall not vary by more than 2 Where an automatically triggered device is used to measure rotational speed and consumption the measurement shall last for at least ten seconds if the measuring device is manually controlled that period shall be at least 20 seconds The temperature of the liquid coolant recorded at the engine outlet
340. itute the result of the test If the average of four results of Condition A and if this average of four results of Condition B do not exceed the maximum permissible level for the category to which the hybrid vehicle being tested belongs the limits laid down in point 2 2 1 shall be deemed as being complied with The highest average value shall be taken as the result of the test Measurement of the noise of the stationary vehicle for testing the vehicle in use Sound pressure level in the immediate vicinity of the vehicle In order to facilitate subsequent noise tests on vehicles in use the sound pressure level in the immediate vicinity of the exhaust system outlet silencer shall also be measured in accordance with the following requirements the measurement being entered in the test report drawn up for the purpose of issuing the document according to the template referred to in Article 32 1 of Regulation EU No 168 2013 Measuring instruments A precision sound level meter conforming in accuracy to point 2 2 2 1 shall be used Conditions of measurement Condition of the vehicle Before the measurements are taken the vehicle engine shall be brought to normal operating temperature If the vehicle is fitted with fans with an automatic actuating mechanism this system shall not be interfered with during the noise measurements L 53 275 L 53 276 Official Journal of the European Union 2 3 3 2 2 3 3 3 2 3 4 2 3 4 1 2 3
341. ium at operational levels The exhaust outlets shall be provided with an air tight extension so that the sample probe used to collect exhaust gases may be inserted at least 60 cm into the exhaust outlet without increasing the back pressure of more than 125 mm H O and without disturbing operation of the vehicle This extension shall be so shaped as to avoid any appreciable dilution of exhaust gases in the air at the location of the sample probe Where a vehicle is equipped with an exhaust system with multiple outlets either these shall be joined to a common pipe or the carbon monoxide content shall be collected from each of them and an arithmetical average taken OJ L 141 6 6 2009 p 12 L 53 159 L 53 160 Official Journal of the European Union 21 2 2014 3 8 The emission test equipment and analysers to perform the type II testing shall be regularly calibrated and maintained A flame ionisation detection or NDIR analyser may be used for measuring hydrocarbons 3 9 The vehicles shall be tested with the fuel consuming engine running 3 9 1 The manufacturer shall provide a type II test service mode that makes it possible to inspect the vehicle for roadworthiness tests on a running fuel consuming engine in order to determine its performance in relation to the data collected Where this inspection requires a special procedure this shall be detailed in the service manual or equivalent media That special procedure shall not require
342. kg 5 kg For mopeds this tolerance is reduced to 2 kg Characteristics of the test track The tests shall be carried out on a road which allows the maximum vehicle speed to be maintained along a measurement base as defined in point 4 2 The acceleration track preceding the measuring base shall be of the same type surface and longitudinal profile and be sufficiently long for the vehicle to reach its maximum speed that is clean smooth dry and asphalted or surfaced in an equivalent manner having a longitudinal gradient of not more than 1 and a degree of banking of not more than 396 The variation in altitude between any two points on the test base shall not exceed 1 m L 53 289 L 53 290 Official Journal of the European Union 21 2 2014 42 The possible configurations for measuring base are illustrated in points 4 2 1 4 2 2 and 4 2 3 4 2 1 Figure Ap1 1 Type 1 L gt 20 _ _ 4 2 2 Figure 1 2 2 2 Dm lt 20 620 d 4 2 3 1 3 3 fp an ai L gt Ma 4 2 3 1 The two measuring bases L shall be equal in length and virtually parallel to each other 4 2 3 2 If both measuring bases are curvilinear in shape despite the requirements of point 4 1 3 the effects of centrifugal force shall be compensated for by the cross section of the bends 4 2 3 3 Instead o
343. km and Equation Ap3 21 m Dtest2 mg km where and the actual distances driven in the tests performed under Conditions A point 4 2 and point 4 3 respectively and m and m test results determined in points 4 2 4 5 and 4 3 2 5 respectively The weighted CO values shall be calculated as follows For testing in accordance with point 4 2 4 2 1 Equation Ap3 22 M De M Day Day where mass emission of CO in grams per kilometre 21 2 2014 21 2 2014 Official Journal of the European Union L 53 227 4 4 2 2 4 4 3 4 4 4 4 4 4 1 M mass emission of CO in grams per kilometre with a fully charged electrical energy power storage device M mass emission of CO in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D electric range of the vehicle determined according to the procedure described in Appendix 3 3 where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state D average distance between two battery recharges D 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h For test
344. l be corrected in accordance with point 6 2 Running resistance curve fitting The running resistance force F shall be calculated as follows The following equation shall be fitted to the data set of F and v obtained in points 4 and 6 1 respectively by linear regression to determine the coefficients fy and f Equation Ap7 7 F f f x v The coefficients f and f thus determined shall be corrected to the standard ambient conditions using the following equations Equation Ap7 8 fj fo 1 Ko Tr 21 2 2014 21 2 2014 Official Journal of the European Union L 53 125 Equation 7 9 T x exh where shall be determined on the basis of the empirical data for the particular vehicle and tyre tests or shall be assumed as follows if the information is not available 6 1073 7 6 3 Target running resistance force F for chassis dynamometer setting The target running resistance force F vg on the chassis dynamometer at the reference vehicle speed vo in Newton is determined using the following equation Equation Ap7 10 fp B x v L 53 126 Official Journal of the European Union Appendix 8 Road tests of L category vehicles equipped with two or more wheels on the powered axles for the INE 1 2 1 3 determination of test bench settings Preparation of the vehicle Running in The test vehicle shall be in normal running order and adjustment a
345. l vehicle operation alternative fuel vehicle means a vehicle designed to run on at least one type of fuel that is either gaseous at atmos pheric temperature and pressure or substantially non mineral oil derived flex fuel H9NG vehicle means a flex fuel vehicle designed to run on different mixtures of hydrogen and natural gas or biomethane parent vehicle means a vehicle that is representative of a propulsion family set out in Annex XI pollution control device type means a category of pollution control devices that are used to control pollutant emissions and that do not differ in their essential environmental performance and design character istics catalytic converter means an emission pollution control device which converts toxic by products of combustion in the ehaust of an engine to less toxic substances by means of catalysed chemical reactions catalytic converter type means a category of catalytic converters that do not differ as regards the following number of coated substrates structure and material b type of catalytic activity oxidising three way or of another type of catalytic activity c volume ratio of frontal area and substrate length d catalytic converter material content e catalytic converter material ratio 0 cell density g dimensions and shape h thermal protection Official Journal of the European Union 18 19 20 21
346. lable if necessary for calibration and operation Purified nitrogen purity lt 1 ppm lt 1 ppm lt 400 ppm lt 0 1 ppm NO Purified synthetic air purity lt 1 ppm lt 1 ppm lt 400 ppm lt 0 1 ppm NO oxygen content between 18 and 21 percent by volume Purified oxygen purity gt 99 5 percent vol O3 Purified hydrogen and mixture containing helium purity lt 1 ppm lt 400 ppm Carbon monoxide minimum purity 99 5 percent Propane minimum purity 99 5 percent L 53 35 L 53 36 5 2 3 6 2 5 2 3 6 5 2 4 5 2 4 1 5 2 4 2 5 2 4 3 5 2 4 4 5 2 4 5 Official Journal of the European Union Calibration and span gases Mixtures of gases with the following chemical compositions shall be available a C4Hg and purified synthetic air see point 5 2 3 5 1 b CO and purified nitrogen c CO and purified nitrogen d NO and purified nitrogen the amount of NO contained in this calibration gas shall not exceed 5 percent of the NO content The true concentration of a calibration gas shall be within 2 percent of the stated figure Calibration and verification of the dilution system The dilution system shall be calibrated and verified and shall comply with the requirements of Appendix 4 Test vehicle preconditioning The test vehicle shall be moved to the test area and the following operations performed The fuel tanks sh
347. lance are considered valid if the average result of the weighing is within 5 pg of the result from the previous weighing session The weighing chamber or room shall meet the following conditions during all filter conditioning and weighing operations Temperature maintained at 295 2 3 22 3 Relative humidity maintained at 45 8 percent Dew point maintained at 282 7 3 9 5 3 C It is recommended that temperature and humidity conditions be recorded along with sample and reference filter weights Buoyancy correction All filter weights shall be corrected for filter buoyancy in air The buoyancy correction depends on the density of the sample filter medium the density of air and the density of the calibration weight used to calibrate the balance The density of the air is dependent on the pressure temperature and humidity It is recommended that the temperature and dew point of the weighing environment be controlled to 295 2 1 K 22 C 1 C and 282 7 1 K 9 5 1 C respectively However the minimum requirements stated in point 4 5 3 12 1 3 4 1 will also result in an acceptable correction for buoyancy effects The correction for buoyancy shall be applied as follows Equation 2 1 Manco a pais Pweight 1 Pair Pmedia where Morr PM mass corrected for buoyancy Tgog PM mass uncorrected for buoyancy Pair density of air in balance environment Pweigh
348. lared by the manufacturer At the manufacturer s request additional test cycles may be run and their results included in the calculations in points 3 2 2 7 and 3 2 4 3 provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle 3 2 2 6 1 2 3 After each cycle a hot soak period of up to ten minutes is allowed The powertrain shall be switched off during this period 3 2 2 6 2 The vehicle shall be driven according to provisions of Appendix 6 3 2 2 6 3 The exhaust gases shall be analysed according to Annex II 3 2 217 The test results shall be compared to emission limits set out in Annex to Regulation EU No 168 2013 and the average emission of each pollutant expressed in mg km for Condition A shall be calculated The test result of each combined cycle run M multiplied by the appropriate deterioration and K factors shall be less than the emission limits in Part A or B of Annex VI to Regulation EU No 168 2013 For the purposes of the calculation in point 3 2 4 Mj shall be calculated according to Equation Ap11 1 3 2 3 Condition B 3 2 3 1 Conditioning of vehicle The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6 3 2 3 2 The electrical energy power storage device of the vehicle shall be discharged in accordance with point 3 2 2 2 3 2 3 3 After this preconditioning and
349. lated shall not exceed four for the purpose of type approval For bi fuelled gas vehicles both fuel types shall be used within the maximum of four simulated failures at the discretion of the approval authority 8 4 1 2 Replacement of a catalytic converter type with a deteriorated or defective catalytic converter or electronic simulation of a deteriorated or defective catalytic converter that results in emissions exceeding the THC OBD threshold or if applicable the NMHC OBD threshold in Part B of Annex VI to Regulation EU No 168 2013 8 4 1 3 An induced misfire condition in line with those for misfire monitoring referred to in Annex II C11 of Regulation EU No 168 2013 that results in emissions exceeding any of the OBD thresholds given in Part B of Annex VI to Regulation EU No 168 2013 8 4 1 4 Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a deteriorated or defective oxygen sensor that results in emissions exceeding any of OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 8 4 1 5 Electrical disconnection of the electronic evaporative purge control device if equipped and if active on the selected fuel type L 53 243 L 53 244 Official Journal of the European Union 8 4 1 6 Electrical disconnection of any other emission related powertrain component connected to a powertrain control unit engine control unit drive train control unit that results
350. le sub category Vehicle category name Applicable test procedure Lle A Powered cycle Lle B Two wheel moped Vmax lt 25 km h UNECE regulation No 63 Two wheel moped Vmax lt 45 km h max 7 L2e Three wheel moped UNECE regulation No 9 OJ L 317 14 11 2012 1 L 53 245 L 53 246 Vehicle sub category Official Journal of the European Union Vehicle category name 21 2 2014 Applicable test procedure L3e Two wheel motorcycle Engine capacity lt 80 cm Two wheel motorcycle 80 cm lt Engine capacity lt 3 175 41 Two wheel motorcycle Engine capacity gt 175 L4e Two wheel motorcycle with side car L5e A Tricycle UNECE regulation No 9 L5e B Commercial tricycle L6e A Light quad UNECE regulation No 63 L6e B Light mini car L7e A On road quad UNECE regulation No 9 L7e B All terrain vehicles L7e C Heavy mini car 3 Test vehicle 3 1 The test vehicles used for type VIII sound tests and in particular the noise abatement system and components shall be representative of the vehicle type with regard to the environmental performance produced in series and placed on the market The test vehicle shall be properly maintained and used 3 2 For vehicles propelled with compressed air the sound shall be measured at highest nominal storage pressure of the compressed air 0 15 96 21 2 2014 Official Journal of the European Union 1 2
351. le using the procedure in Appendix 3 2 and used to determine when the battery s minimum state of charge has been reached the battery s minimum state of charge is considered to have been reached in combined cycle N if the electricity balance measured during combined cycle N 1 is not more than a 3 percent discharge expressed as a percentage of the nominal capacity of the battery in Ah in its maximum state of charge as declared by the manufacturer At the manufacturer s request additional test cycles may be run and their results included in the calculations in points 4 2 4 5 and 4 4 provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle between each pair of cycles a hot soak period of up to ten minutes is allowed The powertrain shall be switched off during this period The vehicle shall be driven using the applicable driving cycle and gear shifting prescriptions as defined in appendix 9 to Annex II The exhaust gases shall be analysed according to Annex II in force at the time of approval of the vehicle The CO emission and fuel consumption results on the test cycle for Condition A shall be recorded m and c l respectively In the case of testing in accordance with point 4 2 4 2 1 m and c are the results of the single combined cycle run In the case of testing in accordance with point 4 2 4 2 2 m and c are the sums of the results of the N
352. le A Lle B L2e 15 L6e A and L6e B sub category vehicles and is equivalent to the vehicle speed trace WMTC stages 1 and 2 part 1 for class 1 vehicles driven once cold followed by the same vehicle speed driven with a warmed up propulsion The WMTC stage 3 for Lle A Lle B L2e L5e B L6e A and L6e B sub category vehicles lasts 1 200 seconds and consists of two equivalent parts to be carried out without interruption 3 2 The characteristic driving conditions idling acceleration steady speed deceleration etc of WMTC stage 3 for Lle A Lle B L2e L5e B L6e A and L6e B vehicles are set out in the following points and tables L 53 112 Official Journal of the European Union 21 2 2014 3 2 1 Table Ap6 27 stage 3 part 1 class 1 applicable for L1e A and L1e B v max lt 25 km h sub category vehicles cold warm 0 to 180s roller phase indicators roller phase indicators roller phase indicators time in s speed in time in 5 speed in time in 5 speed in oe eee ro gt gt 2 0 X 63 23 X 123 25 X L4 J o x qoe m ee q T P 5 xj j J 6e 93 ew j 6 0 x s aB ae e 8s E oo XT LL er gt o0
353. le speed shown in Table Ap2 2 is attained The 10th sub sub cycle shall be carried out at a steady speed according to the L category vehicle class as referred in Table Ap2 1 The 11th sub sub cycle shall begin with a maximum acceleration from stop point up to lap speed At halfway the brakes are applied normally until the test vehicle comes to a stop This shall be followed by an idle period of 15 seconds and a second maximum acceleration This completes one AMA sub cycle The schedule shall then be restarted from the beginning of the AMA sub cycle At the manufacturer s request and with the agreement of the approval authority an L category vehicle type may be placed in a higher class provided it is capable of complying with all aspects of the procedure for the higher class At the manufacturer s request and with the agreement of the approval authority should the L category vehicle be unable to attain the specified cycle speeds for that class the L category vehicle type shall be placed in a lower class If the vehicle is unable to achieve the cycle speeds required for this lower class it shall attain the highest possible speed during the test and full throttle shall be applied if necessary to attain that vehicle speed 21 2 2014 21 2 2014 Official Journal of the European Union ANNEX VII Test type VII requirements CO emissions fuel consumption electric energy consumption and electric range Appendix Number Appendix title Pag
354. le with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h For testing in accordance with point 3 2 3 2 2 Equation Ap3 16 Day EJ Doyc Day where E electric consumption Wh km E electric consumption Wh km with a fully charged electrical energy power storage device E electric consumption Wh km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity OVC range according to the procedure described in Appendix 3 3 D average distance between two battery recharges 4 km for an L category vehicle with an engine capacity of lt 150 cm 6km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h L 53 224 21 2 2014 Official Journal of the European Union 4 2 4 2 1 4 2 2 4 2 2 1 4 2 3 4 2 3 1 4 2 3 2 10km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h max Externally chargeable OVC HEV with an operating mode switch Two tests shall be performed under the following conditions Condition A test carried out with a fully charged electrical energy power storage device Condition B test carried out with an electrical energy power storage device in minimum state of charge maximum discharge of capacity
355. lencer and it meets the requirements of point 2 4 1 2 to 2 4 1 4 L 53 278 Official Journal of the European Union 2 4 1 2 2 4 1 3 2 4 1 3 1 2 4 1 3 2 2 4 1 3 3 2 4 1 4 2 4 1 4 1 2 4 1 4 1 1 2 4 1 4 1 2 2 4 1 4 1 3 2 4 1 4 1 4 2 4 1 4 2 2 4 1 4 2 1 2 4 1 4 2 2 2 4 1 4 2 3 After removal of the fibrous material the sound level shall comply with the requirements of point 2 2 1 The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and shall comply with the following requirements The material shall be heated at a temperature of 650 C 5 C for four hours in a furnace without reduction in the average length diameter or bulk density of the fibre After being heated at 923 2 5 K 650 5 C for one hour in a furnace at least 98 of the material shall be retained in a sieve of nominal mesh size 250 pm complying with technical standard ISO 3310 1 2000 when tested in accordance with ISO standard 2559 2011 The material shall lose no more than 10 5 96 of its weight after being soaked for 24 hours at 362 2 5 90 5 C in a synthetic condensate of the following composition 1N hydrobromic acid HBr 10 ml 1N sulphuric acid H SO 10 ml distilled water to make up to 1 000 ml Note The material shall be washed in distilled water and dried for one hour at 105 C before weighing Before the system is te
356. leration phase shall be kept for the following deceleration phase unless the speed drops below a downshift speed b no upshifts or downshifts by more than one gear except from gear 2 to neutral during decelerations down to stop c upshifts or downshifts for up to four seconds are replaced by the gear before if the gears before and after are identical e g 2 3 3 3 2 shall be replaced by 2 2 2 2 2 and 4 3 3 3 3 4 shall be replaced L 53 25 L 53 26 4 5 5 2 2 4 5 5 2 3 4 5 6 1 4 5 6 1 1 4 5 6 1 2 4 5 6 1 2 1 4 5 6 1 2 2 Official Journal of the European Union by 4 4 4 4 4 4 In the cases of consecutive circumstances the gear used longer takes over e g 2 2 2 3332222 3 3 3 will be replaced by 2 2 2 2 2 2 2 2 2 2 3 3 3 If used for the same time a series of succeeding gears shall take precedence over a series of preceding gears eg 2223 3 322 2333 will be replaced by 222222222 3 3 3 d no downshift during an acceleration phase Optional provisions The gear choice may be modified according to the following provisions The use of gears lower than those determined by the requirements described in point 4 5 5 2 1 is permitted in any cycle phase Manufacturers recommendations for gear use shall be followed if they do not result in gears higher than determined by the requirements of point 4 5 5 2 1 Optional provisions Note 5 The calculation programme to be found on the UN website at the following U
357. lied by the appropriate deterioration factor and K factors shall be less than the limits in Part A of Annex VI to Regulation EU No 168 2013 For the purposes of the calculation in point 3 1 4 Mj shall be defined as Equation Ap11 1 D Mii gt Mis 1 where pollutant a test cycle Condition B Conditioning of vehicle The vehicle shall be conditioned by driving the applicable type I driving cycle as set out in Appendix 6 L 53 141 L 53 142 3 1 3 2 31 5 5 3 1 3 4 3 1 3 4 1 3 1 3 4 2 3 1 3 4 3 3 1 3 4 4 3132 3 1 4 3 1 4 1 Official Journal of the European Union 21 2 2014 The electrical energy power storage device of the vehicle shall be discharged while driving on the test track on a chassis dynamometer etc a at a steady speed of 50 km h until the fuel consuming engine starts up or b if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run a at lower steady speed at which the engine does not start up for a defined time or distance to be determined by the technical service and the manufacturer or c in accordance with the manufacturers recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started After this preconditioning and before testing the vehicle shall be kept in a room in which the temperature remains relatively const
358. ll be deducted from each value obtained in accordance with point 2 1 5 2 2 1 5 4 If the average of the four measurements does not exceed maximum permissible level for category of moped in question the limits laid down in point 2 1 1 will be deemed as being complied with This average value shall be taken as the result of the test Figure Ap1 2 Test for vehicle in motion Microphone Microphone Figure Ap1 3 Test for stationary vehicle Test for stationary vehicle Height of centre of exhaust outlet min 0 2 m 21 2 2014 Official Journal of the European Union 2 2 2 2 1 223 2 2 3 1 2 2 3 2 2 2 3 3 2 2 4 2 2 4 1 2 2 4 2 Noise from stationary moped measuring conditions and method for testing of vehicle in use Sound pressure level in the immediate vicinity of the moped In order to facilitate subsequent noise tests on mopeds in use the sound pressure level in the immediate vicinity of the exhaust system outlet silencer shall be measured in accordance with the following require ments the result being entered in the test report drawn up for the purpose of issuing the document according to the template referred to in Article 32 1 of Regulation EU No 168 2013 Measuring instruments A precision sound level meter as defined in point 2 1 2 1 shall be used Conditions of measurement Condition of the moped Before the measurements are taken the moped engine shall be bro
359. ll be installed which can be preheated if necessary This filter shall consist of the following filters in sequence an optional activated charcoal filter inlet side and a high efficiency particulate air HEPA filter outlet side It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the charcoal filter if used The purpose of the charcoal filter is to reduce and stabilise the hydrocarbon concentrations of ambient emissions in the dilution air A transfer tube TT by which vehicle exhaust is admitted into a dilution tunnel DT in which the exhaust gas and dilution air are mixed homogeneously The positive displacement pump PDP producing a constant volume flow of the air exhaust gas mixture The PDP revolutions together with associated temperature and pressure measurement are used to determine the flow rate A heat exchanger HE of a capacity sufficient to ensure that throughout the test the temperature of the air exhaust gas mixture measured at a point immediately upstream of the positive displacement pump is within 6 K of the average operating temperature during the test This device shall not affect the pollutant concentrations of diluted gases taken off afterwards for analysis 21 2 2014 21 2 2014 Official Journal of the European Union L 53 69 1 4 1 5 A mixing chamber MC in which exhaust gas and air are mixed homogeneously and which may be located close to the vehicle so that t
360. ll be taken on each side of the motorcycle Positioning of the microphone The microphone shall be positioned 7 5 m 0 2 m from the reference line CC Figure Ap2 2 of the track and 1 2 m 0 1 m above ground level Conditions of operation The motorcycle shall approach line AA at an initial steady speed as specified in points 2 1 4 3 1 and 2 1 4 3 2 When the front of the motorcycle reaches line the throttle shall be fully opened as quickly as practically possible and kept in that position until the rear of the motorcycle reaches line the throttle shall then be returned as quickly as possible to the idle position For all measurements the motorcycle shall be ridden in a straight line over the acceleration section keeping the longitudinal median plane of the motorcycle as close as possible to line CC Motorcycles with non automatic gearboxes Approach speed The motorcycle shall approach line at a steady speed of 50 km h corresponding to an engine speed equal to 75 of the engine speed at which maximum net power is developed whichever is the lower 21 2 2014 2 1 4 3 1 2 2 1 4 3 1 2 1 2 1 4 3 1 2 2 2 1 4 3 1 2 3 2 1 4 3 1 2 4 2 1 4 3 2 2 1 4 3 2 1 2 1 4 3 2 1 1 2 1 4 3 2 2 2 1 4 3 2 2 1 2 1 4 3 2 2 2 2 1 4 4 2155 2 1 5 1 Official Journal of the European Union Selection of gear ratio Motorcycles fitted with a gearbox with four ratios or fewer w
361. llowing steps a full SRC LeCV sub cycle approximately 30 km shall be completed a test type I emission test may be performed if deemed necessary for statistical relevance any required maintenance shall be undertaken and the test vehicle may be refuelled the test vehicle shall be set to idle with the combustion engine running for a minimum of one hour with no user input propulsion of the test vehicle shall be turned he test vehicle shall be cooled down and soaked under ambient conditions for a minimum of six hours or four hours with a fan and lubrication oil at ambient temperature the vehicle may refuelled and mileage accumulation shall be resumed as required at lap 1 1 of the SRC LeCV sub cycle in Table Ap1 3 the SRC LeCV soak procedure shall not replace the regular soak time for type I emission tests laid down in Annex II The SRC LeCV soak procedure may be coordinated so as to be performed after each maintenance interval or after each emission laboratory test Test type V soak procedure for actual durability testing with full mileage accumulation During the full mileage accumulation phase set out in point 3 1 of Annex VI the test vehicles shall undergo a minimum number of soak procedures set out in Table Ap1 3 These procedures shall be evenly distributed over the accumulated mileage The number of soak procedures to be conducted during the full mileage accumulation phase shall be determin
362. llows 1 1 8900 016 for E5 petrol 1 1 8600 005 for diesel C4 5555 for LPG liquefied petroleum gas for NG natural gas and biomethane 1 27400 385 for ethanol E85 2 3 Description of tests for vehicles powered by an electric powertrain only 2 3 1 The technical service in charge of the tests shall conduct the measurement of the electric energy consumption according to the method and test cycle described in Appendix 6 to Annex IL 2 3 2 The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 3 3 2 3 2 1 The electric range measured by this method shall be the only one referred to in promotional material 2 3 2 2 Category Lle vehicles designed to pedal referred to in Article 2 94 shall be exempted from the electric range test 2 3 3 Electric energy consumption shall be expressed in Watt hours per kilometre Wh km and the range in kilo metres both rounded to the nearest whole number Mean value of G20 and G25 reference fuels at 288 2 15 C 21 2 2014 2 4 2 4 1 2 4 2 2 4 3 2 4 4 2 4 5 2 4 6 2 5 2 51 Official Journal of the European Union Description of tests for vehicles powered by a hybrid electric powertrain The technical service in charge of the tests shall measure the CO emissions and the electric energy consumption according to the test procedure described in Appendix 3
363. lly possible and kept in that position until the rear of the moped reaches line BB the throttle shall then be returned as quickly as possible to the idle position For all measurements the moped shall be ridden in a straight line over the acceleration section keeping the median longitudinal plane of the moped as close as possible to line CC Approach speed The moped shall approach line at a steady speed of 30 km h or at its top speed if this is less Selection of gear ratio If the moped is fitted with a manual shift gearbox the highest gear which allows it to cross line AA at a speed at least half the full power engine speed shall be selected If the moped has an automatic transmission it shall be ridden at the speeds indicated in 2 1 4 3 1 Results test report The test report according to the template referred to Article 32 1 to Regulation EU No 168 2013 drawn up for the purpose of issuing the document shall indicate any circumstances and factors affecting the measurements The measurements shall be rounded to the nearest decibel If the figure following the decimal point is between 0 and 4 the total is rounded down and if between 5 and 9 it is rounded up L 53 249 L 53 250 Official Journal of the European Union 21 2 2014 Only measurements which vary by 2 0 dB A or less in two consecutive tests on same side of moped shall be used 2 1 5 3 To take account of inaccuracies 1 0 dB A sha
364. lly regenerating emission control system The type approval may be extended to vehicles produced by the same manufacturer that are of the same type or of a type that differs with regard to the characteristics in Appendix 1 as referred to in points 4 1 1 to 4 1 6 without exceeding the propulsion family characteristics of Annex XI provided the CO emissions measured by the technical service do not exceed the type approved value by more than 4 percent where the same factor is applicable The type approval may also be extended to vehicles of the same type but with a different factor provided the corrected CO value measured by the technical service does not exceed the type approved value by more than 4 percent Vehicles powered by an electric powertrain only Extensions may be granted after agreement with the approval authority Vehicles powered by a hybrid electric powertrain The type approval may be extended to vehicles of the same type or of a type that differs with regard to the following characteristics in Appendix 3 provided the CO emissions and the electric energy consumption measured by the technical service do not exceed the type approved value by more than 4 percent reference mass maximum authorised mass type of bodywork type and number of propulsion batteries Where multiple batteries are fitted e g to extend the range extra polation of the measurement the base configuration taking into account the capaciti
365. lotted against accumulation distance shall be added to the test report The list with all the type I emission test results used to establish the best fit straight trend line shall be made available to the technical service upon request L 53 191 L 53 192 Official Journal of the European Union Figure A5 3 Theoretical example of the plotted type I total hydrocarbon THC emission test results the plotted type I THC Euro 4 test limit 170 mg km and the best fit straight trend line of a Euro 4 motorcycle L3e with Vmax gt 130 km h all versus accumulated mileage 10000 15000 20000 25000 30000 35000 40000 Accumulated mileage km THC measured mg km THC average mg km THC limit mg km Linear THC average mg km 3 2 4 5 Trend line parameters a x and b of the best fit straight lines and the calculated pollutant value at the end mileage 3 3 3 4 3 4 1 according to vehicle category shall be stated in the test report The graph for all emission constituents shall be plotted in the test report In the test report it shall also be stated which measurements were taken or witnessed by the technical service and which by the manufacturer The mathematical durability procedure L category vehicles using the mathematical durability procedure shall refer to point 3 c of Article 23 of Regulation EU No 168 2013 The emission results of the vehicle that has accumulated more than 100 km after it was first start
366. ls referred to in Article 35 of Regulation EU No 168 2013 for replacement pollution control devices which are of a type in the scope of Directive 2002 24 EC under the terms which originally applied National authorities shall prohibit the making available on the market or installation on a vehicle of such replacement pollution control device type unless they are of a type in respect of which a relevant type approval has been granted 3 A replacement pollution control device type intended to be fitted to a vehicle type approved in compliance with this Regulation shall be tested in accordance with Appendix 10 to Annex II and with Annex VI 4 Original equipment replacement pollution control devices which are of a type covered by this Regulation and which are intended to be fitted to a vehicle which the relevant whole vehicle type approval document refers to do not need to Official Journal of the European Union L 53 9 comply with the test requirements of Appendix 10 to Annex II provided they fulfil the requirements of point 4 of that Appendix CHAPTER V FINAL PROVISIONS Article 18 Amendment of Annex V to Regulation EU No 168 2013 Part A of Annex V to Regulation EU No 168 2013 is amended in accordance with Annex XII Article 19 Entry into force 1 This Regulation shall enter into force on the day following that of its publication in the Official Journal of the European Union 2 It shall apply from 1 January 2016 This Re
367. lter assembly 8 3 2 3 Electrical disconnection of any electronic fuel quantity and timing actuator in the fuelling system 8 3 2 4 Electrical disconnection of any other emission related or functional safety relevant component connected to any control unit of the powertrain the propulsion units or the drive train 8 3 2 5 In meeting the requirements of points 8 3 2 3 and 8 3 2 4 and with the agreement of the approval authority the manufacturer shall take appropriate steps to demonstrate that the OBD system will indicate a fault when disconnection occurs 8 3 3 The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler where fitted are detected by the OBD system during its approval test 8 3 4 Any powertrain malfunction that triggers any operating mode which significantly reduces engine torque i e by 10 or more in normal operation shall be detected and reported by the powertrain engine control system 8 4 OBD system environmental verification tests 8 4 1 Vehicles fitted with positive ignition engines 8 4 1 1 After vehicle preconditioning in accordance with point 8 2 the test vehicle is driven over the appropriate type I test The malfunction indicator shall activate before the end of this test under any of the conditions given in points 8 4 1 2 to 8 4 1 6 The approval authority may substitute those conditions with others in accordance with point 8 4 1 6 However the total number of failures simu
368. lutant and CO emission measurements as well as for the energy efficiency measurements fuel energy consumption and electric range laid down in Annex VII Chassis dynamometer with polygonal function In the case of a chassis dynamometer with polygonal function in which the absorption characteristics are determined by load values at several speed points at least three specified speeds including the reference speed shall be chosen as the setting points At each setting point the chassis dynamometer shall be set to the value Fpau vj obtained in point 5 2 2 2 4 Chassis dynamometer with coefficient control In the case of a chassis dynamometer with coefficient control in which the absorption characteristics are determined by given coefficients of a polynomial function the value of Fpau vj at each specified speed shall be calculated by the procedure in point 5 2 2 2 Assuming the load characteristics to be Equation 2 20 axvetbxvte where the coefficients a b and shall be determined by the polynomial regression method The chassis dynamometer shall be set to the coefficients a b and c obtained by the polynomial regression method Chassis dynamometer with F polygonal digital setter In the case of a chassis dynamometer with a polygonal digital setter where a central processor unit is incorporated in the system Fis input directly and and Fpau are automatically measured and calculated to set the chassis
369. lx 35 x x 43 25 X 104 25 X 164 X 3 3 x 3 x 36 2 x 23 x L5 x 47 25 X 108 25 X 168 X 48 25 X 109 25 X 169 X 49 25 X 110 25 170 X 30 2 x u os im o LXI 51 25 X 112 25 172 X 52 25 X 113 25 173 X 53 25 X 114 25 174 X 534 3 LX us i 1X1 55 25 X 116 24 7 X 176 X 56 25 X 117 25 X 177 X 118 X 178 X X T 9 X 21 2 2014 Official Journal of the European Union L 53 113 3 2 2 Table Ap6 28 stage 3 part 1 class 1 applicable for L1e A and L1e B warm 181 to 360s lt 25 km h sub category vehicles cold max 7 roller phase indicators roller phase indicators roller phase indicators time in s p in time in s jen in time in s speed in mST T RR RISE T BR lt IET UE ERU SED gt i o se gt gt 183 X 243 25 303 25 X i5 04 x 2 l J 25 X 186 eo ERES OSEE EXE An Sars qp 307 55 Saab see 188 248 ns Xf 308 25 189 167 245 172 _ 30 2 f 190 23 x 137 2 191 248 x 57253 103 TT 192 235 ee 193 25 _ 25
370. ly chargeable Operating mode switch OVC externally chargeable HEV without an operating mode switch Two type I tests shall be performed under the following conditions a condition A the test shall be carried out with a fully charged electrical energy power storage device b condition B the test shall be carried out with an electrical energy power storage device in minimum state of charge maximum discharge of capacity The profile of the state of charge SOC of the electrical energy power storage device at different stages of the test is set out in Appendix 3 1 Condition A The procedure shall start with the discharge of the electrical energy power storage device in accordance with point 3 2 1 1 Discharge of the electrical energy power storage device The electrical energy power storage device of the vehicle is discharged while driving on the test track on a chassis dynamometer etc in any of the following conditions at a steady speed of 50 km h until the fuel consuming engine starts up if a vehicle cannot reach a steady speed of 50 km h without fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manu facturer to the satisfaction of the approval authority in accordance with the manufacturer s recommendation 2
371. ly with the limits in Parts Al and A2 of Annex VI to Regulation EU No 168 2013 whichever is applicable in accordance with Annex IV to Regulation EU No 168 2013 Externally chargeable vehicles OVC HEVs without an operating mode switch Two tests shall be performed under the following conditions a condition A the test shall be carried out with a fully charged electrical energy power storage device b condition B the test shall be carried out with an electrical energy power storage device in minimum state of charge maximum discharge of capacity The profile of the state of charge SOC of the electrical energy power storage device during different stages of the test is given in Appendix 3 1 to Annex VII Condition A The procedure shall start with the discharge of the electrical energy power storage device of the vehicle while driving on the test track on a chassis dynamometer etc in any of the following conditions L 53 140 31 2 2 3 1 2 3 3 1 2 4 3 1 2 5 3 1 2 5 1 3 1 2 5 2 Official Journal of the European Union 21 2 2014 a at a steady speed of 50 km h until the fuel consuming engine starts up b if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the m
372. m air filter or intake noise absorber in order to comply with permissible noise levels the filter or the absorber shall be treated as components having the same importance as the exhaust system Component type approval in respect of the sound level and original exhaust system as a separate technical unit of a type of motorcycle Noise of the motorcycle in motion measuring conditions and method for testing of the vehicle during component type approval 21 2 2014 21 2 2014 2 1 2 2 1 241 2 1 2 2 2 1 5 2 1 3 1 21 32 2 1 3 3 Official Journal of the European Union Limits see Part D of Annex VI to Regulation EU No 168 2013 Measuring instruments Acoustic measurements The apparatus used for measuring the sound level shall be a precision sound level meter of the type described in International Electro technical Commission IEC publication 179 Precision sound level meters second edition Measurements shall be taken using the fast response and the A weighting also described in that publication At the beginning and end of each series of measurements the sound level meter shall be calibrated in accordance with the manufacturer s instructions using an appropriate noise source e g piston phone Speed measurements Engine speed and motorcycle speed on the test track shall be determined to within 3 Conditions of measurement Condition of the motorcycle During the measurements the motorcy
373. m at a frequency of at least once per minute The accuracy of the temperature recording system shall be within 1 7 and capable of resolving temperatures to 0 5 K The recording or data processing system shall be capable of resolving time to 15 seconds Fans It shall be possible to reduce the hydrocarbon concentration in the chamber to the ambient hydrocarbon level by using one or more fans or blowers with the SHED door s open The chamber shall have one or more fans or blowers of likely capacity 0 1 to 0 5 m s with which to thoroughly mix the atmosphere in the enclosure It shall be possible to attain an even temperature and hydrocarbon concentration in the chamber during measurements The vehicle in the enclosure shall not be subjected to a direct stream of air from the fans or blowers Gases The following pure gases shall be available for calibration and operation a purified synthetic air purity 1 ppm C equivalent 1 ppm CO 400 ppm CO 0 1 ppm NO oxygen content between 18 and 21 by volume b hydrocarbon analyser fuel gas 40 2 hydrogen and balance helium with less than 1 ppm equivalent hydrocarbon less than 400 ppm CO c propane 99 5 minimum purity 21 2 2014 21 2 2014 Official Journal of the European Union L 53 177 4 8 4 8 1 4 9 4 9 1 5 1 5 1 1 5 2 5 2 1 5 3 5 5 1 1 5 3 1 2 5 5 1 5 Calibration and span gases shall be available conta
374. m capacity shall be used for this test procedure The battery shall be fully charged using the charger to be specified by the vehicle manufacturer One motor of the test bench shall be attached to the crank or crank axis of the test vehicle This test bench crank motor shall simulate the driving action of the rider and shall be capable of running variable rotation speeds and torques It shall reach a rotation frequency of 90 rpm and a maximum continuous rated torque of 50 Nm A brake or a motor simulating the losses and inertia of the vehicle shall be attached to a drum below the rear wheel of the test vehicle For vehicles equipped with a motor driving the front wheel an additional brake or an additional motor shall be attached to a drum below the front wheel simulating the losses and inertia of the vehicle If the assistance level of the vehicle is variable it has to be set to maximum assistance The following points of operation shall be tested Table Ap4 1 Operation points to test the maximum assistance factor 80 60 120 70 160 80 If the target vehicle speed cannot be reached measurement shall be performed at the maximum vehicle speed reached 3 select gear closest to required rpm rate for the point of operation The maximum assistance factor shall be calculated according to the following formula Equation Ap4 1 mechanical motor power of test vehicle As
375. m the test track c method of compaction e g type of roller roller mass number of passes d temperature of the mix temperature of the ambient air and wind speed during laying of the surface e date when the surface was laid and identity of contractor f all or at least the latest test results including i the residual void content of each core ii the locations in the test area from which the cores for void measurement were taken 11 the noise absorption coefficient of each core if measured specifying the results both for each core and each frequency range as well as the overall average iv the locations in the test area from which the cores for absorption measurement were taken a texture depth including the number of tests and standard deviation vi the institution responsible for tests i and iii and the type of equipment used vii date of the test s and date when the cores were taken from the test track Documentation of vehicle noise tests In the document describing the vehicle noise test s it shall be stated whether all the requirements were fulfilled or not Reference shall be made to a document in accordance with point 5 1 1 53 288 Official Journal of the European Union 21 2 2014 ANNEX X Testing procedures and technical requirements as regards propulsion unit performance Appendix m uber Appendix title Page 1 Requirements concerning method for measuring the maximum design 289 v
376. maximum noise level expressed in A weighted decibels dB A shall be measured during the period of operation laid down in point 2 2 4 3 At least three measurements shall be taken at each measuring point Positioning of the microphone Figure Ap1 3 The microphone shall be positioned level with the exhaust outlet or 0 2 m above the surface of the track whichever is higher The microphone diaphragm shall face towards the exhaust outlet at a distance of 0 5 m from it The axis of maximum sensitivity of the microphone shall be parallel to the surface of the track at an angle of 45 10 to the vertical plane of the direction of the exhaust emissions In relation to this vertical plane the microphone shall be positioned on the side on which there is the maximum possible distance between the microphone and the outline of the moped handlebars excluded If the exhaust system has more than one outlet at centres less than 0 3 m apart the microphone shall face the outlet which is nearest the moped handlebars excluded or the outlet which is highest above the surface of the track If the centres of the outlets are more than 0 3 m apart separate measurements shall be taken for each of them the highest figure recorded being taken as the test value L 53 251 L 53 252 Official Journal of the European Union 21 2 2014 2 2 4 3 2 2 5 2 2 5 1 2 2 5 2 2 2 5 3 2 3 2 5 1 is 2 3 1 2 2 3 1 3 2 3 1 3 2313 2 2 3 1 3 3
377. ment exhaust system or components thereof means any exhaust system component as defined in point 1 2 intended to be fitted to a moped to replace that of the type fitted to the moped when the information document provided for in Article 27 4 of Regulation EU No 168 2013 was issued Application for component type approval Applications for component type approval for replacement exhaust systems or components thereof as separate technical units shall be submitted by the manufacturer of the system or by his authorised repre sentative For each type of replacement exhaust system or components thereof for which approval is requested the component type approval application shall be accompanied by the following documents in triplicate and by the following particulars description in respect of the characteristics referred to in point 1 1 of the types of moped for which the system s or component s is are intended the numbers or symbols specific to the type of engine and moped shall be given description of the replacement exhaust system stating the relative position of each of its components together with the fitting instructions drawings of each component to facilitate location and identification and statement of materials used These drawings shall also indicate the intended location of the mandatory component type approval mark The applicant shall submit at the request of the technical service two samples of the system for which compo
378. minimum accuracy of 0 5 percent of the measured value or 0 1 percent of the maximum value of the scale Original equipment manufacturer diagnostic testers are not to be used for the purpose of this test The current transducer shall be fitted on one of the wires directly connected to the battery To make it easier to measure the battery current with external equipment the manufacturer shall integrate appropriate safe and accessible connection points in the vehicle If that is not feasible the manufacturer is obliged to support the technical service by providing the means to connect a current transducer to the wires connected to the battery as described in point 2 1 The output of the current transducer shall be sampled with a minimum sample frequency of 5 Hz The measured current shall be integrated over time yielding the measured value of Q expressed in Ampere hours Ah The temperature at the location of the sensor shall be measured and sampled with the same sample frequency as the current so that this value can be used for possible compensation of the drift of current transducers and if applicable the voltage transducer used to convert the output of the current transducer The technical service shall be provided with a list of the instrumentation manufacturer model number serial number used by the manufacturer for determining the correction factors Kg and set out in Appendix 3 and the last calibration dates of the
379. mple Lle B low speed moped and L1e B high speed moped actual vs target vehicle speeds Vehicle No 1 Vehicle No 2 Lap Sub lap Action Target vehicle Delta vehicle Actual vehicle Actual vehicle speed in km h speed in km h speed in km h speed in km h LL Stop amp Idle 10 Accelerate 35 25 35 e e 2nd 1 4 Decelerate 15 10 20 5 55 1 4 Decelerate 15 10 20 Is Cruise 45 25 45 4th 1 4 eo L1 Is gt gt A table of target vehicle speeds shall be prepared indicating nominal target vehicle speeds set out in Tables 1 3 and Ap 4 and the attainable target vehicle speeds of the vehicle in a format preferred by the manu facturer to the satisfaction of the approval authority In accordance with point 2 2 5 quarter divisions of the lap length shall be marked or identified on the test track or road or a system shall be used to indicate the distance being passed on the chassis dynamometer After each sub lap is passed the required list of actions of Tables Ap1 3 and Ap 4 shall be performed in order and in accordance with point 2 7 regarding the general driving instructions to or at the next target vehicle speed The maximum attained vehicle speed may deviate from the maximum design vehicle speed depending on the type of acceleration required and track conditions Therefore during the test the actual attained vehicle speeds shall be
380. mple from cycle part 1 21 2 2014 21 2 2014 42 43 Official Journal of the European Union L 53 135 Figure Ap9 2 Example for modified phase indicators phase indicators vehicle speed in km h 4 mode definition see table 13 time in 5 Calculation example An example of input data necessary for the calculation of shift speeds is shown in Table Ap 9 2 The upshift speeds for acceleration phases for first gear and higher gears are calculated using Equations 9 1 and 9 2 The denormalisation of engine speeds can be performed using the equation n norm x s The downshift speeds for deceleration phases can be calculated using Equations 9 3 and 9 4 The ndv values in Table Ap 9 2 can be used as gear ratios These values can also be used to calculate the corresponding vehicle speeds vehicle shift speed in gear i engine shift speed in gear i ndvi The results are shown in Tables Ap9 3 and Ap9 4 Additional analyses and calculations were conducted to investigate whether these gearshift algorithms could be simplified and in particular whether engine shift speeds could be replaced by vehicle shift speeds The analysis showed that vehicle speeds could not be brought in line with the gearshift behaviour of the in use data Table Ap9 2 Input data for the calculation of engine and vehicle shift speeds Item Input data Engine capacity in cm 600 Pn in kw 72 mk in kg 199 s in
381. mption correction coefficient defined by the manufacturer The fuel consumption correction coefficient shall be determined from a set of n measurements which shall contain at least one measurement with Q lt 0 and at least one with gt 0 If this second measurement cannot be taken on the driving cycle used in this test the technical service shall judge the statistical significance of the extrapolation necessary to determine the fuel consumption value at 0 to the satisfaction of the approval authority The fuel consumption correction coefficient shall be defined as Equation Ap3 38 n DQG 519 EG X Q X Q2 in 0 100 km Ab where 1 fuel consumption measured during i th manufacturer s test 100 km for liquid fuels and kg 100 km for gaseous fuels Qi electricity balance measured during i th manufacturer s test Ah number of data 5 The fuel consumption correction coefficient shall be rounded to four significant figures e g 0 xxxx The statistical significance of the fuel consumption correction coefficient shall be judged by the technical service to the satisfaction of the approval authority 21 2 2014 Official Journal of the European Union L 53 233 6 3 3 3 6 3 4 6 3 4 1 6 3 4 2 6 3 5 6 3 5 1 6 3 5 2 6 3 5 3 6 3 6 6 3 6 1 6 3 6 2 Separate fuel consumption correction coefficients shall be determined fo
382. n on the tank surface for at least 450 hours Alternatively the non metallic fuel tank may be exposed to direct natural sunlight for an equivalent period of time as long as it is ensured that it is exposed to at least 450 daylight hours Slosh testing A slosh test shall be conducted by filling the non metallic fuel tank to 40 percent of its capacity with the reference fuel set out in Appendix 2 to Annex II or with a commercial premium grade fuel at the choice of the manufacturer and to the satisfaction of the approval authority The fuel tank assembly shall be rocked at a rate of 15 cycles per minute until one million total cycles are reached An angle deviation of 15 to 15 from level shall be used and the slosh test shall be conducted at an ambient temperature of 301 2 5 28 5 C Final fuel tank durability test results Following the durability testing the fuel tank shall be soaked according to the requirements of point 3 to ensure that the permeation rate is stable The period of slosh testing and the period of ultraviolet testing may be considered to be part of this soak provided that the soak begins immediately after the slosh testing To determine the final permeation rate the fuel tank shall be drained and refilled with fresh test fuel as set out in Appendix 2 to Annex II The permeation test run laid down in point 4 shall be repeated immediately after this soak period The same test fuel requirement shall be used for this p
383. n a tolerance of 5 percent of the particulate sample flow rate L 53 17 L 53 18 4 5 3 12 1 2 3 4 5 3 12 1 2 4 4 5 3 12 1 2 5 4 5 3 12 1 2 6 4 5 3 12 1 3 4 5 3 12 1 3 1 4 5 3 12 1 3 1 1 4 5 3 12 1 3 1 2 4 5 3 12 1 3 1 3 4 5 3 12 1 3 1 4 4 5 3 12 1 3 2 4 5 3 12 1 3 2 1 4 5 3 12 1 3 2 2 4 5 3 12 1 3 3 4 5 3 12 1 3 3 1 4 5 3 12 1 3 3 2 Official Journal of the European Union The sampled dilute exhaust gas shall be maintained at a temperature below 325 2 K 52 C within 20 cm upstream or downstream of the particulate filter face except in the case of a regeneration test where the temperature shall be below 465 2 K 192 C The particulate sample shall be collected on a single filter mounted in a holder in the sampled diluted exhaust gas flow All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder which are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alteration of the particulates All parts shall be made of electrically conductive materials that do not react with exhaust gas components and shall be electrically grounded to prevent electrostatic effects If it is not possible to compensate for variations in the flow rate provision shall be made for a heat exchanger and a temperature control device as specified in Appendix 4 so as to ensure that the flow rate in the system is constant and the sampling r
384. n minute speed may be used instead For externally chargeable hybrid electric vehicles OVC HEV without an operating mode switch as defined in Appendix 3 The manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric operating state The procedure shall start with the discharge of the electrical energy power storage device of the vehicle while driving on the test track on a chassis dynamometer etc in any of the following conditions at a steady speed of 50 km h until the fuel consuming engine of the HEV starts up if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manufacturer to the satisfaction of the approval authority in accordance with the manufacturer s recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started For externally chargeable hybrid electric vehicles OVC HEV with an operating mode switch as defined in Appendix 3 If the mode switch does not have a pure electric position the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric operating state L 53 237 L 53 238 Official Journal of the European Union
385. n testing tricycles with two front wheels or quadricycles 4 5 2 2 The dynamometer shall be equipped with a roller revolution counter for measuring actual distance travelled 4 5 2 3 Dynamometer flywheels or other means shall be used to simulate the inertia specified in point 5 2 2 4 5 2 4 The dynamometer rollers shall be clean dry and free from anything which might cause the tyre to slip 4 5 2 5 Cooling fan specifications as follows 4 5 2 5 1 Throughout test a variable speed cooling blower fan shall be positioned in front of the vehicle so as to direct the cooling air onto it in a manner that simulates actual operating conditions The blower speed shall be such that within the operating range of 10 to 50 km h the linear velocity of the air at the blower outlet is within 5 km h of the corresponding roller speed At the range of over 50 km h the linear velocity of the air shall be within 10 percent At roller speeds of less than 10 km h air velocity may be zero L 53 16 4 5 2 5 2 4 5 2 5 3 4 5 2 6 4 5 3 4 5 3 1 4 5 3 2 4 5 3 3 4 5 3 4 Official Journal of the European Union The air velocity referred to in point 4 5 2 5 1 shall be determined as an averaged value of nine measuring points which are located at the centre of each rectangle dividing the whole of the blower outlet into nine areas dividing both horizontal and vertical sides of the blower outlet into three equal parts The value at
386. n to below the target vehicle speed is permitted in order to ensure that actions are performed fully Gear changes should be carried out according to the guidance laid down in point 4 5 5 of Appendix 9 of Annex II Alternatively guidance provided by the manufacturer to the consumer may be used if approved by the approval authority Where the test vehicle cannot reach the target vehicle speeds set out in the applicable SRC LeCV it shall be operated at wide open throttle and using other available options to attain maximum design speed SRC LeCV test steps The SRC LeCV test shall consist of the following steps the maximum design speed of the vehicle and either the engine capacity or net power as applicable shall be obtained the required SRC LeCV shall be selected from Table Ap1 1 and the required target vehicle speeds and detailed driving instructions from Table Ap1 3 the column decelerate by shall indicate the delta vehicle speed to be subtracted either from the previously attained target vehicle speed or from the maximum design vehicle speed whichever is lower Example lap 1 vehicle No 1 Lle B low speed moped with maximum design vehicle speed of 25 km h subject to SRC LeCV No 1 vehicle No 2 Lle B high speed moped with maximum design vehicle speed of 45 km h subject to SRC LeCV No 1 L 53 197 L 53 198 2 8 4 2 8 5 2 8 6 2 8 7 2 8 8 Official Journal of the European Union Table Ap1 2 Exa
387. nce of the propulsion units as regards the following conditions a the maximum design vehicle speed s b the maximum continuous rated torque or maximum net torque the maximum continuous rated power the maximum net power d the maximum total torque and power in the case of a hybrid application 44 propulsion type means the propulsion units whose char acteristics do not differ in any fundamental respect as regards maximum design vehicle speed maximum net power maximum continuous rated power and maximum torque 45 net power means the power available on the test bench at the end of the crankshaft or equivalent component of the propulsion unit at the rotation speeds measured by the manufacturer at type approval together with the acces sories listed in Tables Ap2 1 1 or Ap2 2 1 of Appendix 2 of Annex X and taking into account the efficiency of the gearbox where the net power can only be measured with the gearbox fitted to the propulsion 46 maximum net power means the maximum net power output from propulsion units that include one or more combustion engines under full engine load operation 47 maximum torque means the maximum torque value measured under full engine load operation 48 accessories means all apparatus and devices listed in Table Ap2 1 1 or Ap2 2 1 of Annex X CHAPTER II OBLIGATIONS OF THE MANUFACTURER REGARDING THE ENVIRONMENTAL PERFORMANCE OF VEHICLES
388. nd the applicable test cycle shall also be used for vehicle pre conditioning Three consecutive cycles shall be driven The dynamometer setting shall be indicated as in point 4 5 6 At the request of the manufacturer vehicles fitted with indirect injection positive ignition engines may be preconditioned with one Part One one Part Two and two Part Three driving cycles if applicable from the WMTC In a test facility where a test on a low particulate emitting vehicle could be contaminated by residue from a previous test on a high particulate emitting vehicle it is recommended that in order to pre condition the sampling equipment the low particulate emitting vehicle undergo a 20 minute 120 km h steady state drive cycle or at 70 of the maximum design speed for vehicles not capable of attaining 120 km h followed by three consecutive Part Two or Part Three WMTC cycles if feasible After this preconditioning and before testing vehicles shall be kept in a room in which the temperature remains relatively constant between 293 2 K and 303 2 K 20 C and 30 C This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant if any are within 2 K of the temperature of the room If the manufacturer so requests the test shall be carried out not later than 30 hours after the vehicle has been run at its normal temperature 21 2 2014 21 2 2014 5 2 4 6 5 2 5 5 2 5 1 5 2 51 5 2 5
389. nent type approval is requested an exhaust system conforming to that originally fitted to the moped when the information document provided was issued L 53 255 L 53 256 Official Journal of the European Union 21 2 2014 3 2 3 3 a moped representative of the type to which the replacement exhaust system is to be fitted supplied in such a condition that when fitted with a silencer of the same type as was originally fitted it meets the requirements of either of the following two sections 3 2 3 3 1 moped referred to in point 3 2 3 3 is of a type which has been granted type approval pursuant to the provisions of this Appendix 3 2 3 3 1 1 during the test in motion it may not exceed by more than 1 0 dB A the applicable limit value laid down in point 2 1 1 3 2 3 3 1 2 during the stationary test it may not exceed by more than 3 0 dB A the value recorded when the moped was granted type approval as indicated on the manufacturer s data plate 3 2 3 3 2 the moped referred to in point 3 2 3 3 is not of a type which has been granted type approval in accordance with the requirements of this Appendix it may not exceed by more than 1 0 dB A the limit value applicable to that type of moped when it first entered into service 3 2 3 4 a separate engine identical to that fitted to the moped referred in point 3 2 3 3 should the approval authorities deem it necessary 3 3 Specifications 3 3 1 General specifications The design
390. ng device to collect samples of the dilution air stream through a pump a filter and a flow meter at constant flow rates throughout the test A sample probe pointed upstream into the dilute exhaust mixture flow upstream of the positive displacement pump shall be used to collect samples of the dilute exhaust mixture through a pump a filter and a flow meter at constant flow rates throughout the test The minimum sample flow rate in the sampling devices shown in Figure 1 2 and in point 4 5 3 7 shall be at least 150 litre hour Three way valves shall be used on the sampling system described in points 4 5 3 7 and 4 5 3 8 to direct the samples either to their respective bags or to the outside throughout the test Gas tight collection bags For dilution air and dilute exhaust mixture the collection bags shall be of sufficient capacity not to impede normal sample flow and shall not change the nature of the pollutants concerned The bags shall have an automatic self locking device and shall be easily and tightly fastened either to the sampling system or the analysing system at the end of the test A revolution counter shall be used to count the revolutions of the positive displacement pump throughout the test Note 2 Attention shall be paid to the connecting method and the material or configuration of the connecting parts because each section e g the adapter and the coupler of the sampling system can become very hot If the measurement cannot
391. ng these pollutant mg km and CO g km emission results the final result depending on the vehicle class as defined in point 6 3 shall be calculated using the following equations Equation 2 52 R cold warm Ww where w 7 weighting factor cold phase Ww weighting factor warm phase Weighting of WMTC results The average result of Part 1 or Part 1 reduced vehicle speed is called R1 the average result of Part 2 or Part 2 reduced vehicle speed is called R2 and the average result of Part 3 or part 3 reduced vehicle speed is called R3 Using these emission mg km and fuel consumption litres 100 km results the final result R depending on the vehicle category as defined in point 6 1 1 6 2 shall be calculated using the following equations Equation 2 53 R tR w where w weighting factor cold phase Ww weighting factor warm phase Equation 2 54 R R w1 Ro where w weighting factor phase n n 1 2 or 3 For each pollutant emission constituent the carbon dioxide emission weightings shown in Tables 1 9 Euro 4 and 1 10 Euro 5 shall be used L 53 45 L 53 46 6 1 1 6 2 1 6 1 1 6 2 2 Official Journal of the European Union Table 1 9 Type I test cycles also applicable for test types VII and VIII for Euro 4 compliant L category vehicles applicable weighting equations and weighting factors Vehicle categor
392. nication the weighted values shall be calculated as in Equation Ap11 2 where M mass emission of the pollutant i in mg km average mass emission of the pollutant i in mg km with a fully charged electrical energy power storage device calculated in accordance with point 3 2 2 7 average mass emission of the pollutant i in mg km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with point 3 2 3 5 D electric range of the vehicle with the switch in pure electric position in accordance with Appendix 3 3 to Annex VII If there is not a pure electric position the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode D average distance between two battery recharges as follows 4km for a vehicle with an engine capacity lt 150 cm 6 for a vehicle with an engine capacity gt 150 cm and Vmax lt 130 km h 10 km a vehicle with an engine capacity gt 150 cm and Vmax gt 130 km h Testing in accordance with point 3 2 2 6 2 2 For communication the weighted values shall be calculated as in Equation Ap11 3 where M mass emission of the pollutant i in mg km average mass emission of the pollutant i in mg km with a fully charged electrical energy power storage device calculated in accordance with point 3 2 2 7 average mass emi
393. nomial degree is greater than 3 then the number of calibration points shall be at least the number of the polynomial degree plus 2 The calibration curve shall not differ by more than 2 from the nominal value of each calibration gas Using the coefficients of the polynomial derived from point 4 2 a table of indicated reading against true concen tration shall be drawn up in steps of no greater than 1 of full scale This is to be carried out for each analyser range calibrated The table shall also contain all of the following a date of calibration b span and zero potentiometer readings where applicable nominal scale c reference data of each calibration gas used d the actual and indicated value of each calibration gas used together with the percentage differences Alternative technology e g computer electronically controlled range switch may be used if it can be shown to the satisfaction of the approval authority that it can ensure equivalent accuracy L 53 188 0 2 1 1 1 2 1 3 2 1 2 1 1 2 1 2 2 1 3 2 1 4 2 1 5 Official Journal of the European Union ANNEX VI Test type V requirements durability of pollution control devices Appendix Appendix title Page 1 The Standard Road Cycle for L Category Vehicles SRC LeCV 194 2 The USA EPA Approved Mileage Accumulation durability cycle 204 Introduction This Annex describes the procedures for type V testing to verif
394. ns 57 x 299 74 x 359 825 x m 767 x 300 1 x 300 1 x 4 L 53 94 Official Journal of the European Union 21 2 2014 3 1 3 Ap6 13 WMTC stage 2 cycle part 2 reduced speed for vehicle class 2 1 361 to 540 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop acc cruise dec km h stop acc cruise dec 148 38 13 E 1 423 63 9 LL 63 8 x 4e 5 3 L 1 RSEN 62 8 487 677 483 72 8 X s 484 72 7 X X 61 9 488 64 4 60 5 489 61 0 L1 1 Lx X X X 1 1 1X X 431 56 5 491 54 0 X 432 54 6 492 49 7 X 433 53 8 X X X 493 44 4 __ x es xf 382 ee X 435 56 1 495 31 2 X 57 9 496 24 0 X 59 7 X X X 497 16 8 X X X sf a Hi HI M 63 1 63 6 442 63 5 60 9 500 2 8 501 502 503 504 0 0 58 7 53 3 505 506 507 508 0 0 53 0 56 1 509 510 511 512 57 6 x 454 589 X 455 598 60 3 513 514 515 516 60 7 X 458
395. ntration of diluted gases expressed as a percentage of carbon dioxide equivalent corrected to take account of the dilution air by the following equation Equation 2 47 1 x 1 x where is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag s A L 53 43 L 53 44 6 1 1 4 7 Official Journal of the European Union 21 2 2014 CO is the concentration of carbon dioxide expressed as a percentage of the sample of dilution air collected in bag s B DF is the coefficient defined in point 6 1 1 4 7 Dilution factor DF The dilution factor is calculated as follows For each reference fuel except hydrogen Equation 2 48 X Cco2 Cuc 107 For fuel of composition C H O the general formula is Equation 2 49 x y 2 3 76 6 2 4 2 100 For formula is Equation 2 50 65 4 A 4 922 195 84 X For hydrogen the dilution factor is calculated as follows Equation 2 51 X 2 Cuzo pA Cuz 104 DF For the reference fuels contained in Appendix x the values of X are as follows Table 1 8 Factor X in formulae to calculate DF Fuel X Petrol E5 13 4 Diesel B5 13 5 LPG 11 9 NG biomethane 9 5 Ethanol E85 12 5 Hydrogen 35 03 In these equations Cco concentration of CO in the diluted
396. ntrol powertrain control unit means a combined control unit of combustion engine s electric traction motors or drive train unit systems including the transmission or the clutch engine control unit means the on board computer that partly or entirely controls the engine or engines of the vehicle drive train control unit means the on board computer that partly or entirely controls the drive train of the vehicle sensor means a converter that measures a physical quantity or state and converts it into an electric signal that is used as input to a control unit 21 2 2014 27 actuator means converter of an output signal from a 28 M lt 2 30 31 32 wa 33 34 35 wa control unit into motion heat or other physical state in order to control the powertrain engine s or drive train carburettor means a device that blends fuel and air into a mixture that can be combusted in a combustion engine scavenging port means a connector between crankcase and combustion chamber of a two stroke engine through which the fresh charge of air fuel and lubrication oil mixture enters the combustion chamber air intake system means a system composed of components allowing the fresh air charge or air fuel mixture to enter the engine and includes if fitted the air filter intake pipes resonator s the throttle body and the intake manifold of an engin
397. ny temperature that recorded shall be 483 10K The temperature of the spark plug washers on air cooled engines shall be measured with a thermometer incor porating a thermocouple and a seal ring The fuel temperature at the inlet of the injection pump or carburettor shall be maintained within the limits set by the manufacturer The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler if fitted shall be within the limits set by the manufacturer The exhaust gas temperature shall be measured at a point at right angles to the exhaust orifice flange s or manifold s The fuel used shall be that referred to in appendix 2 of Annex II If it is not possible to use the standard exhaust silencer for the test a device shall be used that is compatible with the normal speed of the engine as specified by its manufacturer In particular when the engine is operating in the test laboratory the exhaust gas extraction system shall not cause a pressure differing from atmospheric pressure by 740 Pa 7 40 mbar in the extraction flue at the point of connection with the exhaust system of the vehicle unless the manufacturer has deliberately specified the back pressure existing before the test in which case the lower of the two pressures shall be used L 53 307 L 53 308 Official Journal of the European Union 21 2 2014 Appendix 2 3 Determination of the maximum torque and maximum net
398. o keep the drive wheels from turning In the case of the ECE R40 or 47 cycles the transmission shall be put in gear five seconds before the first acceleration Test vehicles equipped with manual chokes shall be operated according to the manufacturer s operating instructions or owner s manual Where times are provided in the instructions the point for operation may be specified within 15 seconds of the recommended time The operator may use the choke throttle etc where necessary to keep the engine running If the manufacturer s operating instructions or owner s manual do not specify a warm engine starting procedure the engine automatic and manual choke engines shall be started by opening the throttle about half way and cranking the engine until it starts If during the cold start the test vehicle does not start after ten seconds of cranking or ten cycles of the manual starting mechanism cranking shall cease and the reason for failure to start determined The revolution counter on the constant volume sampler shall be turned off and the sample solenoid valves placed in the standby position during this diagnostic period In addition either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period If failure to start is an operational error the test vehicle shall be rescheduled for testing from a cold start If failure to start is caused by vehicle malfunction corrective action
399. of L category vehicles in particular with regard to measurement of the maximum design vehicle speed the maximum torque the maximum net power or maximum continuous rated power In addition for Lle category vehicles designed to pedal specific requirements are set out to determine the switch off distance and maximum assistance factor of the propulsion units 1 2 The requirements are custom tailored for L category vehicles equipped with propulsion units referred to in Article 4 3 of Regulation EU No 168 2013 2 Test procedures The test procedures set out in appendices 1 to 4 shall be used for the type approval of L category vehicles 21 2 2014 2 2 2 2 1 2 2 2 2 2 3 3 2 3 21 Official Journal of the European Union Appendix 1 Requirements concerning the method for measuring the maximum design vehicle speed Scope Measurement of the maximum design vehicle speed is obligatory for L category vehicles that are limited in maximum design vehicle speed in accordance with Annex I to Regulation EU No 168 2013 which concerns sub categories Lle L2e L6e and 17 1 and L7e C Test vehicle The test vehicles used for propulsion unit performance tests shall be representative of the vehicle type with regard to the propulsion unit performance produced in series and placed on the market Preparation of the test vehicle The test vehicle shall be clean and only those accessories needed to enable the vehicle to undergo
400. of carbon monoxide dco Density of carbon dioxide mg m DF Dilution factor 3 99 3 w duc Density of hydrocarbon mg m S d Distance driven in a cycle part km dno Density of nitrogen oxide mg m dy Relative air density under test condition Coast down time 5 Coast down time measured in the first road test 5 Coast down time measured in second road test gt a L 53 50 Official Journal of the European Union 21 2 2014 Z Coast down time corrected for the inertia mass Atg Mean coast down time on the chassis dynamometer at the reference speed AT Average coast down time at specified speed At Coast down time at corresponding speed AT Average coast down time at specified speed AT oad Target coast down time At Mean coast down time on the chassis dynamometer without absorption Av Coast down speed interval 2 v1 v2 Chassis dynamometer setting error percent F Running resistance force N Target running resistance force vo Target running resistance force at reference speed on chassis dynamometer Target running resistance force at specified speed on chassis dynamometer Corrected rolling resistance in standard ambient condition fF Corrected coefficient of aerodynamic drag in the standard ambient condition F5 Target running resistance force at specified speed fo Rolling resistance Coefficient of aerodynam
401. of moped performance 3 3 3 1 The replacement silencer shall be such as to ensure that the moped s performance is comparable with that achieved with the original silencer or component thereof 3 3 3 2 The replacement silencer shall be compared with an originally fitted silencer also in new condition fitted to the moped referred to in point 3 2 3 3 3 3 3 3 This test shall be carried out by measuring the engine power curve The net maximum power and the top speed measurements with the replacement silencer shall not deviate by more than 5 from those taken under the same conditions with the original equipment silencer 21 2 2014 3 4 3 4 1 Official Journal of the European Union Additional provisions relating to silencers as separate technical units containing fibrous material Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2 3 1 of this Annex are met Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system The vehicle referred to in point 3 2 3 3 equipped with a silencer of the type for which approval is requested shall undergo the applicable environmental tests according to the type approval of the vehicle The requirements regarding environmental performance shall be deemed to be fulfilled if the results meet the limit values according to the type approval of the vehicle as set out in Annex VI D of Regulation EU No
402. on EU No 168 2013 Further provisions At the request of the manufacturer evaporative emission approval shall be granted without testing if a Cali fornia Executive Order for the vehicle type with regard to environmental performance for which application is made can be provided to the approval authority 21 2 2014 Official Journal of the European Union Appendix 3 1 Preconditioning requirements for a hybrid application before start of the SHED test 1 Scope 1 1 The following preconditioning requirements before starting the SHED test shall apply only to L category vehicles equipped with a hybrid propulsion 2 Test methods 2 1 Before starting SHED test procedure test vehicles shall be preconditioned as follows 211 OVC vehicles 2 1 1 1 As regards OVC vehicles without an operating mode switch the procedure shall start with the discharge of the electrical energy power storage device of the vehicle while driving on the test track on a chassis dynamometer etc in any of the following conditions a at a steady speed of 50 km h until the fuel consuming engine of the HEV starts up b if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manufacturer c in accordan
403. on is reached Turn on the mixing fan if it is not already on The hydrocarbon analyser shall be calibrated if necessary then set to zero and spanned immediately before the test Seal the enclosure and measure the background concentration temperature and barometric pressure These are the initial readings and used in the enclosure calibration Inject approximately 4 grams of propane into the enclosure The mass of propane shall be measured to an accuracy of 2 of the measured value Allow the contents of the chamber to mix for five minutes The hydrocarbon analyser shall be set to zero and spanned immediately before the following test Measure the hydrocarbon concentration temperature and baro metric pressure These are the final readings and for the calibration of the enclosure Using the readings taken in accordance with points 2 3 2 and 2 3 4 and the formula in point 2 4 calculate the mass of propane in the enclosure This shall be within 2 96 of the mass of propane measured in accordance with point 2 3 3 Allow the contents of the chamber to mix for a minimum of four hours Then measure and record the final hydrocarbon concentration temperature and barometric pressure The hydrocarbon analyser shall be set to zero and spanned immediately before the end of the test Using the formula in 2 4 calculate the hydrocarbon mass from the readings taken in points 2 3 6 and 2 3 2
404. on or steady state vehicle test speeds and power absorbed by the chassis dynamometer during the type III test Condition number Vehicle speed km h 1 Idling 2 Highest of 50 2 in 3rd gear or drive or 3 b if a not achievable 50 of max design vehicle speed Condition number Power absorbed by the brake 1 Nil 2 That corresponding to setting for type I test at 50 km h if not achievable type I test at 50 96 of max design vehicle speed 3 As for condition 2 multiplied by a factor of 1 7 L 53 163 L 53 164 Official Journal of the European Union 21 2 2014 4 1 3 For all operation conditions listed in point 4 1 2 the reliable functioning of the crankcase ventilation system shall be checked 4 1 4 Method of verification of the crankcase ventilation system 4 1 4 1 The engine s apertures shall be left as found 4 1 4 2 The pressure in the crankcase shall be measured at an appropriate location It may be measured at the dip stick hole with an inclined tube manometer 4 1 4 3 The vehicle shall be deemed satisfactory if in every condition of measurement defined in point 4 1 2 the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement 4 1 5 For the test method described in points 4 1 4 1 to 4 1 4 3 the pressure in the intake manifold shall be measured to within 1 kPa 4 1 6 vehicle speed as indicated at the d
405. onstrating compliance with a traceable standard within a 12 month period prior to the test or since any repair or change which could influence calibration Microbalance calibration The technical service shall check that a calibration certificate has been issued for the microbalance demonstrating compliance with a traceable standard within a 12 month period prior to the test Reference filter weighing To determine the specific reference filter weights at least two unused reference filters shall be weighed within eight hours of but preferably at the same time as the sample filter weighing Reference filters shall be of the same size and material as the sample filter 21 2 2014 21 2 2014 5 2 3 6 5 2 3 6 1 Official Journal of the European Union If the specific weight of any reference filter changes by more than 5 between sample filter weighings the sample filter and reference filters shall be reconditioned in the weighing room and then reweighed This shall be based on a comparison of the specific weight of the reference filter and the rolling average of that filters specific weights The rolling average shall be calculated from the specific weights collected in the period since the reference filters were placed in the weighing room The averaging period shall be between one day and 30 days Multiple reconditioning and reweighings of the sample and reference filters are permitted up to 80 hours after the measurement of
406. or fan fan nozzle water pump and thermostat shall on the test bench occupy as far as possible the same position relative to each other as if they were on the vehicle If the radiator fan fan nozzle water pump or thermostat have a position on the test bench which is different from that on the vehicle the position on the test bench shall be described and noted in the test report Setting conditions The conditions applying to settings during the tests to determine maximum torque and maximum net power are set out in Table Ap2 1 2 Table Ap2 1 2 Setting conditions 1 Setting of carburettor s 2 Setting of fuel injection pump flow rate 3 Ignition or injection setting advance curve Setting carried out in accordance with the manufacturers specifications for series 4 Electronic Throttle Control production applied without any other change to the use under consideration 5 Any other rotational speed governor setting 6 Noise and tailpipe emission abatement system settings and devices Test conditions The tests to determine maximum torque and maximum net power shall be carried out at full throttle with the engine equipped as specified in Table Ap2 1 1 The measurements shall be carried out under normal stable operating conditions and the air supply to the engine shall be adequate The engine shall have been run in under the conditions recommended by the manufacturer The combustion chambers may contain depos
407. or resolving the dispute and interpreting the results based on test method precision as described in EN ISO 4259 2006 shall be used In cases of national dispute concerning sulphur content either EN ISO 20846 2011 EN ISO 20884 2011 shall be referred to in the same way as in the national annex of EN 228 4 The actual sulphur content of the fuel used for the type I test shall be reported 5 The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols There shall be no intentional addition to this reference fuel of compounds containing phosphorus iron manganese or lead 7 Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel 5 Type Diesel fuel B5 Limits 1 Parameter Unit Test method Minimum Maximum Cetane number 2 52 0 54 0 EN ISO 5165 Density at 15 C kg m 833 837 ISO 3675 Distillation 50 point 245 EN ISO 3405 95 point 345 350 ISO 3405 Final boiling point 370 150 3405 Flash point 55 m EN 22719 21 2 2014 21 2 2014 Official Journal of the European Union L 53 57 Type Parameter Unit Diesel fuel B5 Limits 1 Test method Viscosity at 40 C 5 2 3 3 3 EN ISO 3104 Polycyclic aromatic hydrocarbons m m 2 0 6 0 EN 12916 Sulphur content 3 mg kg 10 EN ISO 20846 EN ISO 20884 Conradson
408. orbed onto a catalytic converter lean NO adsorber means a storage of NO fitted into the exhaust system of a vehicle which is purged by the release of a reactant in the exhaust flow cold start device means a device that temporarily enriches the air fuel mixture of the engine thus assisting the engine to start starting aid means a device which assists engine start up without enrichment of the air fuel mixture such as glow plugs injection timing and spark delivery adaptations exhaust gas recirculation EGR system means part of the exhaust gas flow led back to or remaining in the combustion chamber of an engine in order to lower the combustion temperature 21 2 2014 21 2 2014 Official Journal of the European Union L 53 321 3 Classification criteria 3 1 Test types I II V and VIII in Table 11 1 means applicable Table 11 1 Classification criteria propulsion family with regard to test types I V VII and VIII gt gt 8 a 9 o Classification criteria description 5 B E 2 gt gt v wn i o op So S n 1 Vehicle 1 1 category 1 2 sub category 13 the inertia of a vehicle 5 or version s within two inertia categories above or below the nominal inertia category 1 4 overall gear ratios 8 gt lt 2 Propulsion family characteristics 2 1 number of engines or electric motors 2
409. ority in the information folder provided for in Article 27 of Regulation EU No 168 2013 3 The propulsion unit performance of a vehicle equipped with a replacement system component or separate technical unit shall not exceed that of a vehicle equipped with the original systems components or separate technical units Article 15 Propulsion performance requirements The test procedures and requirements on propulsion unit performance referred to in Number A2 of Annex II to Official Journal of the European Union 21 2 2014 Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex X to this Regulation CHAPTER IV OBLIGATIONS OF THE MEMBER STATES Article 16 Type approval of L category vehicles their systems components or separate technical units 1 Where a manufacturer so requests the national authorities shall not on grounds relating to environmental performance of vehicle refuse to grant an environmental and propulsion unit performance type approval or national approval for a new type of vehicle or prohibit the making available on the market registration or entry into service of a vehicle system component or separate technical unit where the vehicle concerned complies with Regulation EU No 168 2013 and the detailed test requirements laid down in this Regulation 2 With effect from the dates laid down in Annex IV to Regulation EU No 168 2013 national authorities shall in the cas
410. orrection coefficient Kco shall be determined as follows from a set of n measurements which shall contain at least one measurement with Q lt 0 and at least one with Q gt 0 If this second measurement cannot be taken on the driving cycle used in this test the technical service shall judge the statistical significance of the extrapolation necessary to determine CO emission value at 0 to the satisfaction of the approval authority The CO emission correction coefficient is defined as Equation Ap3 35 n 2 09 eae Q g km Ah where M CO emission measured during i th manufacturer s test g km electricity balance during i th manufacturer s test Ah n number of data The CO emission correction coefficient shall be rounded to four significant figures e g 0 xxxx or xx xx The technical service shall judge the statistical significance of the CO emission correction coefficient to the satisfaction of the approval authority Separate CO emission correction coefficients shall be determined for the fuel consumption values measured over parts 1 2 and 3 if applicable of the type driving cycle in Annex II CO emission at zero battery energy balance The CO emission M at AEpa 0 is determined by the following equation Equation Ap3 36 Mo M Kco g km where fuel consumption measured during test 100 km for liquid fuels and kg
411. ory vehicles may be type approved only if they comply with the following environmental requirements Requirements limit Subclassification criteria in Test type Description salus addition to Article 2 and Requirements test procedures Annex I I Tailpipe emissions after Annex VI A Point 4 3 of Annex II to Annex II to Commission cold start Commission Delegated Delegated Regulation EU Regulation EU No No 134 2014 13412014 II PI or Hybrid Directive Point 4 3 of Annex II to Annex III to Commission equipped with PI 2009 40 EC 9 Commission Delegated Delegated Regulation EU emissions at idling Regulation EU No No 134 2014 and increased idling 134 2014 speed CI or Hybrid with CI engine free acceleration test Emissions of crankcase Zero emission Point 3 2 of Annex XI Annex IV to Commission gases closed crankcase to Commission Delegated Regulation EU Crankcase emissions Delegated Regulation No 134 2014 shall not be EU No 134 2014 discharged directly into the ambient atmosphere from any vehicle throughout its useful life IV Evaporative emissions Annex VI C Point 3 2 of Annex Annex to Commission to Commission Delegated Regulation EU Delegated Regulation No 134 2014 EU No 134 2014 Durability of pollution Annexes VI and SRC LeCV point 2 of Annex VI to Commission control devices Appendix 1 to Annex Delegated Regulation EU VI to Commission No 134 2014 Delegated Re
412. owchart for the number of type I tests yes yes epe yes es I tests Overview The type I test consists of prescribed sequences of dynamometer preparation fuelling parking and operating conditions The test is designed to determine hydrocarbon carbon monoxide oxides of nitrogen carbon dioxide particulate matter mass emissions if applicable and fuel energy consumption as well as electric range while simulating real world operation The test consists of engine start ups and L category vehicle L 53 29 L 53 30 5 2 1 3 5 2 1 4 5 2 1 5 5 2 2 5 2 2 1 5 2 2 1 1 5 2 2 1 2 5 2 2 1 3 5 2 2 2 5 2 2 2 1 Official Journal of the European Union operation on a chassis dynamometer through a specified driving cycle A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis using a constant volume variable dilution sampler CVS Except in cases of component malfunction or failure all emission control systems installed on or incorporated in a tested L category vehicle shall be functioning during all procedures Background concentrations are measured for all emission constituents for which emissions measurements are taken For exhaust testing this requires sampling and analysis of the dilution air Background particulate mass measurement The particulate background level of the dilution air may be determined b
413. ower measured are to be multiplied in order to determine the torque and power of an engine taking account of the efficiency of the transmission factor ay used during the tests and in order to bring them within the reference atmospheric conditions specified in point 3 2 1 factor The power correction formula is as follows Equation Ap2 2 1 where the corrected power ie the power under the reference conditions at the end of the crankshaft a 7 the correction factor for reference atmospheric conditions a the correction factor for the efficiency of the transmission 3 power measured power observed Reference atmospheric conditions Temperature 298 2 K 25 C Dry reference pressure 99 kPa 990 mbar Note the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa Atmospheric test conditions During the test the atmospheric conditions shall lie within the following range 2832K lt T lt 318 2 K where T is test temperature K Determination of the correction factor a Equation Ap2 2 2 where T the absolute temperature of the ingested air ps the dry atmospheric pressure in kilopascals kPa ie the total barometric pressure minus the water vapour pressure Equation Ap2 2 2 applies only if 0 93 lt a lt 1 07 If the limit values are exceeded the corrected value obtained shall be stated and the test conditions tem
414. ows Equation Ap 4 1 Po where the corrected power ie the power under the reference conditions at the end of the crankshaft a the correction factor for reference atmospheric conditions and measurement uncertainties shall be 1 10 a the correction factor for the efficiency of the transmission and shall be 1 05 unless the real values of the drive train losses are determined P the power measured power observed at the tyre L 53 318 Official Journal of the European Union 3 3 4 3 3 4 1 3 3 5 1 3 3 5 2 3 3 5 3 3 3 5 4 3355 3 3 5 6 3 3 5 7 3 3 5 8 3 3 5 9 3 3 5 10 3 4 3 4 1 3 4 2 3 4 3 3 5 Atmospheric test conditions During the test the atmospheric conditions shall lie within the following range 278 2 lt lt 318 2 where T test temperature K Test preparations The test vehicle shall be mounted on a test bench The test vehicle shall be powered by its corresponding battery If several types of batteries are released for the vehicle the battery with maximum capacity shall be used The propulsion batter y ies shall be fully charged One motor of the test bench shall be attached to the crank or crank axis of the test vehicle test bench crank motor This motor shall be variable as regards rotation speed and torque to simulate the driving actions of the driver The test bench crank motor shall reach a rotat
415. partial second test run The second test run may stop if the minimum state of charge of the propulsion battery is reached as referred to in Appendix 3 1 Charge of the battery The test vehicle shall be connected to the mains within 30 minutes of the second run of the applicable type I test cycle The vehicle shall be charged according to the normal overnight charge procedure in point 2 4 1 2 The energy measurement equipment placed between the mains socket and the vehicle charger measures the energy charge E delivered from the mains and its duration Charging shall stop 24 hours after the end of the previous charging time tg Note In the event of a mains power cut the 24 hour period may be extended in line with the duration of the cut The validity of the charge shall be discussed between the technical services of the approval laboratory and the vehicle manufacturer to the satisfaction of the approval authority Electric energy consumption calculation Energy E in Wh and charging time measurements are to be recorded in the test report The electric energy consumption c shall be determined using the formula Equation Ap2 2 g D expressed in Wh km and rounded to the nearest whole number where Dies is the distance covered during the test in km L 53 218 Official Journal of the European Union Appendix 3 Method of measuring the carbon dioxide emissions fuel consumption electric energy consumption and driving
416. peed at which test measurement begins Put the gearbox to neutral or disconnect the power supply Measure the time tl taken by the vehicle to decelerate from Av km h to v4 Av km h where Av lt 5 km h for nominal vehicle speed lt 50 km h lt 10 km h for nominal vehicle speed gt 50 km h Carry out the same test in the opposite direction measuring time 6 Take the average t of the two times t and 05 Repeat these tests until the statistical accuracy p of the average Equation Ap 8 1 ichs s At ii The statistical accuracy p is defined by Equation Ap 8 2 fts 100 is no more than 4 percent lt 4 percent where t is the coefficient in Table Ap 8 2 s is the standard deviation L 53 127 L 53 128 Official Journal of the European Union 51 27 3 1 2 8 Equation Ap 8 3 n is the number of tests Table Ap8 2 Factors t and t n depending on the number of coast down tests performed n 4 5 6 7 8 9 10 t 2 3 0 73 Calculation of the running resistance force The running resistance force F at the specified vehicle speeds v is calculated as follows Equation Ap 8 4 where reference mass kg A vehicle speed deviation km h A calculated coast down time difference s The running resistance determined on the track shall be corrected to the reference ambient conditions as follows Equation Ap 8
417. peed from the running resistance curve To determine the running resistance as a function of vehicle speed in the vicinity of the reference speed vg running resistances shall be measured at the specified speed At least four to five points indicating the specified speeds along with the reference speeds shall be measured The calibration of the load indicator referred to in point 2 2 of Appendix 3 shall be performed at the applicable reference vehicle speed referred to in Table Ap8 1 Table Ap8 1 Specified vehicle speeds to perform the coast down time test as well as the designated reference vehicle speed v depending on the maximum design speed of the vehicle Category Vmax Vehicle speed km h gt 130 130 100 lt 25 km h 10 Applicable reference vehicle speed v if the vehicle speed can be attained by the vehicle 21 2 2014 21 2 2014 Official Journal of the European Union 3 1 2 3 1 2 1 3 1 2 2 3 1 2 3 3 1 2 4 3 1 2 5 3 1 2 6 Energy variation during coast down procedure Total road load power determination Measurement equipment and accuracy The margin of measurement error shall be less than 0 1 second for time and less than 0 5 km h for speed Bring the vehicle and the chassis dynamometer to the stabilised operating temperature in order to approximate the road conditions Test procedure Accelerate the vehicle to a speed of 5 km h greater than the s
418. pollutant i in mg km mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle during regeneration if d gt 1 the first type I test is run cold and subsequent cycles are hot mass emissions of event of pollutant i in mg km mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle without regeneration measured at point jlsjsm mass emissions of event of pollutant i in mg km mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle during regeneration when j gt 1 the first type I test is run cold and subsequent cycles are hot measured at operating cycle j 1 lt j lt d mass emission of all events of pollutant i in mg km of CO in g km and fuel consumption in 1 100 km without regeneration mass emission of all events of pollutant i in mg km of CO in g km and fuel consumption in 1 100 km during regeneration mass emission of all events of pollutant i in mg km of CO in g km and fuel consumption in 1 100 km number of test points of event k at which emissions measurements type I operating cycles are taken between two cycles in which regenerative phases occur number of operating cycles of event k required for regeneration L 53 155 L 53 156 Official Journal of the European Union 21 2 2014 D number of operating cycles of event between two cycles in which regenerati
419. power of L category vehicles equipped with a T 1 2 1 3 1 4 1 5 1 6 17 1 8 2 1 2 1 1 compression ignition engine Accuracy of the measurement of full load torque and power Torque 1 of measured torque Engine speed The measurement shall be accurate to within 1 of the full scale reading Engine speed shall be measured preferably with an automatically synchronised revolution counter and chronometer or counter timer Fuel consumption 1 96 of measured consumption Fuel temperature 2 Engine inlet air temperature 2 Barometric pressure 100 Pa Pressure in inlet manifold 1 50 Pa Pressure in vehicle exhaust pipe 200 Pa Tests to measure the maximum torque and maximum net engine power Accessories Accessories to be fitted During the test it is possible to locate the accessories needed for operation of the engine in the application in question as referred to in Table Ap2 3 1 on the test bench as far as possible in the positions that they would occupy for that application Table Ap2 3 1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power No Accessories Fitted for the torque and net power test 1 Air intake system Induction manifold Air filter NU If series mounted yes Induction silencer Crankcase emission control system Electrical control device where fitted 2 Induct
420. ppendix 6 The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges resulting from the shift speed equations of point 4 5 5 2 1 1 and the phase indicators for the cycle parts appropriate for the test vehicle as follows Gear choice for stop phases For the last five seconds of a stop phase the gear lever shall be set to gear 1 and the clutch shall be disengaged For the previous part of a stop phase the gear lever shall be set to neutral or the clutch shall be disengaged Gear choice for acceleration phases gear 1 if v lt gear 2 if lt lt V3 4 gear 3 if v7 3 lt lt gear 4 if v4 4 lt V lt 5 gear 5 if v4 5 lt V lt V546 gear 6 if v gt Gear choice for deceleration or cruise phases gear 1 if v lt gear 2 if v lt gear 3 if lt lt V4 4 gear 4 if lt lt V5 4 gear 5 if v5 4 Vg gear 6 if v gt v4 5 The clutch shall be disengaged if a the vehicle speed drops below 10 km h b the engine speed drops below nidle 0 03 x s nidle c there is a risk of engine stalling during cold start phase Step 3 Corrections according to additional requirements The gear choice shall be modified according to the following requirements no gearshift at a transition from an acceleration phase to a deceleration phase The gear that was used for the last second of the acce
421. pproval authority if it considers that this better represents the real world use of the vehicle SRC LeCV test requirements If the SRC LeCV is performed on a kilometre accumulation chassis dynamometer the chassis dynamometer shall be equipped with systems equivalent to those used in the type I emission laboratory test set out in Annex II to Regulation EU No 168 2013 simulating the same inertia and resistance to progress Emission analysis equipment shall not be required for mileage accumulation The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer used to accumulate mileage with the test vehicles set out in Annex II to Regulation EU No 168 2013 the test vehicles may be moved to a different chassis dynamometer in order to conduct type I emission verification tests This dynamometer shall enable the SRC LeCV to be carried out the chassis dynamometer shall be configured to give an indication after each quarter of the 6 km course has been passed that the test driver or robot driver shall proceed with the next set of actions a timer displaying seconds shall be made available for execution of the idling periods the distance travelled shall be calculated from the number of rotations of the roller and the roller circum ference If the SRC LeCV is not performed on a kilometre accumulation chassis dynamometer the test track or test road shall be selected at the discretion of the manuf
422. pproval authority that this test is just as severe as test method a Fuel line assembly permeation test limits in the case of physical testing The test limits for fuel tubing in Part C2 of Annex VI to Regulation EU No 168 2013 shall be met when conducting the test procedures laid down in point 7 1 Physical testing of fuel line assembly permeation is not required if a the fuel lines meet the 11 or R12 permeation specifications in SAE J30 or b non metallic fuel lines meet the Category 1 specifications for permeation in SAE J2260 and c the manufacturer can demonstrate to the approval authority that the connections between the fuel tank and other fuel system components are leak tight thanks to robust design If the fuel hoses fitted on the vehicle meet all three specifications the fuel tubing test limit requirements in Part C2 of Annex VI to Regulation EU No 168 2013 shall be considered as fulfilled L 53 174 Official Journal of the European Union Appendix 3 Sealed Housing for Evaporation Determination SHED test procedure 1 Scope 1 1 As of the application date laid down in Annex IV to Regulation EU No 168 2013 the evaporative emissions of sub category L3e L4e only the base original L3e vehicle of the motorcycle with side car L5e A L6e A and L7e A vehicles shall be tested in the environmental performance type approval procedure according to the following SHED test procedure 2 Description of SHED test
423. preconditioning drive shall be carried out according to the type I test cycle in Appendix 6 to Annex II 2 1 3 1 for OVC vehicles this shall be carried out under the same conditions as specified by Condition B of the type I test in Appendix 11 to Annex IL 2 1 3 2 for NOVC vehicles this shall be carried out under the same conditions as in the type I test 21 2 2014 21 2 2014 Official Journal of the European Union L 53 183 Appendix 3 2 Ageing test procedure for evaporative emission control devices 1 Test methods for ageing of evaporative emission control devices The SHED test shall be conducted with aged evaporative emission control devices fitted The ageing tests for those devices shall be conducted according to the procedures in this Appendix 2 Carbon canister ageing Figure Ap3 2 1 Carbon canister gas flow diagram and ports Clean air 4 Fuel tank Purge sss ee ae Carbon f ow vow ow gt h m TY carbon canister representative of the propulsion family of the vehicle as set out in Annex XI shall be selected as test canister and shall be marked in agreement with the approval authority and the technical service 2 1 Canister ageing test procedure In the case of a multiple canister system each canister shall undergo the procedure separately The number of test cycles of canister loading
424. procedure for type I testing as referred to in Part A of Annex V to Regulation EU No 168 2013 This Annex provides a harmonised method for the determination of the levels of gaseous pollutant emissions and particulate matter the emissions of carbon dioxide and is referred to in Annex VII to determine the fuel consumption energy consumption and electric range of the L category vehicle within the scope of Regulation EU No 168 2013 that are representative for real world vehicle operation The WMTC stage 1 was introduced in EU type approval legislation in 2006 which allowed manu facturers from then on to demonstrate the emission performance of the L3e motorcycle type by using the world harmonised motorcycle test cycle WMTC set out in UN GTR No 2 as alternative type I test to the use of the conventional European Driving Cycle EDC set out in Chapter 5 of Directive 97 24 EC The WMTC stage 2 is equal to WMTC stage 1 with additional enhancements in the area of gear shift prescriptions and shall be used as compulsory type I test to approve Euro 4 compliant sub categories L3e L4e L5e A and L7e A vehicles The revised WMTC or WMTC stage 3 is equal to WMTC stage 2 for motorcycles but contains also custom tailored driving cycles for all other sub category vehicles used as type I test to approve Euro 5 compliant L category vehicles 21 2 2014 21 2 2014 1 2 2 2 4 1 4 1 1 4 2 4
425. proval auth ority by the technical service The manufacturer shall select a representative parent vehicle to demonstrate compliance of the environmental performance of the L category vehicles to the satisfaction of the approval authority complying with the requirements of Annex XI 3 The measurement methods and test results shall be reported to the approval authority in the test report format pursuant to Article 32 1 of Regulation EU No 168 2013 4 The environmental performance type approval regarding test types I II III IV V VII and VIII shall extend to different vehicle variants versions and propulsion types and families provided that the vehicle version propulsion or pollution control system parameters specified in Annex XI are identical or remain within the prescribed and declared tolerances in that Annex 5 Hybrid applications or applications equipped with a stop start system shall be tested with the fuel consuming engine running where specified in the test procedure Article 6 Test type I requirements tailpipe emissions after cold start The test procedures and requirements applying to test type I on tailpipe emissions after cold start referred to in Part A of Annex Official Journal of the European Union L 53 7 V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex II to this Regulation Article 7 Test type II requirements tailpipe emissions at increased idle and
426. que The tests may be carried out in air conditioned test chambers where the atmospheric conditions can be controlled In the case of non conventional propulsion types and systems and hybrid applications particulars equivalent to those referred to in this Regulation shall be supplied by the manufacturer Torque verification requirement for L7e B heavy all terrain quads In order to prove that a L7e B all terrain quad is designed for and capable of driving in off road conditions and can therefore develop sufficient torque the representative test vehicle shall be capable of climbing a gradient gt 25 96 calculated for a solo vehicle Before start of the verification test the vehicle shall be parked on the slope vehicle speed 0 km h 21 2 2014 21 2 2014 Official Journal of the European Union L 53 295 Appendix 2 1 Determination of the maximum torque and maximum net power of spark ignition engines for vehicle categories 1 1 1 2 1 3 1 4 1 5 1 6 2 1 2 1 1 Lle 12 and Accuracy of maximum torque and maximum net power measurements under full load Torque 2 6 of torque measured Rotational speed the measurement shall be accurate to 1 of the full scale reading Fuel consumption 2 96 for all the devices used Temperature of engine induction air 2 Barometric pressure 70 Pa Pressure in the exhaust and under pressure of the intake air 25 Pa Test for the measurements of maximum tor
427. que and maximum net engine power Accessories Accessories to be fitted During the test the accessories needed for operation of the engine in the application in question as set out in Table Ap2 1 1 shall be located on the test bench as far as possible in the position they would occupy for that application Table Ap2 1 1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power Fitted for the torque and net power test Air intake system Induction manifold Air filter If series mounted yes Induction silencer Crankcase emission control system Electrical control device where fitted Exhaust system Manifold Pipe work If series mounted yes Silencer Exhaust pipe Electrical control device where fitted Carburettor If series mounted yes 4 Fuel injection system Upstream filter Filter Fuel supply pump and high pressure pump if If series mounted yes applicable Compressed air pump in the case of DI air assist Pipe work L 53 296 Official Journal of the European Union 21 2 2014 Injector Air inlet flap 2 where fitted Fuel pressure flow regulator where fitted 5 Maximum rotational speed or power governors If series mounted yes 6 Liquid cooling equipment Radiator Fan 3 If series mounted yes 5 Water Pump Thermostat 4 7 Air cooling Cowl Blower If series mounted yes
428. r fuel consumption values measured over parts 1 2 and 3 if applicable for the type I test cycle set out in Annex Fuel consumption at zero battery energy balance The fuel consumption at 0 is determined by the following equation Equation AP 39 Co C in 1 100 km for liquid fuels and kg 100 km for gaseous fuels where 9 Fuel consumption at zero battery energy balance shall be determined separately for fuel consumption values measured over parts 1 2 and 3 if applicable for the type I test cycle set out in Annex II fuel consumption measured during test in 1 100 km or kg 100 km electricity balance measured during test Ah CO emission correction coefficient defined by the manufacturer The CO emission correction coefficient shall be determined as follows from a set of n measurements This set shall contain at least one measurement with Q lt 0 and one with Q gt 0 If this second measurement cannot be taken on the type I test cycle used in this test the technical service shall judge the statistical significance of the extrapolation necessary to determine CO emission value at 0 to the satisfaction of the approval authority The CO emission correction coefficient shall be defined as Equation AP 40 n DQM Qc 0 25 Q in g km Ah where M CO emission measured during i th manufacturer s
429. rbon analyser shall be zeroed and spanned immediately before the end of the 60 0 5 minute test period 5 3 3 7 At the end of the 60 0 5 minute test period measure the hydrocarbon concentration in the chamber The temperature and the barometric pressure are also measured These are the final readings Cyc pp and for the hot soak test used for the calculation in chapter 6 This completes the evaporative emission test procedure 5 4 Alternative test procedures 5 41 At the request of the manufacturer with the agreement of the technical service and to the satisfaction of the approval authority alternative methods may be used to demonstrate compliance with the requirements of this Appendix In such cases the manufacturer shall satisfy the technical service that the results from the alternative test can be correlated with those resulting from the procedure described in this Annex This correlation shall be documented and added to the information folder provided for in Article 27 of Regulation EU No 168 2013 6 Calculation of results 6 1 The evaporative emission tests described in chapter 5 allow the hydrocarbon emissions from the tank breathing and hot soak phases to be calculated Evaporative losses from each of these phases is calculated using the initial and final hydrocarbon concentrations temperatures and pressures in the enclosure together with the net enclosure volume The following formula shall be used Equation Ap3 3
430. re mass emission of CO in grams per kilometre M mass emission of CO in grams per kilometre with a fully charged electrical energy power storage device L 53 221 1 53 222 Official Journal of the European Union 21 2 2014 3 4 3 3 4 4 3 4 4 1 3 4 4 2 M mass emission of CO in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity 5 I OVC range according to the procedure described in Appendix 3 3 average distance between two battery recharges D 4km for an L category vehicle with an engine capacity of lt 150 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax gt 130 km h The fuel consumption values shall be Equation Ap3 9 C 100 Equation Ap3 10 Cy 100 100 km for liquid fuels and kg 100 km for gaseous fuel where and the actual distances driven in the tests performed under Conditions A point 3 2 and point 3 3 respectively and c and c test results determined in points 3 2 3 8 and 3 3 2 5 respectively The weighted fuel consumption values shall be calculated as follows For testing in accordance with point 3 2 3 2 1 Equation Ap3 11 De C Da Day where fuel consumption in 1 100 km C
431. re Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period in the applicable type I driving cycle end of sampling ES The vehicle shall be driven using the applicable driving cycle and gear shifting prescriptions as defined in Annex The exhaust gases shall be analysed in accordance with the provisions of Annex II in force at the time of approval of the vehicle The CO emission and fuel consumption results on the test cycle s for Condition B shall be recorded m 2 and c l respectively Within 30 minutes of the end of the cycle the electrical energy power storage device shall be charged in accordance with point 3 2 2 4 The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the energy charge Wh delivered from the mains The electrical energy power storage device of the vehicle shall be discharged in accordance with point 4 2 2 1 Within 30 minutes of the discharge the electrical energy power storage device shall be charged in accordance with point 3 2 2 4 The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the energy charge e4 Wh delivered from the mains The electric energy consumption Wh for Condition B shall be Equation Ap3 19 e4 Test results The CO values shall be Equation Ap3 20 M mg
432. re in kPa P is the average under pressure during the test part in the intake section of pump P expressed in kPa Tp is the temperature expressed in K of the diluted gases during the test part measured in the intake section of pump P Hydrocarbons HC The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula Equation 2 33 HC HO duc 102 wile where is the mass of hydrocarbons emitted during the test part in mg km S is the distance defined in point 6 1 1 3 is the total volume defined in point 6 1 1 4 1 is the density of the hydrocarbons at reference temperature and pressure 273 2 and 101 3 kPa duc 631 103 mg m for petrol E5 900016 932 103 mg m for ethanol E85 C1H3 7400 389 622 10 mg m for diesel 5 3600 05 649 103 mg m for LPG 525 714 103 mg m for NG biogas 9 104 136 T 10 mg m for H NG with A NG biomethane quantity within the 1524 152 0 583 A HNG mixture in volume HC is the concentration of diluted gases expressed in parts per million ppm of carbon equivalent e g the concentration in propane multiplied by three corrected to take account of the dilution air by the following equation Equation 2 34 1 HC HC HG 1 DF where HC is the concentration of hydrocarbons expr
433. re reaches a level equivalent to 90 6 of that which can be measured before the engine stops It shall close when this pressure differs by no more than 10 6 from its stabilised value with the valve open The time lapse relay shall be set for the period in which exhaust gases are produced calculated on the basis of the requirements of point 2 3 1 4 2 3 Engine speed shall be 75 6 of the speed S at which the engine develops maximum power The power indicated by the dynamometer shall be 50 of the full throttle power measured at 75 of engine speed S Any drainage holes shall be closed off during the test The entire test shall be completed within 48 hours If necessary a cooling period shall be allowed after each hour Conditioning on a test bench The exhaust system shall be fitted to an engine representative of the type fitted to the moped for which the system is designed and mounted on a test bench Conditioning consists of three test bench cycles Each test bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation Each test bench cycle consists of six phases The engine conditions and duration are as follows for each phase Table Ap1 1 Test bench test cycle phases Phase Conditions Duration of phase minutes 1 Idling 6 2 2596 load at 75 96 S 40 3 50 96 load at 75 S 40 L 53 253 1 53 254 Official Journal of the European Union 21
434. re suitable surfaces consisting of earth which has been tamped down shall not be used The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the motorcycle handlebars excluded There shall be no significant obstacles e g no persons other than the rider and the observer may stand within this rectangle The motorcycle shall be positioned within the rectangle so that the microphone used for measurement is at least 1 m from any kerb Miscellaneous Instrument readings caused by ambient noise and wind effects shall be at least 10 0 dB A lower than the sound levels to be measured A suitable windshield may be fitted to the microphone provided that account is taken of its effect on the sensitivity of the microphone 21 2 2014 21 2 2014 2 2 4 2 2 4 1 2 2 4 2 2 2 4 3 2 2 5 2 2 5 1 3 2 5 2 2 2 5 3 Official Journal of the European Union Method of measurement Nature and number of measurements The maximum sound level expressed in A weighted decibels dB A shall be measured during the period of operation laid down in point 2 2 4 3 At least three measurements shall be taken at each measuring point Positioning of the microphone Figure Ap2 3 The microphone shall be positioned level with the exhaust outlet or 0 2 m above the surface of the track whichever is the higher The microphone diaphragm shall face the exhaust outlet at a distance of 0 5 m from it T
435. rected as follows Equation Ap2 3 4 3 3 2 Engine factor fm Equation Ap2 3 5 fm 0 036 1 14 where Equation Ap2 3 6 4 where q the fuel flow in milligrams per cycle per litre of total swept volume mg litre cycle the pressure ratio of compressor outlet and compressor inlet 1 for naturally aspirated engines 3 3 2 1 This formula is valid for a value interval of q included between 40 mg litre cycle and 65 mg litre cycle For q values lower than 40 mg litre cycle a constant value of f equal to 0 3 fm 0 3 will be taken For qe values higher than 65 mg litre cycle a constant value of fm equal to 1 2 fm 1 2 will be taken see the figure 3 3 22 Figure Ap2 3 1 Characteristic parameter for each type of engine and adjustment as function of corrected fuel flow MEME M lt L 53 314 Official Journal of the European Union 21 2 2014 3 3 3 Conditions to be complied with in the laboratory For a test to be valid the correction factor ad shall be such that 0 9 ag lt 11 If these limits are exceeded the corrected value obtained shall be given and the test conditions temperature and pressure stated precisely in the test report 4 Measuring maximum torque and maximum net power tolerances The tolerances set out in point 4 of Appendix 2 2 shall apply 21 2 2014 Official Journal of the Europe
436. regulating valve 3 Compensating reservoir with a maximum capacity of 40 and a filling time of not less than one second 4 Pressure switch with an operating range of 0 05 to 2 5 bar 5 Time delay switch 6 Pulse counter 7 Quick acting valve such as exhaust brake valve 60 mm in diameter operated by a pneumatic cylinder with an output of 120 at 4 bar The response time for opening and closing must not exceed 0 5 second 8 Exhaust gas evaluation 9 Flexible hose 10 Pressure gauge Diagram and markings A diagram and a cross sectional drawing indicating the dimensions of the exhaust system shall be attached to the information document according to the template referred to in Article 27 4 of Regulation EU No 168 2013 All original silencers shall bear at least the following the e mark followed by the reference to the country which granted the type approval the vehicle manufacturer s name or trademark and the make and identifying part number This reference shall be legible indelible and visible in the position at which it is to be fitted Any packing of original replacement silencer systems shall be marked legibly with the words original part and the make and type references linked with the e mark and also the reference to the country of origin Intake silencer If the engine intake has to be fitted with an air filter or intake silencer in order to comply with the permissible no
437. rements for electric motors The Euro 4 and 5 environmental steps are such measures designed to reduce emissions of particulate matter and ozone precursors such as nitrogen oxides and hydro carbons A considerable reduction in hydrocarbon emissions from L category vehicles is necessary to improve air quality and comply The exhaust system which is granted system type approval with limit values for pollution not only directly to significantly reduce the disproportionately high hydrocarbon tailpipe and evap orative emissions from these vehicles but also to help reduce volatile particle levels in urban areas and possibly also smog One of the measures against excessive hydrocarbon emissions from L category vehicles is to limit the evap orative emissions to the hydrocarbon mass limits laid down in Annex VI C to Regulation EU No 168 2013 For this purpose a type IV test has to be conducted at type approval in order to measure the evap orative emissions of a vehicle One of the requirements of the type IV Sealed House evaporative Emission Deter mination SHED test is to fit either a rapidly aged carbon canister or alternatively to apply an additive deterioration factor when fitting a degreened carbon canister It will be investigated in the environmental effect study referred to in Article 23 4 of Regulation EU No 168 2013 whether or not it is cost effective to maintain this deterioration factor as alternative to fitting a represen ta
438. replacement pollution control device type that could allow worse noise emissions than the type for which type approval is requested shall satisfy the requirements of Annex IX according to the type approval of the vehicle The test result for the vehicle in motion and for the stationary test shall be mentioned in the test report 4 3 Testing of the propulsion performance of the vehicle 4 3 1 The replacement pollution control device type shall be such as to ensure that the propulsion performance of the vehicle is comparable with that achieved with the original equipment pollution control device type 4 3 2 The propulsion performance of the vehicle equipped with the replacement pollution control device shall be compared with that of an original equipment pollution control device also in new condition fitted in turn to the vehicle referred to in point 3 4 1 4 3 3 This test is carried out according to the applicable procedure set out in Annex X The maximum net power and torque as well as the maximum attainable vehicle speed if applicable measured with the replacement pollution control device shall not deviate by more than 5 from those measured under the same conditions with the type approved original equipment pollution control device type As provided for in this Regulation in the version applicable to the type approval of that vehicle 21 2 2014 1 1 1 2 1 3 1 4 3 1 3 1 2 3 1 2 1 Official Journal of
439. representative parent vehicle shall be selected within the boundaries set by the classification criteria laid down in point 3 Definitions variable cam phasing or lift means allowing the lift the opening and closing duration or timing of the intake or exhaust valves to be modified while the engine is in operation communication protocol means a system of digital message formats and rules for messages exchanged in or between computing systems or units common rail means a fuel supply system to the engine in which a common high pressure is maintained intercooler means a heat exchanger that removes waste heat from the compressed air by a charger before entering into the engine thereby improving volumetric efficiency by increasing intake air charge density electronic throttle control ETC means the control system consisting of sensing of driver input via the accelerator pedal or handle data processing by the control unit s resulting actuation of the throttle and throttle position feedback to the control unit in order to control the air charge to the combustion engine boost control means a device to control the boost level produced in the induction system of a turbocharged or supercharged engine SCR system means a system capable of converting gaseous pollutants into harmless or inert gases by injecting a consumable reagent which is a reactive substance to reduce tailpipe emissions and which is ads
440. resolution 4 2 3 5 The compressed air source inducing the overpressure shall be closed and the pressure in the crankcase shall be monitored for 300 seconds The test pass condition shall be crankcase pressure gt 0 95 times the initial over pressure for 300 seconds after closure of the compressed air source 21 2 2014 Official Journal of the European Union ANNEX V Test type IV requirements evaporative emissions Appendix Number Appendix title Page 1 Fuel storage permeability test procedure 168 2 Fuel storage and delivery system permeation test procedure 169 3 Sealed Housing for Evaporation Determination SHED test procedure 174 1 2 1 5 2 2 2 3 2 4 2 5 2 6 3 1 Preconditioning requirements for hybrid application before start of the SHED test 181 3 2 Ageing test procedure for evaporative emission control devices 183 4 Calibration of equipment for evaporative emission testing 185 Introduction This Annex describes the procedure for type IV testing as referred to in Part A of Annex V to Regulation EU No 168 2013 Appendix 1 describes the procedure for testing the permeability of non metallic fuel tank material and shall also be used as preconditioning test cycle for fuel storage testing referred to in Number C8 of Annex II to Regulation EU No 168 2013 Appendices 2 and 3 describe methods for the determination of the loss of hydrocarbons by evaporation from the fuel sys
441. ression at CVS pump inlet PPI 0 22 kPa Pressure head at CVS pump outlet PPO 0 22 kPa 1 Pump revolutions during test period n 1 min Elapsed time for period minimum 250 s t 0 1 s 21 2 2014 21 2 2014 2 2 5 2 2 6 2 2 7 2 2 8 Official Journal of the European Union Figure Ap4 3 PDP calibration configuration EPI Variable flow restrictor Surge control valve snubber Temperature indicator Revolutions elapsed time t Manometer After the system has been connected as shown in Figure Ap 4 3 set the variable restrictor in the wide open position and run the CVS pump for 20 minutes before starting the calibration Reset the restrictor valve to a more restricted condition in an increment of pump inlet depression about 1 kPa that will yield a minimum of six data points for the total calibration Allow the system to stabilise for three minutes and repeat the data acquisition The air flow rate Qs at each test point is calculated in standard m min from the flow meter data using the manufacturers prescribed method The air flow rate is then converted to pump flow in m rev at absolute pump inlet temperature and pressure Equation Ap 4 1 0 Tp 101 33 273 2 where Vo pump flow rate at T and P m3 rev Q air flow at 101 33 kPa and 273 2 m min T pump inlet temperature K absolute pump inlet pressure kPa
442. results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 8 4 2 5 With reference to point 8 3 2 5 disconnection of any other powertrain component connected to a powertrain control unit engine control drive train control unit that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 or that triggers an operation mode with a significantly reduced torque as compared with normal operation 8 4 3 Replacement of the NO after treatment system where fitted with a deteriorated or defective system or elec tronic simulation of such a failure 8 4 4 Replacement of the particulate matter monitoring system where fitted with a deteriorated or defective system or electronic simulation of such a failure 21 2 2014 21 2 2014 2 2 Official Journal of the European Union ANNEX IX Test type IX requirements sound level Appendix Number Appendix title Page 1 Sound level test requirements for powered cycles and two wheel 247 mopeds category 11 2 Sound level test requirements for motorcycles categories L3e and 258 L4e 3 Sound level test requirements for three wheel mopeds tricycles 272 and quadricycles categories L2e L5e L6e and L7e 4 Test track specification 283 Introduction This Annex describes the procedure for type IX testing as referred to in Part A of Annex V to Regulation EU No 168 2013 I
443. results on reference fuel G20 or A and those on reference fuel G25 or B the r factor shall then be calculated from these averages 21 2 2014 21 2 2014 Official Journal of the European Union 2 2 7 For the type approval of a flex fuel H9NG vehicle as a member of a family two type I tests shall be performed the first test with 100 of either G20 or G25 and the second test with the mixture of hydrogen and the same NG biomethane fuel used during the first test with the maximum hydrogen percentage specified by the manu facturer 2 2 7 1 If the NG biomethane fuel is the reference fuel G20 the emission result for each pollutant shall be multiplied by the relevant factors for the first test and r for the second test in point 2 1 6 if the relevant factor gt 1 if the correspondent relevant factor lt 1 no correction is needed 2 2 7 2 If the NG biomethane fuel is the reference fuel G25 the emission result for each pollutant shall be divided by the corresponding relevant factor r for the first test and for the second test calculated in accordance with point 2 1 6 if this is lt 1 if the corresponding relevant factor gt 1 no correction is needed 2 2 7 3 At the manufacturer s request the type I test shall be conducted with the four possible combinations of reference fuels in accordance with point 2 1 6 so that no correction is needed 2 2 7 4 If repeated tests are carried out on the same engine an average s
444. ring the test in motion and during the stationary test 8 5 3 Testing of motorcycle performance 3 5 3 1 The replacement silencer shall be such as to ensure that motorcycle s performance is comparable with that achieved with the original silencer or component thereof 3 5 3 2 The replacement silencer shall be compared with an originally fitted silencer also in new condition fitted to the motorcycle referred to in point 3 2 3 3 3 5 3 3 This test is carried out by measuring engine power curve The net maximum power and top speed measurements with the replacement silencer shall not deviate by more than 5 from those taken under the same conditions with the original equipment silencer 3 5 4 Additional provisions relating to silencers as separate technical units containing fibrous material Fibrous material may not be used in the construction of such silencers unless the requirements set out in point 2 3 1 are met 21 2 2014 Official Journal of the European Union L 53 271 3 5 5 Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system The vehicle referred to in point 3 2 3 3 equipped with a silencer of the type for which approval is requested shall undergo a type 1 and test under the conditions described in the corresponding Annexes II and VI according to the type approval of the vehicle The requirements regarding emissions shall be deemed to be fulfilled if the resul
445. ring which significantly modifies the environmental and propulsion unit performance of the vehicle and functional safety in a harmful way As harmful tampering of the vehicle s powertrain affects both the environmental and functional safety performance the detailed requirements regarding propulsion unit performance and noise abatement set out in this Regulation should also be used as reference for enforcement of powertrain tampering prevention Part A of Annex V to Regulation EU No 168 2013 makes reference to the 8 test types that allow assessment of the environmental performance of the L category vehicle to be approved It is appropriate to set out detailed test requirements in this delegated act as well as to amend Annex V A of Regulation EU No 168 2013 by linking the test limits agreed by Council and the European Parliament with detailed test procedures and technical requirements set out in this Regulation A reference to the detailed test procedures and requirements set out in this Regulation should be inserted into Part A of Annex V to Regulation EU No 168 2013 by means of the amendments set out in Annex XII of this Regulation 21 2 2014 Official Journal of the European Union L 53 3 HAS ADOPTED THIS REGULATION 5 exhaust emissions means tailpipe emissions of gaseous pollutants and particulate matter CHAPTER I 6 particulate filter means a filtering device fitted in the exhaust system of a vehicle to reduce par
446. riod of operation laid down in point 2 3 4 3 At least three measurements shall be taken at each measurement point Positioning of the microphone Figure Ap3 3 The microphone shall be positioned level with the exhaust outlet or 0 2 m above the surface of the track whichever is higher The microphone diaphragm shall face towards the exhaust outlet at a distance of 0 5 m from it The axis of maximum sensitivity of the microphone shall be parallel to the surface of the track at an angle of 45 10 to the vertical plane of the direction of the exhaust emissions In relation to this vertical plane the microphone shall be located on the side on which there is the maximum possible distance between the microphone and the outline of the vehicle handlebars excluded If the exhaust system has more than one outlet at centres less than 0 3 m apart the microphone shall face the outlet which is nearest the vehicle handlebars excluded or the outlet which is highest above the surface of the track If the centres of the outlets are more than 0 3 m apart separate measurements shall be taken for each of them the highest figure recorded being taken as the test value Operating conditions The engine speed shall be held steady at S 2 if S is more than 5 000 rpm 35 4 if S is not more than 5 000 rpm where S is the engine speed at which maximum power is developed When a constant engine speed is reached the throttle shall be r
447. riterion corresponds to a charging time of 12 hours except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged In this case the maximum time is 3 times the claimed battery capacity Wh mains power supply W Test procedure The vehicle shall be started up by the means provided to the driver for normal use The first test cycle starts on the initiation of the vehicle start up procedure The test procedures described in points 3 1 2 5 2 1 or 3 1 2 5 2 2 shall be used in accordance with the type I test procedure set out in Appendix 6 21 2 2014 EN 3 1 2 5 2 1 3 1 2 5 2 2 3 1 2 5 2 2 1 3 1 2 5 2 2 2 3 1 2 5 2 2 3 3 1 2 5 3 3 1 2 5 4 3 1 2 5 5 3 1 3 1 Official Journal of the European Union Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period of the applicable type I test cycle end of sampling ES Sampling shall begin BS before or at the initiation of the vehicle start up procedure and continue over a number of repeat test cycles It shall end on conclusion of the final idling period in the applicable type I test cycle during which the battery reached the minimum state of charge in accordance with the following procedure end of sampling ES the electricity balance Q Ah is measured over each combined cycle according
448. rnal of the European Union L 53 105 4 1 5 Table 23 stage 2 cycle part 3 for vehicle class 3 2 0 to 180 s roller phase indicators roller phase indicators roller phase indicators time in 5 speed in time in 5 speed in time in 5 speed in km h stop acc cruise dec km h stop cruise dec km h stop cruise dec I j To X a 2 1L X 2 0 0 X 63 75 1 123 50 9 X me Se em ee Ds el 6 X 67 81 7 X 127 50 6 7 X 68 82 6 X 128 51 2 8 0 9 69 83 5 129 51 8 5 10 7 3 71 85 1 X 131 53 4 11 12 4 72 85 7 132 54 9 12 17 9 73 86 3 133 57 0 33 235 1 1 14 29 1 75 87 9 135 61 9 15 34 3 76 88 8 X 136 64 3 16 38 6 3 77 89 7 X 137 66 4 Irc SENERE LENE EE E a a 19 15 9 80 90 6 X 140 70 7 X 20 48 1 81 90 5 X 141 71 4 X 315953 aga f 34 X1 178 x _ 23 54 8 84 89 7 X 144 75 0 X 2 Peete ee ee EEEE 208 8 7 _ _ 2 339 x RE A 27 52 7 88 88 9 X 148 85 4 X 7 ee E 29 550 pes 759 12 3 39 585 X 894 31 62 3 92 89 4 152 91 9 X 5 3 81 x i le a 3855
449. rough the purge port and the tank port shall be capped Four hundred canister bed volumes shall be purged at a rate of 24 l min into the vent port Table Ap3 2 1 Amount of test cycles of charging and purging the test canister Vehicle category Vehicle category name Number of test cycles referred to in Lle A L3e AxT x 1 2 or 3 Lle B L2e Powered cycle 45 Two wheel trial motorcycle Two wheel moped 90 Three wheel moped L3e AxE x 1 2 or 3 Two wheel Enduro motorcycle L3e amp L4e Two wheel motorcycle with and 170 lt 130 km h without side car L5e Tricycle L6e B Light quadri mobile L7e C Heavy quadri mobile L3e amp L4e Two wheel motorcycle with and 300 Vmax gt 130 km h without side car Ageing test procedure of evaporative emission control valves cables and linkages The durability test shall actuate control valves cables and linkages where applicable for a minimum of 5 000 cycles Alternatively the aged evaporative emission control parts tested according to point 3 1 may be replaced with golden evaporation emission control valves cables and linkages complying with the requirements of point 3 5 of Annex VI to be installed on the type IV test vehicle at the choice of the manufacturer prior to start of the SHED test referred to in Appendix 3 Reporting The manufacturer shall report the results of the tests referred to in points 2 and 3 in a test report drafted according to
450. rting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manufacturer c in accordance with the manufacturers recommendation The engine shall be stopped within ten seconds of being automatically started By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead 2 1 2 NOVC vehicles 2 1 2 1 As regards NOVC vehicles without an operating mode switch the procedure shall start with a preconditioning of at least two consecutive complete applicable test type I driving cycles without soak L 53 181 L 53 182 Official Journal of the European Union 2 1 2 2 As regards NOVC vehicles with an operating mode switch the procedure shall start with a preconditioning of at least two consecutive complete applicable driving cycles without soak with the vehicle running in hybrid mode If several hybrid modes are available the test shall be carried out in the mode which is automatically set after the ignition key is turned normal mode On the basis of information provided by the manufacturer the technical service shall ensure that the limit values are complied with in all hybrid modes 2 1 3 The
451. run weight measurements shall be recorded on five separate days per week of testing The test is void if a linear plot of tank weight vs test days for the full soak period for permeation testing yields a linear regression correlation coefficient r lt 0 8 The weight of the filled fuel tank at the end of the test shall be subtracted from the weight of the filled fuel tank at the beginning of the test The difference in mass shall be divided by the internal surface area of the fuel tank The result of the calculation under point 5 3 expressed in mg m7 shall be divided by the number of test days to calculate the mg m day emission rate and rounded to the same number of decimal places as the emission standard laid down in Part C2 of Annex VI to Regulation EU No 168 2013 In cases where permeation rates during a soak period of 14 days are such that the manufacturer considers that period not long enough to be able to measure significant weight changes the period may be extended by a maximum of 14 additional days In this case the test steps in points 4 5 to 4 8 shall be repeated to determine the weight change for the full 28 days Determination of the deterioration factor when applying the full permeation test procedure The deterioration factor DF shall be determined from any of the following at the choice of the manufacturer the ratio between the final permeation and baseline test runs 5 6 2 the fixed DF for total hydrocarbons laid
452. s shall be measured under the same conditions as specified for Condition B of the type I test points 3 3 and 4 3 4 1 3 2 For NOVC vehicles the pollutant emissions shall be measured under the same conditions as in the type I test 4 1 4 Determining whether the OBD system reacts to the simulated malfunction and alerts the vehicle driver to it in an appropriate manner L 53 241 1 53 242 Official Journal of the European Union 4 2 Alternatively at the request of the manufacturer malfunction of one more components may be electronically simulated in accordance with the requirements laid down in point 8 4 3 Manufacturers may request that monitoring take place outside type I test cycle if it can be demonstrated to the approval authority that the monitoring conditions of the type I test cycle would be restrictive when the vehicle is used in service 4 4 For all demonstration testing the Malfunction Indicator shall be activated before end of the test cycle 5 Test vehicle and fuel 5 1 Test vehicle The test vehicles shall meet the requirements of point 2 of Annex VI 5 2 The manufacturer shall set system or component for which detection is to be demonstrated at or beyond criteria limit prior to operating the vehicle over the emissions test cycle appropriate for the classification of the L category vehicle To determine correct functionality of the diagnostic system the L category vehicle shall th
453. s shall not be taken in poor atmospheric conditions It shall be ensured that the results are not affected by gusts of wind For measurements the A weighted noise level of noise sources other than those of the vehicle to be tested and of wind effects shall be at least 10 0 dB A below the noise level produced by the vehicle A suitable windscreen may be fitted to the microphone provided that account is taken of its effect on the sensitivity and directional characteristics of the microphone It the difference between the ambient noise and the measured noise is between 10 0 and 16 0 dB A the test results shall be calculated by subtracting the appropriate correction from the readings on the sound level meter as in the following graph L 53 273 L 53 274 Official Journal of the European Union 2 2 4 2 2 4 1 2 2 4 2 2 2 4 3 2 2 4 3 1 2 2 4 4 2 2 4 4 1 2 2 4 4 2 Figure Ap3 1 Difference between ambient noise and noise level to be measured dB iA 0 4 03 Correction 02 0 1 10 13 14 15 Difference between ambient noise and noise to measured Method of measurement Nature and number of measurements The maximum noise level expressed in A weighted decibels dB A shall be measured as the vehicle travels between lines AA and BB Figure Ap3 2 The measurement will be invalid if an abnormal discrepancy between the peak value and the general noise level is recorded At least two m
454. s test results shall be plotted per THC CO NOx and if applicable NMHC and PM emission constituent against accumulation distance rounded to the nearest kilometre The best fit linear line trend line y ax b shall be fitted and drawn through all these data points based on the method of least squares This best fit straight trend line shall be extrapolated over the full durability mileage laid down in Part A of Annex VII to Regulation EU No 168 2013 At the request of the manufacturer the trend line may start as of 20 of the durability mileage laid down in Part A of Annex VII to Regulation EU No 168 2013 in order to take into account possible run in effects of the pollution control devices A minimum of four calculated arithmetic mean data points shall be used to draw each trend line with the first at or before 20 of the durability mileage laid down in Part A of Annex VII to Regulation EU No 168 2013 and the last one at the end of mileage accumulation at least two other data points shall be equally spaced between the first and final type I test measurement distances The applicable emission limits set out in Part A of Annex VI to Regulation EU No 168 2013 shall be plotted in the graphs per emission constituent laid down in points 3 2 4 2 and 3 2 4 3 The plotted trend line shall not exceed these applicable emission limits at any mileage data point The graph per THC CO NOx and if applicable NMHC and PM emission constituent p
455. s than 75 of the engine speed at which maximum net power is developed If in the test at a steady speed of 50 km h the gears change down to first the approach speed of the motorcycle may be increased to a maximum of 60 km h to avoid the downshift Position of the manual selector If the motorcycle is equipped with a manual selector with X forward drive positions the test shall be carried out with the selector in the highest position the voluntary device for changing down e g kick down shall not be used If an automatic downshift takes place after line the test shall be started again using the second highest position or the third highest position if necessary in order to find the highest position of the selector at which the test can be performed without an automatic downshift without using the kick down For hybrid L category vehicles the tests shall be performed twice under the following conditions a condition A batteries shall be at their maximum state of charge if more than one hybrid mode is available the most electric mode shall be selected for the test b condition B batteries shall be at their minimum state of charge if more than one hybrid mode is available the most fuel consuming mode shall be selected for the test Results test report The test report drawn up for the purpose of issuing the information folder according to the template referred to in Article 27 4 of Regulation EU
456. s within the scope of this Appendix shall be exempted from the requirements of Appendix 1 3 Test procedures and requirements 3 1 Test procedure to measure the maximum design vehicle speed up to which the auxiliary motor provides pedal assist The test procedure and measurements shall be performed in conformity with appendix 1 or alternatively with point 4 2 6 2 of EN 15194 2009 3 2 Test procedure to measure the maximum continuous rated power The maximum continuous rated power shall be measured according to the test procedure set out in appendix 3 3 3 Test procedure to measure maximum peak power 3 3 1 Acceptable range maximum peak power as compared with maximum continuous rated power The maximum peak power shall be 1 6 x maximum continuous rated power measured as mechanical output power at the shaft of the motor unit 3 3 2 Tolerances The maximum continuous rated and peak power values may deviate by 5 from the result of the measurements set out in appendix 3 3 3 3 Power correction factors 3 3 3 1 Definition of factor a and a 3 3 3 1 1 a and a shall be factors by which the torque and power measured are to be multiplied in order to determine the torque and power of an engine taking account of the efficiency of the transmission factor a2 used during the tests and in order to bring them within the reference atmospheric conditions specified in point 3 2 1 factor al The power correction formula is as foll
457. scharged by driving the vehicle on the test track on a chassis dynamometer etc at any of the following conditions at a steady speed of 50 km h until the fuel consuming engine starts up if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time or distance to be determined by the technical service and the manu facturer to the satisfaction of the approval authority in accordance with the manufacturer s recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead Conditioning of the vehicle The test vehicle shall be preconditioned by conducting the applicable type I test cycle in combination with the applicable gear shifting prescriptions in point 4 5 5 of Annex II After this preconditioning and before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2 and 303 2K 20 and 30 This conditioning shall be carried out for at least six hours and continue until the temperatures of
458. sed consecutive values In the case of the brake load these values shall not vary by more than 2 96 2 3 10 The temperature of the coolant at the outlet from the engine shall be kept within 5 of the upper thermostatically controlled temperature specified by the manufacturer If no temperature is specified by the manufacturer the temperature shall be 353 2 5 K For air cooled engines the temperature at a point indicated by the manufacturer shall be kept between 0 20 of the maximum temperature specified by the manufacturer under the reference conditions 2 3 11 The fuel temperature shall be measured at the inlet of the carburettor or injection system and be maintained within the limits set by the manufacturer 2 3 12 The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler if fitted shall be maintained within the limits stipulated by the engine manufacturer 2 3 13 The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange s manifold s or orifices 2 3 14 Where an automatically triggered device is used to measure engine speed and consumption the measurement shall last at least ten seconds if the measuring device is manually controlled it shall measure for at least 20 seconds 2 3 15 Test fuel The test fuel to be used shall be the reference fuel referred to in Appendix 2 of Annex II 2 3 16 If it is not possible to use the st
459. sion to neutral can be dangerous and complicated by the construction of the vehicle the coasting may be performed solely with the clutch disengaged Vehicles that have no means of cutting the trans mitted engine power off prior to coasting may be towed until they reach the coast down starting speed When the coast down test is reproduced the chassis dynamometer the drive train and clutch shall be in the same condition as during the road test 21 2 2014 21 2 2014 5 3 5 4 5 5 5 6 DTe 5 8 Official Journal of the European Union The vehicle steering shall be altered as little as possible and the brakes shall not be operated until the end of the coast down measurement period The first coast down time corresponding to the specified speed v shall be measured as the time taken for the vehicle to decelerate from v Av to Av The procedure described in points 5 1 to 5 4 shall be repeated in the opposite direction to measure the second coast down time At The average At of the two coast down times At and vt shall be calculated using the following equation Equation Ap 7 2 Atai At 2 At least four tests shall be performed and the average coast down time calculated using the following equation Equation Ap 7 3 1 n i 1 Tests shall be performed until the statistical accuracy P is equal to or less than 3 percent P lt 3 percent The statistical accuracy P as a percentage
460. sistance factor P f simulated rider input power where The mechanical motor power of the test vehicle shall be calculated from the sum of the mechanical brake motor power minus the mechanical input power of the test bench crank motor in W L 53 320 Ll 1 2 1 3 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 Official Journal of the European Union ANNEX XI Vehicle propulsion family with regard to environmental performance demonstration tests Introduction In order to alleviate the test burden on manufacturers when demonstrating the environmental performance of vehicles these may be grouped as a vehicle propulsion family One or more parent vehicles shall be selected from this group of vehicles by the manufacturer to the satisfaction of the approval authority that shall be used to demonstrate environmental performance test types I to Parent vehicles to demonstrate test type IX on sound level shall follow the requirements set out in the UNECE regulations referred to in point 2 of Annex IX An L category vehicle may continue to be regarded as belonging to the same vehicle propulsion family provided that the vehicle variant version propulsion pollution control system and OBD parameters listed in Table 11 1 are identical or remain within the prescribed and declared tolerances Vehicle and propulsion family attribution with regard to environmental tests For the environmental test types I to XIII a
461. speed deceleration etc as set out in points 2 and 3 The truncated vehicle speed trace restricted to maximum 25 km h is applicable for Lle A and Lle B vehicles with a maximum design speed of 25 km h 2 The following elementary cycle characteristic in the shape of the dynamometer roller speed profile versus test time shall be repeated eight times in total The cold phase means the first 448 four cycles after cold start of the propulsion and warming up of the engine The warm or hot phase is the last 448s four cycles when the propulsion is further warming up and finally running at operating temperature Table Ap6 1 ECE R47 single cycle characteristic vehicle speed profile versus test time Total duration of one No of Acceleration Roller speed Duration of operation operation Operation m s km h s n 1 Idling 3 Constant full throttle speed 4 Deceleration 0 56 65 5 Constant 20 36 101 speed 21 2 2014 Official Journal of the European Union L 53 79 No of Operati Acceleration Roller speed Duration of operation Total duration Stone operation ee m s km h s i 7 Idling 5 112 3 R47 test cycle tolerances The test cycle tolerances indicated in Figure Ap 6 2 for one elementary cycle of the ECE R47 test cycle shall be respected in principle during the whole test cycle Figure Ap6 2 ECE R47 based test cycle tolerances 4 f 1 fi 5 4 km h
462. ss than the sum of the maximum allowable limits of all non hydrogen constituents shown in the table 2 The value of total gases is the sum of the values of the non hydrogen constituents listed in the table except the particulates 21 2 2014 21 2 2014 Official Journal of the European Union Appendix 3 Chassis dynamometer system 1 Specification 1 1 General requirements 1 1 1 The dynamometer shall be capable of simulating road load within one of the following classifications a dynamometer with fixed load curve i e a dynamometer whose physical characteristics provide a fixed load curve shape b dynamometer with adjustable load curve i e a dynamometer with at least two road load parameters that can be adjusted to shape the load curve 1 1 2 Dynamometers with electric inertia simulation shall be demonstrated to be equivalent to mechanical inertia systems The means by which equivalence is established are described in point 4 1 1 3 Where the total resistance to progress on the road cannot be reproduced on the chassis dynamometer between speeds of 10 km h and 120 km h it is recommended that a chassis dynamometer with the characteristics defined in point 1 2 should be used 1 1 3 1 The load absorbed by the brake and the chassis dynamometer internal frictional effects between the speeds of 0 and 120 km h is as follows Equation Ap3 1 a b v 0 1 without being negative where to
463. ssion of the pollutant i in mg km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with point 3 2 3 5 L 53 147 L 53 148 3 4 3 4 1 3 4 2 3 4 3 Official Journal of the European Union 21 2 2014 Dove OVC range according to the procedure in Appendix 3 3 to Annex VII ove D ay average distance between two battery recharges as follows 4 km for a vehicle with an engine capacity lt 150 cm 6 km for a vehicle with an engine capacity gt 150 cm and Vmax lt 130 km h gt 130 kmh 10 km a vehicle with an engine capacity gt 150 cm and Vinay gt Not externally chargeable vehicles not OVC HEVs without an operating mode switch These vehicles shall be tested according to Appendix 6 For preconditioning at least two consecutive complete driving cycles are carried out without soak The vehicle shall be driven in accordance with to the provisions of Appendix 6 Not externally chargeable vehicles not OVC HEVs with an operating mode switch These vehicles are preconditioned and tested in hybrid mode in accordance with Annex II If several hybrid modes are available the test shall be carried out in the mode that is automatically set after the ignition key is turned normal mode On the basis of information provided by the manufacturer the technical service shall ensure that the limit values are complied
464. stage 2 L 53 110 Official Journal of the European Union 21 2 2014 2 Description of the stage 3 Lle A Lle B 12 L5e B 1 6 and 16 sub category vehicles The WMTC stage 3 to be used on the chassis dynamometer shall be a depicted in the following graph for sub category Lle A Lle B L2e L6e A and L6e B vehicles with low maximum vehicle design speed Figure Ap6 10 stage 3 for L1e A Lle B 12 L5e B and L6e B vehicles The truncated vehicle speed trace limited to 25 km h is applicable for Lle A and 11 vehicles with a limited maximum design vehicle speed of 25 km h Roller speed km h Time s Vehicle class 1 Vehicle class 1 45 km h limit 25 km h limit 21 The cold and warm vehicle speed traces are identical 21 2 2014 Official Journal of the European Union L 53 111 3 Description of the stage 3 Lle A Lle B 12 15 1 6 and 16 sub category vehicles Figure Ap6 11 stage 3 for Lle A L1e B L2e L5e B L6e A and L6e B sub category vehicles The truncated vehicle speed trace limited to 25 km h is applicable for L1e A and Lle B vehicles with a limited maximum vehicle design speed of 25 km h Roller speed km h Vehicle class 1 Vehicle class 1 45 km h limit 45 km h limit 3 1 The vehicle speed trace WMTC stage 3 shown in Figure Ap 6 10 is applicable for L
465. sted it shall be put in normal working order by one of the following methods Conditioning by continuous road operation The table Ap3 1 shows the minimum distance to be travelled for each category of vehicle during conditioning Table Ap3 1 Minimum distance to be travelled during conditioning Category of vehicle by cylinder capacity Distance cm km 1 lt 250 4 000 2 gt 250 lt 500 6 000 3 gt 500 8 000 50 10 of this conditioning cycle shall consist of town driving and the remainder of long distance runs at high speed the continuous road cycle may be replaced by a corresponding test track programme The two types of driving shall be alternated at least six times The complete test programme shall include at least ten breaks lasting at least three hours in order to reproduce the effects of cooling and condensation Conditioning by pulsation The exhaust system or components thereof shall be fitted to the vehicle or to the engine In the first case the vehicle shall be mounted on a roller dynamometer In the second case the engine shall be mounted on a test bench The test apparatus as shown in detail in Figure Ap3 4 is fitted at the outlet of the exhaust system Any other apparatus giving equivalent results is acceptable The test equipment shall be adjusted so that the flow of exhaust gases is alternately interrupted and restored 2 500 times by a rapid action valve The valve shall open when the exhaust g
466. stem stabilised Data from all instruments shall be recorded 2 3 6 The flow restrictor shall be varied and at least eight readings shall be taken across the critical flow range of the venturi 2 3 7 The data recorded during the calibration shall be used in the following calculations The air flow rate Qs at each test point is calculated from the flow meter data using the manufacturer s prescribed method Calculate values of the calibration coefficient Ky for each test point L 53 74 3 1 3 2 3 2 1 3 2 2 3 3 3 3 2 Official Journal of the European Union Equation Ap 4 5 where Q flow rate in m min at 273 2 and 101 3 kPa T temperature at the venturi inlet K absolute pressure at the venturi inlet kPa Plot K as a function of venturi inlet pressure For sonic flow K will have a relatively constant value As pressure decreases vacuum increases the venturi becomes unchoked and K decreases The resultant K changes are not permissible For a minimum of eight points in the critical region calculate an average K and the standard deviation If the standard deviation exceeds 0 3 percent of the average K take corrective action System verification procedure General requirements The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known mass of a pollutant gas into the system while it is being operated as if during a normal test and
467. stration set out in point 1 5 2 of Annex IV to Regulation EU No 168 2013 The AMA durability mileage accumulation cycle shall be conducted according to the technical details laid down in Appendix 2 3 5 Test type durability verification testing using golden pollution control devices 3 5 1 The pollution control devices may be removed from the test vehicles after 3 5 1 2 full mileage accumulation according to the test procedure in point 3 1 is completed or 3 5 1 3 partial mileage accumulation according to the test procedure in point 3 2 is completed 3 5 2 At the choice of the manufacturer golden pollution control devices may repeatedly be used for durability performance verification and approval demonstration testing on the same vehicle type with regard to the environmental performance by fitting them on a representative parent vehicles representing the propulsion family set out in Annex XI later on in vehicle development 3 5 3 The golden pollution control devices shall be permanently marked and the marking number the associated type I test results and the specifications shall be made available to the approval authority upon request 3 5 4 In addition the manufacturer shall mark and store new non aged pollution control devices with the same specifications as those of the golden pollution control devices and in the event of a request under point 3 5 5 make these available also to the approval authority
468. system is defined as a point 150 mm downstream from the termination of the part of the exhaust system mounted on the engine 8 If an exhaust brake is incorporated in the engine the throttle valve shall be held in the fully open position The fuel feed pressure may be adjusted if necessary to reproduce the pressures existing in the particular engine application particularly when a fuel return system is used 5 The air intake valve is the control valve for the pneumatic governor of the injection pump The governor or the fuel injection equipment may contain devices which can affect the amount of injected fuel L 53 310 2 2 2 3 2 3 1 Official Journal of the European Union The radiator fan fan nozzle water pump and thermostat shall on the test bench occupy as far as possible the same position relative to each other as if they were on the vehicle If any of them have a position on the test bench which is different from that on the vehicle this shall be described and noted in the test report The cooling liquid circulation shall be operated by the engine water pump only Cooling of the liquid may be produced either by the engine radiator or by an external circuit provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system The radiator shutter if incorporated shall be in the open position Where the fan radiator and cowl sys
469. t 3 7 propulsion not equipped with sensor for fuel control 3 7 2 operation principle of sensor binary wide range other 3 7 3 sensor interaction with closed loop fuelling system 5 01 chiometry lean or rich operation 3 8 propulsion not equipped with exhaust gas recirculation EGR system 3 8 1 EGR system types 3 8 2 operation principle of EGR system internal external 3 8 3 maximum EGR rate 5 X X Explanatory notes maximum 30 96 acceptable for test type VIII 2 Only for vehicles equipped with storage for gaseous fuel 3 2 Test types and IV in Table 11 2 means applicable Table 11 2 Classification criteria propulsion family with regard to test types III a Classification criteria description B gt 1 Vehicle 1 1 Category X X 1 2 Subcategory L 53 324 Official Journal of the European Union 5 2 5 2 1 5 2 1 1 Classification criteria description Test type III Test type IV 2 215 propulsion not equipped with crankcase ventilation system 2 1 1 crankcase ventilation system type 2 1 2 operation principle of crank case ventilation system breather vacuum overpress ure 2 2 propulsion not equipped with evaporative emission control system X 2 2 1 evaporative emission control system type X 2 22 operation principle of evaporative emission
470. t density of calibration weight used to span balance Pmedia density of PM sample medium filter with filter medium Teflon coated glass fibre e g TX40 Pmedia 2 300 kg m Pair can be calculated as follows Equation 2 2 Pas Mmix PE Tamb L 53 19 L 53 20 4 5 3 12 1 3 4 3 4 5 3 12 1 3 4 4 4 5 3 12 1 4 Official Journal of the European Union where Pay absolute pressure in balance environment molar mass of air in balance environment 28 836 molar gas constant 8 314 Jmol K Tamb absolute ambient temperature of balance environment The chamber or room environment shall be free of any ambient contaminants such as dust that would settle on the particulate filters during their stabilisation Limited deviations from weighing room temperature and humidity specifications shall be allowed provided their total duration does not exceed 30 minutes in any one filter conditioning period The weighing room shall meet the required specifications prior to personal entrance into the weighing room No deviations from the specified conditions are permitted during the weighing operation The effects of static electricity shall be nullified This may be achieved by grounding the balance through placement on an antistatic mat and neutralisation of the particulate filters prior to weighing using a Polonium neutraliser or a device of similar effect Alternatively nullification of static effe
471. t in this Annex and in Annex II 21 2 2014 Official Journal of the European Union 3 1 2 In case of applying the durability test procedure set out in Article 23 3a or 23 3b of Regulation EU No 168 2013 the test vehicles shall be equipped with the aged emission components used for durability tests as well as for the purposes of this Annex and the OBD environmental tests are to be finally verified and reported at the conclusion of the Type V durability testing 3 1 3 In case the demonstration test requires emission measurements the type VIII test shall be carried out on the test vehicles used for the type V durability test in Annex V Type VIII tests shall be finally verified and reported at the conclusion of the type V durability testing 3 1 4 In case of applying the durability test procedure set out in Article 23 3c of Regulation EU No 168 2013 the applicable deterioration factors set out in part B of Annex VII to that Regulation shall be multiplied with the emission test results 3 2 The OBD system shall indicate the failure of an emission related component or system when that failure results in emissions exceeding the OBD threshold in Part B of Annex VI to Regulation EU No 168 2013 or any powertrain fault that triggers an operation mode that significantly reduces torque in comparison with normal operation 3 3 The test type I data in the test report referred to in Article 32 1 of Regulation EU No 168 2013 including t
472. t laid down in accordance with Article 32 1 of Regulation EU No 168 2013 Dynamometer preparation if settings are derived from a running resistance table The specified vehicle speed for the chassis dynamometer The running resistance on the chassis dynamometer shall be verified at the specified vehicle speed v At least four specified speeds shall be verified The range of specified vehicle speed points the interval between the maximum and minimum points shall extend either side of the reference speed or the reference speed range if there is more than one reference speed by at least Av as defined in Appendix 5 or 7 for a vehicle equipped with one wheel on the powered axle and in Appendix 8 for a vehicle with two or more wheels on the powered axles The specified speed points including the reference speed points shall be at regular intervals of no more than 20 km h apart Verification of chassis dynamometer Immediately after the initial setting the coast down time on the chassis dynamometer corresponding to the specified speed shall be measured The vehicle shall not be set up on the chassis dynamometer during the coast down time measurement The coast down time measurement shall start when the chassis dynamometer speed exceeds the maximum speed of the test cycle The measurement shall be carried out at least three times and the mean coast down time At shall be calculated from the results The set running resistance force FE vj at th
473. t lays down specific provisions regarding permissible sound level test procedures for L category vehicles Test procedure measurements and results Durability requirements of the noise abatement system shall be regarded as fulfilled if the vehicle complies with the requirements regarding conditioning of the test vehicle set out in this Annex In addition for vehicles equipped with silencers containing absorbent fibrous materials the relevant test procedure set out in this Annex shall be conducted to demonstrate durability of the noise abatement system When the EU has acceded to UNECE regulation No 9 Uniform provisions concerning the approval of three wheel vehicles or quadricycles with regard to noise UNECE regulation No 41 5 Uniform provisions concerning the approval of motorcycles with regard to noise UNECE regulation No 63 Uniform provisions concerning the approval of mopeds with regard to noise UNECE regulation No 92 Uniform provisions concerning the approval of non original replacement exhaust silencing systems RESS for motorcycles mopeds and three wheel vehicles the corresponding provisions of this Annex will become obsolete and vehicles of the applicable sub category as listed in Table 8 1 shall comply with the requirements of the corresponding UNECE Regulation including as regards sound limits Table 8 1 L category vehicle sub categories and the applicable UNECE regulations regarding sound requirements Vehic
474. t the mass collected on the 47 mm diameter filter is gt 20 and that the filter loading is maximised in line with the requirements of points 4 5 3 12 1 2 3 and 4 5 3 12 1 3 3 21 2 2014 21 2 2014 4 5 3 12 1 3 3 3 4 5 3 12 1 3 3 4 4 5 3 12 1 3 3 5 4 5 3 12 1 3 4 4 5 3 12 1 3 4 1 4 5 3 12 1 3 4 2 Official Journal of the European Union For a given test the gas filter face velocity shall be set to a single value within the range 20 cm s to 80 cm s unless the dilution system is being operated with sampling flow proportional to CVS flow rate Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required All filter types shall have a 0 3 DOP di octylphthalate or PAO poly alpha olefin CS 68649 12 7 or CS 68037 01 4 collection efficiency of at least 99 percent at a gas filter face velocity of 5 33 cm s The filter holder assembly shall be of a design that provides an even flow distribution across the filter stain area The filter stain area shall be at least 1 075 mm Filter weighing chamber and balance The microgram balance used to determine the weight of a filter shall have a precision standard deviation of 2 pg and resolution of 1 pg or better It is recommended that the microbalance be checked at the start of each weighing session by weighing one reference weight of 50 mg This weight shall be weighed three times and the average result recorded The weighing session and ba
475. t vehicles with the sample selector valves in the standby position connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems d start the CVS if not already on the sample pumps and the temperature recorder The heat exchanger of the constant volume sampler if used and sample lines shall be preheated to their respective operating temperatures before the test begins e adjust the sample flow rates to the desired flow rate and set the gas flow measuring devices to zero For gaseous bag except hydrocarbon samples the minimum flow rate is 0 08 litre second For hydrocarbon samples the minimum flame ionisation detection FID or heated flame ionisation detection HFID in the case of methanol fuelled vehicles flow rate is 0 031 litre second f attach the flexible exhaust tube to the vehicle tailpipes g start the gas flow measuring device position the sample selector valves to direct the sample flow into the transient exhaust sample bag the transient dilution air sample bag turn the key on and start cranking the engine h put the transmission in gear i the initial vehicle acceleration of the driving schedule operate the vehicle according to the driving cycles specified in point 4 5 4 k at the end of part 1 or part 1 in cold condition simultaneously switch the sample flows from the first bags and samples to the second bags and s
476. tal load absorbed by the chassis dynamometer a value equivalent to rolling resistance b value equivalent to coefficient of air resistance N km h v vehicle speed km h load at 80 km h Alternatively for vehicles that cannot attain 80 km h the load at the reference vehicle speeds in table Ap8 1 in Appendix 8 shall be determined 1 2 Specific requirements 1 2 1 The setting of the dynamometer shall not be affected by the lapse of time It shall not produce any vibrations perceptible to the vehicle and likely to impair the vehicles normal operations 1 2 2 The chassis dynamometer may have one roller or two rollers in the cases of three wheel vehicles with two front wheels and quadricycles In such cases the front roller shall drive directly or indirectly the inertial masses and the power absorption device 1 2 3 It shall be possible to measure and read the indicated load to an accuracy of 5 percent 1 2 4 In the case of a dynamometer with a fixed load curve the accuracy of the load setting at 80 km h or of the load setting at the reference vehicle speeds 30 km h respectively 15 km h referred to in point 1 1 3 1 for vehicles that cannot attain 80 km h shall be 5 percent In the case of a dynamometer with adjustable load curve the accuracy of matching dynamometer load to road load shall be 5 percent for vehicle speeds gt 20 km h and 10 percent for vehicle speeds lt 20 km h Belo
477. tem cannot conveniently be fitted to the engine the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl if used shall be determined at the speeds corresponding to the engine speeds used for measurement of the engine power either by calculation from standard characteristics or by practical tests This power corrected to the standard atmospheric conditions defined in point 4 2 shall be deducted from the corrected power 7 Where disconnectable or progressive fan or blower is incorporated the test shall be carried out with the disconnectable fan or blower disconnected or with the progressive fan or blower running at maximum slip 8 Minimum power of the generator the power of the generator shall be no more than that required to operate accessories which are indispensable for the operation of the engine If the connection of a battery is necessary a fully charged battery in good order shall be used Accessories to be removed Certain vehicle accessories necessary only for the operation of the vehicle and which may be mounted on the engine shall be removed for the test The following non exhaustive list is given as an example air compressor for brakes power steering compressor suspension compressor air conditioning system Where accessories cannot be removed the power absorbed by them in the unloaded condition may be determined and added to the measured
478. tems of vehicles equipped with a propulsion type that uses volatile liquid fuel Appendix 4 sets out the calibration procedure for evaporative emission test equipment General requirements The vehicle manufacturer shall prove to the technical service and to the satisfaction of the approval authority that the fuel tank and fuelling system are leak tight The fuelling system tightness shall comply with the requirements referred to in Annex II C8 to Regulation EU No 168 2013 All L vehicle sub categories equipped with a non metallic fuel storage shall be tested according to the permeability test procedure laid down in Appendix 1 At the request of the manufacturer the fuel permeation test set out in Appendix 2 or the SHED test set out in Appendix 3 may replace the evaporative part of the permeability test set out in Appendix 1 L vehicle sub categories L4e L5e A L6e A and L7e A shall be tested according to the SHED test procedure laid down in Appendix 3 The fuel permeation test procedure set out in Appendix 2 shall be subject to the general assessment in the environmental effect study referred to in point 5 b of Article 23 of Regulation EU No 168 2013 This study shall confirm whether L vehicle sub categories Lle A Lle B L2e L5e B L6e B L7e B and L7e C shall be tested either according to the permeation test procedure set out in Appendix 2 or the SHED test procedure set out in Appendix 3 If an Lle A 11 L2e L
479. test g km Q number of data electricity balance during i th manufacturer s test Ah The CO emission correction coefficient shall be rounded to four significant figures e g 0 or The statistical significance of the CO emission correction coefficient shall be judged by the technical service to the satisfaction of the approval authority Separate CO emission correction coefficients shall be determined for the fuel consumption values measured over parts 1 2 and 3 of the applicable type I test cycle CO emission at zero battery energy balance The CO emission Mg at 0 is determined by the following equation Equation AP 41 Mo M Koo Q in g km where C fuel consumption measured during test 1 100 km Q electricity balance measured during test Ah CO emission at zero battery energy balance shall be determined separately for the CO emission values measured over parts 1 2 and 3 if applicable for the type I test cycle set out in Annex II L 53 234 Official Journal of the European Union 21 2 2014 Appendix 3 1 Electrical energy power storage device State Of Charge SOC profile for an Externally chargeable Hybrid Electric Vehicle OVC HEV in a type VII test 1 State of charge SOC profile for OVC HEV type VII test The SOC profiles for OVC HEVs tested under Conditions A and B of the test type VII shall be 1 1 Condition A Figure Ap3 1 1 Condition A of the type VII test
480. test is completed on a test track or road the reference mass of the test vehicle shall be at least equal to that used for type I emission tests conducted on a chassis dynamometer 2 1 9 If approved by the technical service and to the satisfaction of the approval authority the type V test procedure may be carried out using a test vehicle of which the body style gear box automatic or manual and wheel or tyre size differ from those of the vehicle type for which the environmental performance type approval is sought 2 2 In the type test procedure mileage shall be accumulated by driving test vehicles either on a test track on the road or on a chassis dynamometer The test track or test road shall be selected at the discretion of the manufacturer 2 2 1 Chassis dynamometer used for mileage accumulation 2 2 1 1 Chassis dynamometers used to accumulate test type V durability mileage shall enable the durability mileage accumulation cycle in Appendix 1 or 2 as applicable to be carried out 2 2 1 2 In particular the dynamometer shall be equipped with systems simulating the same inertia and resistance to progress as those used in the type I emission laboratory test in Annex II Emission analysis equipment is not required for mileage accumulation The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer referred to in Annex II used to accumulate mileage with the test vehicles 2 2 1 3 The
481. th the requirements of point 2 1 1 The absorbent fibrous material may not be placed in those parts of the silencer through which the exhaust gases pass and shall comply with the following requirements the material shall be heated at a temperature of 650 C 5 C for four hours in a furnace without reduction in the average length diameter or bulk density of the fibre after being heated at 650 5 for one hour in a furnace at least 98 of the material shall be retained in a sieve of nominal mesh size 250 complying with technical standard ISO 3310 1 2000 when tested in accordance with ISO standard 2559 2011 the material shall not lose more than 10 5 96 of its weight after being soaked for 24 hours at 90 C 5 C in a synthetic condensate of the following composition 1N hydrobromic acid HBr 10 ml 1N sulphuric acid H5SO 10 ml Distilled water to make up to 1 000 ml Note The material shall be washed in distilled water and dried for one hour at 105 C before weighing Before the system is tested in accordance with point 2 1 it shall be put in normal working order by one of the following methods Conditioning by continuous road operation L 53 265 L 53 266 2 3 1 4 1 1 2 3 1 4 1 2 2 3 1 4 1 3 2 3 1 4 1 4 2 3 1 4 2 2 3 1 4 2 1 2 3 1 4 2 2 2 3 1 4 2 3 2 3 1 4 2 4 2 3 1 4 2 5 2 3 1 4 2 6 2 3 1 4 2 7 2 3 1 4 2 8 Official Journal of the European Union
482. the CVS system is operated as in a normal exhaust emission test while CO or propane is injected into the system The quantity of pure gas involved is determined by means of differential weighing The gas accumulated in the bag is analysed using the equipment normally used for exhaust gas analysis The results are then compared to the concentration figures computed previously 21 2 2014 21 2 2014 1 The chassis dynamometer can be set using the running resistance table instead of running resistance force obtained by the coast down methods set out in Appendices 7 or 8 In this table method the chassis dynamometer shall be set Classification of equivalent inertia mass and running resistance Official Journal of the European Union Appendix 5 by the reference mass regardless of particular L category vehicle characteristics 2 The flywheel equivalent inertia mass myer shall be the equivalent inertia mass m specified in point 4 5 6 1 2 The chassis dynamometer shall be set by the rolling resistance of front wheel a and the aerodynamic drag coefficient b specified in the following table Table Ap5 1 Classification of equivalent inertia mass and running resistance used for L category vehicles Reference mass Equivalent inertia mass Rolling resistance of front Aero drag coefficient b 05 i Nim Omas 0 0203 25 lt mef lt 35 30 26 0 0205 35 lt lt 45 40 3 5 0 0206 45
483. the diluted gases during the test part measured in the intake K section of pump P 21 2 2014 Official Journal of the European Union L 53 53 Tr Mean ambient temperature during the test K U humidity percent v Specified speed Total volume of diluted gas Vmax Maximum design speed of test vehicle L category vehicle km h Wlhot Weighting factor of cycle part 1 with warm condition Weighting factor of cycle part 2 with warm condition W3 Weighting factor of cycle part 3 with warm condition L 53 54 1 Official Journal of the European Union 21 2 2014 Appendix 2 Reference fuels Specifications of reference fuels for testing vehicles in environmental tests in particular for tailpipe and evaporative emissions testing The following tables list the technical data on liquid reference fuels to be used for environmental performance testing The fuel specifications in this Appendix are consistent with the reference fuel specifications in Annex 10 to UNECE regulation No 83 Revision 4 Type Petrol E5 Limits 1 Parameter Unit Test method Minimum Maximum Research octane number RON 95 0 EN 25164 prEN ISO 5164 Motor octane number MON 85 0 EN 25163 prEN ISO 5163 Density at 15 kg m 743 756 EN ISO 3675 EN ISO 12185 Vapour pressure kPa 56 0 60 0 EN ISO 13016 1 Water content 96 0 015 ASTM E 1064 Distillation Evaporated
484. the stationary test it may not exceed by more than 3 0 dB A the value recorded when the motorcycle was granted type approval and indicated on the manufacturer s data plate 3 23 32 If the motorcycle referred to in point 3 2 3 3 is not of a type which has been granted type approval pursuant to the provisions of this Regulation it may not exceed by more than 1 0 dB A the limit value applicable to that type of motorcycle when it first entered into service L 53 270 Official Journal of the European Union 21 2 2014 3 2 3 4 separate engine identical to that fitted to motorcycle referred to in point 3 2 3 3 should the approval authorities deem it necessary 3 3 Markings and inscriptions 3 3 1 Non original exhaust systems components thereof shall be marked in accordance with requirements laid down in Article 39 of Regulation EU No 168 2013 3 4 Component type approval 3 4 1 Upon completion of the tests laid down in this Appendix approval authority shall issue certificate corresponding to the model referred to in Article 30 2 of Regulation EU No 168 2013 The component type approval number shall be preceded by a rectangle surrounding the letter e followed by the distin guishing number or letters of the Member State which issued or refused the component type approval The exhaust system which is granted system type approval shall conform to the provisions of Annexes II and VI 3 5 Specifications 3
485. the use of special equipment other than that provided with the vehicle 4 Test type II description of test procedure to measure tailpipe emissions at increased idle and free acceleration 4 1 Components adjusting the idling speed 4 1 1 Components adjusting the idling speed for purposes of this Annex refer to controls for changing idling conditions of the engine which may be easily operated by a mechanic using only the tools referred to in point 4 1 2 In particular devices for calibrating fuel and air flows are not considered as adjustment components if their setting requires the removal of the set stops an operation which can normally be performed only by a professional mechanic 4 1 2 The tools which may be used to adjust the idling speed are screwdrivers ordinary or cross headed spanners ring open end or adjustable pliers Allen keys and a generic scan tool 4 2 Determination of measurement points and type II idle test pass fail criteria 4 2 1 First a measurement is taken at setting in accordance with the conditions fixed by manufacturer 4 2 2 For each adjustment component with a continuous variation sufficient number of characteristic positions shall be determined The test shall be carried out with the engine at normal idling speed and at high idle speed High idle engine speed is defined by the manufacturer but it must be higher than 2 000 min 4 2 3 The measurement of car
486. then analysing and calculating the pollutant mass according to the formula in point 4 except that the density of propane shall be taken as 1 967 grams per litre at standard conditions The two techniques described in points 3 2 and 3 3 are known to give sufficient accuracy The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 percent CFO method Metering a constant flow of pure gas CO or C4Hg using a critical flow orifice device A known quantity of pure gas CO or is fed into the CVS system through the calibrated critical orifice If the inlet pressure is high enough the flow rate q which is adjusted by means of the critical flow orifice is independent of orifice outlet pressure critical flow If deviations exceeding 5 percent occur the cause of the malfunction shall be determined and corrected The CVS system is operated as in an exhaust emission test for about five to ten minutes The gas collected in the sampling bag is analysed by the usual equipment and the results compared to the concentration of the gas samples which was known beforehand Gravimetric method Metering a limited quantity of pure gas CO or by means of a gravimetric technique The following gravimetric procedure may be used to verify the CVS system The weight of a small cylinder filled with either carbon monoxide or propane is determined with a precision of 0 01 g For about five to ten minutes
487. theoretical value of the equivalent inertia see Appendix 5 within the following limits 4 3 1 1 5 percent of the theoretical value for each instantaneous value 4 3 1 2 2 percent of the theoretical value for the average value calculated for each sequence of the cycle The limit specified in point 4 3 1 1 is brought to 50 percent for one second when starting and for vehicles with manual transmission for two seconds during gear changes 21 2 2014 Official Journal of the European Union L 53 65 4 4 Verification procedure 4 4 1 Verification is carried out during each test throughout the test cycles defined in Appendix 6 of Annex IL 4 4 2 However if the requirements laid down in point 4 3 are met with instantaneous accelerations which are at least three times greater or smaller than the values obtained in the sequences of the theoretical cycle the verification described in point 4 4 1 will not be necessary L 53 66 1 1 1 2 1 2 1 1 2 2 1 2 3 1 2 4 1 2 5 1 2 6 1 2 7 1 2 8 1 3 Official Journal of the European Union Appendix 4 Exhaust dilution system System specification System overview A full flow exhaust dilution system shall be used This requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions The total volume of the mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the volume s
488. ticulate matter Article 1 from the exhaust flow SUBJECT MATTER AND DEFINITIONS Subject matter 7 properly maintained and used means that when selecting a test vehicle it satisfies the criteria with regard to a good level of maintenance and normal use according to the recommendations of the vehicle manufacturer for acceptance of such a test vehicle This Regulation establishes the detailed technical requirements and test procedures regarding environmental and propulsion unit performance for the approval of L category vehicles and the systems components and separate technical units intended for such vehicles in accordance with Regulation EU No 168 2013 and sets out a list of UNECE regulations and amendments thereto 8 fuel requirement by the engine means the type of fuel normally used by the engine Article 2 Definitions a petrol E5 The definitions of Regulation EU No 168 2013 shall apply In addition the following definitions shall apply b liquefied petroleum gas LPG 1 WMTC stage 1 refers to the World harmonised NG biomethane natural gas Motorcycle Test Cycle laid down in UNECE Global Technical Regulation No 2 1 used as alternative type I d either petrol 5 or LPG emission test cycle to the European Driving Cycle as of 2006 for category L3e motorcycle types e either petrol 5 NG biomethane 2 stage 2 refers to the World harmonised Motorcycle T
489. til the reference curve has been reached again Up to three interruptions of no more than 15 minutes in total are permitted between test sequences The distance covered in km using the electrical motor only D is the electric range of the hybrid electric vehicle It shall be rounded to the nearest whole number Where the vehicle operates both in electric and in hybrid mode during the test the periods of electric only operation will be determined by measuring current to the injectors or ignition Determining the OVC range of a hybrid electric vehicle The applicable type I test cycle and accompanying gearshift arrangements as set out in point 4 4 5 of Annex IL shall be carried out a chassis dynamometer adjusted as described in Annex II until the test criteria are met To measure the OVC range Doyo the test criteria shall be deemed as having been met when the battery has reached its minimum state of charge according to the criteria in points 3 2 3 2 2 2 or 4 2 4 2 2 2 of Appendix 3 Driving shall be continued until the final idling period in the type I test cycle has been completed Up to three interruptions of no more than fifteen minutes in total are permitted between test sequences The total distance driven in km rounded to the nearest whole number shall be the OVC range of the hybrid electric vehicle At speeds of over 50 km h when the vehicle does not reach the acceleration or speed required for the test cycle the accel
490. tion and evidence upon request in order to prove that the durability performance of the vehicle type with regard to environmental performance will not be negatively affected by any change in vehicle production retrospective changes in the vehicle configuration changes in the specifications of any pollution control device type or changes in peripheral devices fitted on the approved vehicle type Category L4e motorcycles with side car shall be exempted from type V durability testing if the manufacturer can provide the evidence and documentation referred to in this Annex for the L3e two wheel motorcycle on which the assembly of the L4e vehicle was based In all other cases the requirements of this Annex shall apply to category L4e motorcycles with side car Specific requirements Test vehicle requirements The test vehicles used for type V durability testing and in particular the pollution control and peripheral devices that are relevant for the emission abatement system shall be representative of the vehicle type with regard to environmental performance produced in series and placed on the market The test vehicles shall be in good mechanical order at the start of mileage accumulation and it shall not have more than 100 km accumulated after it was first started at the end of the production line The propulsion and pollution control devices shall not have been used since its manufacture with the exception of quality control tests and accumulation of t
491. tive and rapidly aged carbon canister If the result of OJ L 226 18 8 1997 p 1 Official Journal of the European Union 21 2 2014 the study demonstrates that this method is not cost effective a proposal will follow in due course to delete this alternative and should become applicable beyond the Euro 5 step A standardised method for measuring vehicles energy efficiency fuel or energy consumption carbon dioxide emissions as well as electric range is necessary to ensure that no technical barriers to trade arise between Member States and also to ensure that customers and users are supplied with objective and precise information The methods for measuring propulsion unit performance including the maximum design vehicle speed maximum torque and maximum continuous total power of L category vehicles may differ from one Member State to the next this might constitute barriers to trade within the Union Therefore it is necessary to draw up harmonised requirements for methods for measuring the propulsion unit performance of L category vehicles in order to enable the approval of vehicles systems components or separate technical units to be applied for each type of such vehicle Functional safety or environmental requirements call for restrictions on tampering with certain types of L category vehicles In order to avoid obstacles to servicing and maintenance by vehicle owners such restrictions should be strictly limited to tampe
492. tively the vehicle manufacturer may specify the appropriate opacity level and enter this limit on the certificate of conformity Vehicles in the scope of Regulation EU No 168 2013 are exempted from the requirement to enter the opacity test value on the statutory plate 21 2 2014 21 2 2014 2 2 2 3 2 4 2 5 3 1 3 2 Official Journal of the European Union ANNEX IV Test type III requirements emissions of crankcase gases Introduction This Annex describes the procedure for type III testing as referred to in Part A of Annex V to Regulation EU No 168 2013 General provisions The manufacturer shall provide the approval authority with technical details and drawings to prove that the engine is or engines are so constructed as to prevent any fuel lubrication oil or crankcase gases from escaping to the atmosphere from the crankcase gas ventilation system Only in the following cases shall the technical service and approval authority require the manufacturer to carry out the type III test for new vehicle types with regard to environmental performance equipped with a new design of the crankcase gas ventilation system in which case a parent vehicle with a crankcase gas ventilation concept representative of that approved may be selected if the manufacturer so chooses to demonstrate to the satisfaction of the technical service and approval authority that the type III test has been passed if there is any doubt th
493. tor pedal shall remain fully depressed or the accelerator handle shall be turned fully until the reference curve has been reached again Up to three interruptions of no more than 15 minutes in total are permitted between test sequences 21 2 2014 21 2 2014 Official Journal of the European Union 4 2 1 5 4 2 2 1 1 4 2 2 1 2 4 2 2 1 3 4 2 2 1 4 4 2 2 1 5 4 2 2 2 4 2 2 2 1 4 2 2 2 2 4 2 2 2 3 4 2 2 2 4 4 2 2 3 4 2 2 4 4 2 2 5 The distance covered in km D is electric range of the electric vehicle It shall be rounded to nearest whole number For hybrid electric vehicles The applicable type I test cycle and accompanying gearshift arrangements as set out in point 4 5 5 of Annex II shall be carried out on a chassis dynamometer adjusted as described in Annex II until the test criteria are met To measure the electric range the test criteria shall be deemed as having been met when the vehicle is unable to meet the target curve up to 50 km h or when the standard on board instrumentation indicates that the vehicle should be stopped or when the battery has reached its minimum state of charge The vehicle shall then be slowed to 5 km h without braking by releasing the accelerator pedal and then stopped by braking At speeds of over 50 km h when the vehicle does not reach the acceleration or speed required for the test cycle the accelerator pedal shall remain fully depressed un
494. troduction This Appendix sets out the method and required instrumentation for measuring the electricity balance of Off vehicle Charging Hybrid Electric Vehicles OVC HEV and Not Off vehicle Charging Hybrid Electric Vehicles NOVC HEV Measurement of the electricity balance is necessary a to determine when the batterys minimum state of charge has been reached during the test procedure in points 3 3 and 4 3 of Appendix 3 and b to adjust the fuel consumption and CO emissions measurements in line with the change in battery energy content during the test using the method in points 5 3 1 1 and 6 3 1 1 of Appendix 3 The method described in this Appendix shall be used by the manufacturer for taking the measurements to determine the correction factors Kg and as defined in points 5 3 3 2 5 3 5 2 6 3 3 2 and 6 3 5 2 of Appendix 3 The technical service shall check whether these measurements have been taken in accordance with the procedure described in this Appendix The method described in this Appendix shall be used by the technical service for measuring the electricity balance Q as defined in the relevant points of Appendix 3 Measurement equipment and instrumentation During the tests described in points 3 to 6 of Appendix 3 the battery current shall be measured using a current transducer of the clamp on or the closed type The current transducer ie the current sensor without data acquisition equipment shall have a
495. ts are within the limit values according to the type approval of the vehicle L 53 272 Official Journal of the European Union 21 2 2014 Appendix 3 Sound level test requirements for three wheel mopeds tricycles and quadricycles categories L2e L5e L6e 1 1 1 2 1 2 1 1 2 2 1 3 1 4 2 1 and L7e Definitions For the purposes of this Appendix type of three wheel moped tricycle or quadricycle as regards its sound level and exhaust system means three wheel mopeds and tricycles which do not differ in such essential respects as the following bodywork shape or materials in particular the engine compartment and its soundproofing vehicle length and width type of engine spark ignition or compression ignition two or four stroke reciprocating piston or rotary piston number and capacity of cylinders number and type of carburettors or injection systems arrangement of valves net maximum power and corresponding speed the cubic capacity of rotary piston engines shall deemed to be double the swept volume drive train in particular the number and ratios of the gears of the transmission and the final ratio number type and arrangement of exhaust systems exhaust system or silencer means a complete set of components necessary to limit the noise caused by the engine and exhaust of a three wheel moped tricycle or quadricycle original exhaust system or silencer means a system of the type fitted
496. ts shall be carried out under normal stabilised operating conditions with an adequate fresh air supply to the engine The engine shall have been run in accordance with the manufacturers recom mendations Combustion chambers may contain deposits but in limited quantities The test conditions selected such as air inlet temperature shall resemble reference conditions see point 3 2 as closely as possible in order to minimise the magnitude of the correction factor Where the cooling system on the test bench meets the minimum conditions for proper installation but nevertheless does not enable adequate cooling conditions to be reproduced and thus the measurements to be carried out in normal stable operating conditions the method described in Appendix 1 may be used The minimum conditions which shall be fulfilled by the test installation and the scope for conducting the tests in accordance with Appendix 1 are laid down as follows v4 is the maximum speed of the vehicle is the maximum velocity of the cooling air flow at the fan delivery side is the cross section of the cooling air flow If v gt v and 2 0 25 2 the minimum conditions are fulfilled If it is not possible to stabilise the operating conditions the method described in Appendix 1 shall apply If v lt v or lt 0 25 2 if it is possible to stabilise the operating conditions the method described in point 3 3 shall be applied if it is not possible to stabilise t
497. tuated before the HEPA filter and after the charcoal filter if used The purpose of the charcoal filter is to reduce and stabilise the hydrocarbon concentrations of ambient emissions in the dilution air 1 4 2 2 A mixing chamber MC in which exhaust gas and air are mixed homogeneously and which may be located close to the vehicle so that the length of the transfer tube TT is minimised 1 4 2 3 A dilution tunnel DT from which particulates and particles are sampled 1 4 2 4 Some form of protection for the measurement system may be used e g a cyclone separator bulk stream filter 1 4 2 5 measuring critical flow venturi tube CFV to measure the flow volume of the diluted exhaust gas 1 4 2 6 A blower BL of sufficient capacity to handle the total volume of diluted exhaust gas 2 CVS calibration procedure 2 1 General requirements The CVS system shall be calibrated by using an accurate flow meter and a restricting device The flow through the system shall be measured at various pressure readings and the control parameters of the system measured and related to the flows The flow meter shall be dynamic and suitable for the high flow rate encountered in CVS testing The device shall be of certified accuracy traceable to an approved national or international standard L 53 70 Official Journal of the European Union 2 1 1 Various types of flow meter may be used e g calibrated venturi laminar flow meter calibrated tur
498. tus used Engine inlet air temperature 1 Barometric pressure 70 Pa Exhaust pressure and drop in intake air 25 Tests to measure the maximum torque and maximum net engine power Accessories Accessories to be fitted During the test it shall be possible to locate the accessories needed for operation of the engine in the application in question as referred to in Table Ap2 2 1 on the test bench as far as possible in the positions that they would occupy for that application Table Ap2 2 1 Accessories to be fitted during the propulsion unit performance test in order to determine torque and net engine power 1 Air intake system Induction manifold Air filter silencer If series mounted yes Crankcase emission control system Electrical control device where fitted 2 Induction manifold heater If series mounted yes if possible it shall be set in the most favourable position 3 Exhaust system Exhaust manifold Exhaust clean up system secondary air system where fitted If series mounted yes Pipe work Silencer Exhaust pipe Electrical control device where fitted 4 Carburettor If series mounted yes The torque measuring device shall be calibrated in order to take account of frictional losses This accuracy may be 2 for measurements carried out at power levels less than 50 of the maximum value It will in all cases be 196 for the measurement maximum torque L 53 302
499. ub assembly Other components that form part of the fuel delivery system fuel metering and control system are not subject to the requirements of this Appendix Description of the fuel tank permeation test Measure permeation emissions by weighing a sealed fuel tank before and after a temperature controlled soak according to the following flow charts L 53 169 L 53 170 Official Journal of the European Union Fuel tank permeation full and short tests 1 Full Test Procedure with DF Determination begin with new tank preconditioning fuel soak 28 5 20 weeks baseline permeation test run 28 2C Durability Testing SPP hes esses ees eee es Pressure Cycling H 10 000 0 5 to 2 0 psi PORAH t Exposure 4 H 24 W m amet b bd d dm RR Slosh Testing 1 million cycles re fuel soak 28 5C 20 weeks final permeation test run 28 2 2 Short Test without DF Determination begin test Durability Testing 1 Pressure Cycling t 10000 x 0 5 to 2 0 psi damammonmn m OA Om DOOR muto a Petroretserererss Exposure i 24 W m 555466665 55555 Slosh Testing 1 million cycles a fuel soak 28 5 20 weeks final p
500. uel tanks but the worst case diffusion loss rate observed of any one of those fuel tanks shall be taken and compared against the maximum permitted loss rate set out in point 2 1 5 and if applicable in point 2 1 6 Fuel tank permeability test conducted with internal pressure compensation If the fuel tank permeability test is conducted with internal pressure compensation which shall be noted in the test report the fuel loss resulting from the pressure compensation shall be taken into account when the diffusion loss is calculated 21 2 2014 21 2 2014 1 1 1 2 Official Journal of the European Union Appendix 2 Fuel storage and delivery system permeation test procedure Scope and test limits As of the date of first application laid down in Annex IV to Regulation EU No 168 2013 fuel system permeation shall be tested in accordance with the test procedure laid down in point 2 This base requirement shall apply to all L category vehicles equipped with a fuel tank to store liquid high volatile fuel as applicable for a vehicle equipped with a positive ignition combustion engine in accordance with Part B of Annex V to Regulation EU No 168 2013 and pending the results of the environmental effect study laid down in Article 23 of Regulation EU No 168 2013 For the purposes of the requirements of this Appendix the minimum fuel system components falling within the scope of this Appendix consist of a fuel storage tank and fuel line s
501. ufacturer using the charging pattern prescribed for normal charging and c in an ambient temperature of between 20 C and 30 C This procedure shall exclude all types of special charge that could be automatically or manually initiated e g equalisation or servicing charges The manufacturer shall declare that no special charge procedure has occurred during the test End of charge criteria The end of charge criteria shall correspond to a charging time of twelve hours except where the standard instrumentation indicates clearly that the electrical energy power storage device is not yet fully charged in which case Equation Ap3 1 3 claimed battery capacity Wh mains power supply W the maximum time is Test procedure The vehicle shall be started up by the means provided for normal use by the driver The first cycle starts on the initiation of the vehicle start up procedure The test procedures defined in either point 3 2 3 2 1 or 3 2 3 2 2 may be used Sampling shall begin BS before or at the initiation of the vehicle start up procedure and end on conclusion of the final idling period in the applicable type I driving cycle end of sampling ES Sampling shall begin BS before or at the initiation of the vehicle start up procedure and continue over a number of repeat test cycles It shall end on conclusion of the applicable type I driving cycle during which the battery reached the minimum state of charge in accor
502. ught to normal operating temperature If the moped is fitted with fans with an automatic actuating mechanism this system shall not be interfered with during the noise measurements During the measurements the gearbox shall be in neutral gear If it is impossible to disconnect the drive train the driving wheel of the moped shall be allowed to rotate freely e g by placing the vehicle on its centre stand Test site Figure Ap1 2 Any area in which there are no significant acoustic disturbances may be used as a test site Flat surfaces which are covered with concrete asphalt or some other hard material and are highly reflective are suitable surfaces consisting of earth which has been tamped down shall not be used The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the moped handlebars excluded There shall be no significant obstacles e g no persons other than the rider and the observer may stand within this rectangle The moped shall be positioned within the rectangle so that the microphone used for measurement is at least 1m from any kerb Miscellaneous Instrument readings caused by ambient noise and wind effects shall be at least 10 0 dB A lower than the noise levels to be measured A suitable windshield may be fitted to the microphone provided that account is taken of its effect on microphone s sensitivity Method of measurement Nature and number of measurements The
503. used for measuring the maximum power They shall be monitored during the measurement For this point of operation the brakes motors of the test bench for the front and the rear wheel shall be adjusted so that the rotation frequencies remain constant Test procedure to measure and calculate the maximum motor power The maximum power shall be measured for five minutes maximum five minute power If the power is not constant the average power during the five minute measurement shall be taken as the maximum five minute power The maximum motor power of the vehicle shall be calculated from the sum of the mechanical brake motor powers minus the mechanical input power of the test bench crank motor Data to be recorded The data to be recorded are those set out in the template of the test report referred to in Article 32 1 of Regulation EU No 168 2013 Test procedure to measure the switch off distance After stopping with pedalling the assistance of the motor shall switch off in a driving distance lt 3 m The testing vehicle speed is 90 of the maximum assistance speed The measurements shall be taken in accordance with EN 15194 2009 21 2 2014 21 2 2014 Official Journal of the European Union L 53 319 Test procedure to measure the maximum assistance factor The ambient temperature shall be between 278 2 and 318 2 The test vehicle shall be powered by its corresponding propulsion battery The propulsion battery with maximu
504. values shall be calculated from the hydrocarbon carbon monoxide and carbon dioxide emission measurements taken in accordance with the provisions of point 6 of Annex II in force at the time of the approval of the vehicle Fuel consumption FC expressed in litres per 100 km in the case of petrol LPG ethanol E85 and diesel or in kg 100 km in the case of an alternative fuel vehicle propelled with NG biomethane H NG or hydrogen is calculated using the following formulae for vehicles with a positive ignition engine fuelled with petrol E5 Equation 1 1 FC 0 118 D 0 848 HC 0 429 CO 0 273 for vehicles with a positive ignition engine fuelled with LPG Equation Ap1 2 0 1212 0 538 0 825 HC 0 429 CO 0 273 CO If the composition of the fuel used for the test differs from that assumed for the calculation of normalised consumption a correction factor cf may be applied at the manufacturer s request as follows L 53 211 1 53 212 Official Journal of the European Union 21 2 2014 Equation 1 3 0 1212 0 538 cf 0 825 HC 0 429 CO 0 273 The correction factor is determined as follows Equation Ap1 4 cf 0 825 0 0693 nar where the actual H C ratio of the fuel used 1 4 3 3 for vehicles with a positive ignition engine fuelled with NG biomethane Equation Ap1 5 0 1336 0 654 0 749
505. vated below the OBD thresholds OBD stage I and stage II stage 1 The test procedures in this Annex shall be mandatory for L category vehicles equipped with stage I system as referred to in Article 19 of and Annex IV to Regulation EU No 168 2013 This obligation concerns compliance with all provisions of this Annex except those relating to OBD stage II requirements referred to in point 2 2 OBD stage II An L category vehicle may be equipped with an OBD stage II system at the choice of the manufacturer In such cases the test procedures of this Annex may be used by the manufacturer to demonstrate voluntary compliance with OBD II requirements This concerns in particular the applicable points listed in Table 7 1 Table 7 1 OBD stage II functions and associated requirements in points of this Annex and its Appendix 1 Topic Points Catalytic converter monitoring 8 3 1 1 8 3 2 1 EGR system monitoring 8 3 3 Misfire detection 8 3 1 2 after treatment system monitoring 8 4 3 Oxygen sensor deterioration 8 3 1 3 Particulate filter 8 3 2 2 Particulate matter PM monitoring 8 4 4 Description of tests Test vehicle The environmental OBD verification and demonstration tests shall be carried out on a test vehicle that shall be properly maintained and used dependent on the chosen durability test method set out in Article 23 3 of Regulation EU No 168 2013 using the test procedures set ou
506. ve phases occur Figure Ap13 2 Parameters measured during emissions test during and between cycles in which regeneration occurs schematic example Number of cycles Figure Ap13 3 Parameters measured during emissions test during and between cycles where regeneration occurs schematic example For application of a simple and realistic case the following description gives a detailed explanation of the schematic example shown in Figure Ap13 3 1 Particulate Filter regenerative equidistant events similar emissions 15 percent from event to event 21 2 2014 Official Journal of the European Union 3 4 1 3 4 1 1 3 4 1 2 Equation Ap13 12 Dy Dy Equation Ap13 13 dk dk dy Equation Ap13 14 Mak Msik 1 n 2 DeNO desulphurisation SO removal event is initiated before an influence of sulphur on emissions is detectable 15 percent of measured emissions and in this example for exothermic reasons together with the last DPF regeneration event Equation Ap13 15 constant gt Mig For SO removal event 4 D n 1 3 Complete system DPF DeNO Equation Ap13 16 _ n Msi Di Mio D 13 17 91 d2 Equation Ap13 18 Dy 41 D2 d2 n D
507. vehicles with partial mileage accumulation shall refer to Article 23 3 b of Regulation EU No 168 2013 Partial mileage accumulation shall involve completion of a minimum of 50 of the test distance specified in Part A of Annex VII to Regulation EU 168 2013 and compliance with the stop criteria in point 3 2 3 The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle as set out in Part A of Annex VI to Regulation EU No 168 2013 of the tested aged vehicles are not exceeded at the start of mileage accumulation during the accumulation phase and after the partial accumulation Multiple type I emission tests shall be conducted during the partial mileage accumulation phase with the frequency and number of type I test procedures chosen by the manufacturer The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend which shall be representative of the vehicle type with regard to the environmental performance placed on the market see Figure 5 2 21 2 2014 Official Journal of the European Union 3 2 3 3 2 3 1 3 2 3 2 3 2 3 3 3 2 4 3 2 4 1 3 2 4 2 3 2 4 3 3 2 4 4 5 2 Test type accelerated durability test procedure with partial mileage accumulation New vehicle s Start Type Multiple Type I Finish type V test from test conduct emission tests conduct Type 1 proto
508. verestimated The fuel tank shall be filled with the reference fuel to its nominal capacity The tank and fuel shall equilibrate to 301 2 5 28 5 C or 316 2 5 43 5 C in the case of the alternative short test The fuel tank shall be sealed using fuel caps and other fittings excluding petcocks that can be used to seal openings in a production fuel tank In cases where openings are not normally sealed on the fuel tank such as hose connection fittings and vents in fuel caps these openings may be sealed using non permeable fittings such as metal or fluoropolymer plugs Fuel tank permeation test procedure To run the test the following steps shall be taken for a tank preconditioned as specified in point 3 Weigh the sealed fuel tank and record the weight in mg This measurement shall be taken within eight hours of filling of the tank with test fuel The tank shall be placed in a ventilated temperature controlled room or enclosure The test room or enclosure shall be closed and sealed and the test time shall be recorded The test room or enclosure temperature shall be continuously maintained at 301 2 2 28 5 C for 14 days This temperature shall be continuously monitored and recorded Fuel tank permeation test result calculation At the end of the soak period the weight in mg of the sealed fuel tank shall be recorded Unless the same fuel is used in the preconditioning fuel soak and the permeation test
509. vg shall be entered on a diagram similar to that in Figure Ap1 1 1 with the successive points linked by a segment of a straight line Figure Ap1 1 1 Va 5 The coefficient is given by the following formula for each vehicle speed measured Equation Ap1 1 1 L 53 294 Official Journal of the European Union Appendix 2 Requirements concerning the methods for measuring the maximum torque and maximum net power of a INE 1 2 1 3 1 4 1 5 1 6 1 7 propulsion containing a combustion engine a hybrid propulsion type General requirements Appendix 2 1 shall apply for the purpose of determining the maximum torque and maximum net power of spark ignition engines for vehicle categories Lle L2e and Appendix 2 2 shall apply for the purpose of determining the maximum torque and maximum net power of spark ignition engines for vehicle categories L3e L4e L5e and L7e Appendix 2 3 shall apply for the purpose of determining the maximum torque and maximum net power of L category vehicles equipped with a compression ignition engine Appendix 2 4 shall apply for the purpose of determining the maximum total torque and maximum total power of L category vehicles equipped with a hybrid propulsion The torque measuring system shall be calibrated to take friction losses into account The accuracy in the lower half of the measuring range of the dynamometer bench may 296 of measured tor
510. vironmental and propulsion unit performance testing or inspection for the vehicle to continuously run the fuel consuming engine Where that inspection or test execution requires a special procedure this shall be detailed in the service manual or equivalent media That special procedure shall not require the use of special equipment other than that provided with the vehicle Article 4 Application of UNECE regulations 1 The UNECE regulations and amendments thereto set out in Annex I to this Regulation shall apply to environmental and propulsion unit performance type approval 21 2 2014 2 Vehicles with a maximum design vehicle speed lt 25 km h shall meet all the relevant requirements of UNECE regulations applying to vehicles with a maximum vehicle design speed of gt 25 km h 3 References to vehicle categories 11 15 L4 L5 Lg and L in the UNECE regulations shall be understood as references to vehicle categories L2e L3e L4e L5e L6e and 17 respectively under this Regulation including any sub categories Article 5 Technical specifications requirements and test procedures with respect to the environmental performance of L category vehicles 1 The environmental and propulsion unit performance test procedures shall be performed in accordance with the test requirements laid down in this Regulation 2 The test procedures shall be carried out or witnessed by the approval authority or if authorised by the ap
511. viscosity of the oils for the mechanical moving parts shall conform to the vehicle manufacturer s spec ifications The lighting and signalling and auxiliary devices shall be off except those required for the testing and usual daytime operation of the vehicle All energy storage systems for other than traction purposes electric hydraulic pneumatic etc shall be charged to their maximum level as specified by the manufacturer If the batteries are operated above the ambient temperature the operator shall follow the procedure recom mended by the vehicle manufacturer in order to keep the battery temperature in the normal operating range The manufacturer shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced The vehicle shall have travelled at least 300 km in the seven days before the test with the batteries installed for the test Climatic conditions For testing performed outdoors the ambient temperature shall be between 278 2 and 305 2 5 C and 32 The indoor testing shall be performed at a temperature of between 275 2 303 2 2 and 30 C Operation modes The test method includes the following steps a initial charge of the battery b application of the cycle and measurement of the electric range 21 2 2014 21 2 2014 Official Journal of the European Union 4 1 4 1 2 4 1 2 1 4 1 2 1 1 4 1 2 1 2 4 1 2 2
512. w this vehicle speed dynamometer absorption shall be positive 1 2 5 The total inertia of the rotating parts including the simulated inertia where applicable shall be known and shall be within 10 kg of the inertia class for the test 1 2 6 The speed of the vehicle shall be measured by the speed of rotation of the roller the front roller in the case of a two roller dynamometer It shall be measured with an accuracy of 1 km h at vehicle speeds over 10 km h The distance actually driven by the vehicle shall be measured by the movement of rotation of the roller the front roller in the case of a two roller dynamometer L 53 61 L 53 62 Official Journal of the European Union 2 2 2 2 1 2 2 2 2 23 Legend 2 2 4 2 2 5 2 2 6 2 2 7 2 2 8 2 2 9 2 2 10 Dynamometer calibration procedure Introduction This section describes the method to be used to determine the load absorbed by a dynamometer brake The load absorbed comprises the load absorbed by frictional effects and the load absorbed by the power absorption device The dynamometer is brought into operation beyond the range of test speeds The device used for starting up the dynamometer is then disconnected the rotational speed of the driven roller decreases The kinetic energy of the rollers is dissipated by the power absorption unit and by the frictional effects This method disregards variations in the rollers internal frictional effects caused b
513. wer without any limitations In the case of vehicles powered by a combustion engine only which are equipped with periodically regenerating systems as defined in Article 2 16 the results are multiplied by the factor obtained from Appendix 13 to Annex II before being compared with the declared value If the measured value of CO emissions or electric energy consumption exceeds the manufacturer s declared CO emissions or electric energy consumption value by more than 4 percent another test shall be run on the same vehicle Where the average of the two test results does not exceed the manufacturer s declared value by more than 4 percent the value declared by the manufacturer shall be taken as the type approval value If in the event of another test being run the average still exceeds the declared value by more than 4 percent a final test shall be run on the same vehicle The average of the three test results shall be taken as the type approval value Modification and extension of approval of the approved type For all approved types the approval authority that approved the type shall be notified of any modification of it The approval authority may then either consider that the modifications made are unlikely to have an appreciable adverse effect on the CO emissions and fuel or electric energy consumption values and that the original environmental performance approval will be valid for the modified vehicle type with regard to the
514. where Q flow K calibration coefficient P absolute pressure kPa T absolute temperature K Gas flow is a function of inlet pressure and temperature The calibration procedure described in points 2 3 2 to 2 3 7 shall establish the value of the calibration coefficient at measured values of pressure temperature and air flow 2 3 2 The manufacturers recommended procedure shall be followed for calibrating electronic portions of the CFV 21 2 2014 Official Journal of the European Union L 53 73 2 3 3 Measurements for flow calibration of the critical flow venturi are required and the following data shall be found within the limits of precision given Barometric pressure corrected Pb 0 03 kPa air temperature flow meter ETI 0 15 Pressure depression upstream of LFE EPI 0 01 kPa Pressure drop across EDP LFE matrix 0 0015 kPa Air flow Qs 0 5 percent CFV inlet depression PPI 0 02 kPa Temperature at venturi inlet Tv 0 2 2 3 4 equipment shall be set up as shown in Figure Ap 4 4 and checked for leaks Any leaks between flow measuring device and the critical flow venturi will seriously affect the accuracy of the calibration Figure Ap4 4 CFV calibration configuration EPI Variable flow restrictor Surge control valve Thermometer Vacuum gauge The variable flow restrictor shall be set to the open position the blower shall be started and the sy
515. with in all hybrid modes For preconditioning at least two consecutive complete applicable driving cycles shall be carried out without soak The vehicle shall be driven in accordance with the provisions of Annex II 21 2 2014 Official Journal of the European Union Appendix 12 Type I test procedure for L category vehicles fuelled with LPG NG biomethane flex fuel or hydrogen l 1 1 1 2 1 3 2 1 2 1 6 1 Introduction This Appendix describes the special requirements as regards testing of LPG NG biomethane hydrogen gas for the approval of alternative fuel vehicles that run on those fuels or can run on petrol LPG NG biomethane or hydrogen The composition of these gaseous fuels as sold on the market can vary greatly and fuelling systems must adapt their fuelling rates accordingly To demonstrate this adaptability the parent vehicle equipped with a represen tative LPG NG biomethane or H NG fuel system shall be tested in type I tests on two extreme reference fuels The requirements of this Appendix as regards hydrogen shall apply only to vehicles using hydrogen as a combustion fuel and not to those equipped with a fuel cell operating on hydrogen Granting of type approval for an L category vehicle equipped with a gaseous fuel system Type approval is granted subject to the following requirements Exhaust emissions approval of a vehicle equipped with a gaseous fuel system
516. x 1 1 6 9 The average speed shall be measured at least twice in succession 7 Maximum vehicle speed The maximum vehicle speed of the test vehicle shall be expressed in kilometres per hour by the figure corresponding to the closest whole number to the arithmetical mean of the values for the vehicle speeds measured during the two consecutive tests which shall not diverge by more than 3 If this arithmetical mean lies exactly between two whole numbers it shall be rounded up to the next highest number 8 Maximum vehicle speed measurement tolerances 8 1 The maximum vehicle speed as determined by the technical service to the satisfaction of the approval authority may differ from the value in point 7 by 5 21 2 2014 Official Journal of the European Union L 53 293 Appendix 1 1 Procedure for defining the correction coefficient for the annular vehicle speed test track 1 Coefficient relating to the annular test track shall be plotted up to the maximum permitted vehicle speed 2 Coefficient k shall be plotted for several vehicle speeds in such a way that the difference between two consecutive vehicle speeds will not be more than 30 km h 3 For each vehicle speed selected the test shall be carried out in line with the requirements of this Regulation in two ways 3 1 Vehicle speed measured in a straight line 3 2 Vehicle speed measured on the annular test track v 4 For each vehicle speed measured values v and
517. y Vehicle category name Test cycle pass Weighting Lle A Powered cycle Lle B Two wheel moped L2e Three wheel moped ECE R47 2 52 10 30 wj 0 70 L6e A Light on road quad L6e B Light quadri mobile L3e Two wheel motorcycle with and L4e without side car Vmax lt 130 km h L5e A Tricycle bue 2 53 a Vmax lt 130 km h 8 27 L7e A Heavy on road quad Vmax lt 130 km h L3e Two wheel motorcycle with and L4e without side car Vmax 2 130 km h w 0 25 L5e A Tricycle e 2 54 0 50 Vmax gt 130 km h 8 ws 0 25 L7e A Heavy on road quad Vmax gt 130 km h L5e B Commercial tricycle L7e B All terrain vehicles ECE R40 2 52 wj 0 70 L7e C Heavy quadri mobile Table 1 10 Type I test cycles also applicable for test types VII and VIII for Euro 5 compliant L category vehicles applicable weighting equations and weighting factors Lle A Powered cycle Weighting Vehicle category factors Lle B Two wheel moped w 0 50 Three wheel moped w 0 50 WMIC stage 3 Light on road quad Light quadri mobile Two wheel motorcycle with and without side car Vmax lt 130 km h w 0 50 0 50 21 2 2014 Official Journal of the European Union Weighting Vehicle category Vehicle category name Test cycle Equation factors L5e A Tricycle Vmax lt 130 km h L7e A Heavy on road quad Vmax lt 130 km h L3e Two wheel motorcycle with and L4e without side car Vmax gt 130 km h 0 25
518. y passing filtered dilution air through the particulate filter This shall be drawn from the same point as the particulate matter sample if a particulate mass measurement is applicable according to Annex VI A to Regulation EU No 168 2013 One measurement may be performed prior to or after the test Particulate mass measurements may be corrected by subtracting the background contribution from the dilution system The permissible background contribution shall be lt 1 mg km or equivalent mass on the filter If the background contribution exceeds this level the default figure of 1 mg km or equivalent mass on the filter shall be used Where subtraction of the background contribution gives a negative result the particulate mass result shall be considered to be zero Dynamometer settings and verification Test vehicle preparation The manufacturer shall provide additional fittings and adapters as required to accommodate a fuel drain at the lowest point possible in the tanks as installed on the vehicle and to provide for exhaust sample collection The tyre pressures shall be adjusted to the manufacturers specifications to the satisfaction of the technical service or so that the speed of the vehicle during the road test and the vehicle speed obtained on the chassis dynamometer are equal The test vehicle shall be warmed up on the chassis dynamometer to the same condition as it was during the road test Dynamometer preparation if settings are d
519. y rollers with or without the vehicle The frictional effects of the rear roller shall be disregarded when the roller is free Calibration of the load indicator at 80 km h or of the load indicator referred to in point 1 1 3 1 for vehicles that cannot attain 80 km h The following procedure shall be used for calibration of the load indicator to 80 km h or the applicable load indicator referred to in point 1 1 3 1 for vehicles that cannot attain 80 km h as a function of the load absorbed see also Figure Ap3 1 Measure the rotational speed of the roller if this has not already been done A fifth wheel a revolution counter or some other method may be used Place the vehicle on the dynamometer or devise some other method for starting up the dynamometer Use the flywheel or any other system of inertia simulation for the particular inertia class to be used Figure Ap3 1 Power absorbed by the chassis dynamometer LOAD N e v 0 1 a b v 0 1 Feo Bring the dynamometer to a vehicle speed of 80 km h or to the reference vehicle speed referred to in point 1 1 3 1 for vehicles that cannot attain 80 km h Note the load indicated F N Bring the dynamometer to a speed of 90 km h or to the respective reference vehicle speed referred to in to in point 1 1 3 1 plus 5 km h for vehicles that cannot attain 80 km h Disconnect the device used to start up the dynamometer Note the time taken
520. y the durability of pollution control devices of L category vehicles in accordance with Article 23 3 of Regulation EU No 168 2013 The type V test procedure includes mileage accumulation procedures to age the test vehicles in a defined and repeatable way and also includes the frequency of applied type I emission verification test procedures conducted before during and after the mileage accumulation of the test vehicles General requirements The test vehicles powertrain and pollution control device type fitted on the test vehicles shall be documented and listed by the manufacturer The list shall include at a minimum such items as the specifications of the propulsion type and its powertrain where applicable the exhaust oxygen catalytic converter s type particulate filter s or other pollution control devices intake and exhaust systems and any peripheral device s that may have an impact on the environmental performance of the approved vehicle This documentation shall be added to the test report The manufacturer shall provide evidence of the possible impacts on type V test results of any modification to the emission abatement system configuration the pollution control device type specifications or other peripheral device s interacting with the pollution control devices in production of the vehicle type after environmental performance type approval The manufacturer shall provide the approval authority with this documenta
521. ynamometer shall be measured to within 2 km h 4 1 7 The pressures measured in the crankcase and the ambient pressure shall be measured to within 0 1 kPa and shall be sampled with a frequency 1 Hz within a time period of gt 60 5 when the conditions in point 4 1 2 are continuously operated and stabilised 4 2 If in one or more of the conditions of measurement in point 4 1 2 the highest pressure value measured in the crankcase within the time period in point 4 1 7 exceeds the atmospheric pressure an additional test as defined in point 4 2 1 or 4 2 3 as chosen by the manufacturer shall be performed to the satisfaction of the approval authority 4 2 1 Additional type test method No 1 4 2 1 1 The engine s apertures shall be left as found 4 2 1 2 A flexible bag impervious to crankcase gases and having a capacity of approximately five litres shall be connected to the dipstick hole The bag shall be empty before each measurement 4 2 1 3 The bag shall be closed before each measurement It shall be opened to the crankcase for five minutes for each condition of measurement prescribed in point 4 1 2 4 2 1 4 The vehicle shall be deemed satisfactory if in every condition of measurement defined in points 4 1 2 and 4 2 1 3 no visible inflation of the bag occurs 4 2 2 If the structural layout of the engine is such that the test cannot be performed by the methods described in point 4 2 1 the measurements shall be effecte
522. ype II 2 6 Data to be recorded The data to be recorded are those set out in the template of the test report referred to in Article 32 1 of Regulation EU No 168 2013 3 Power and torque correction factors 3 1 Definition of factors ag and a 3 1 1 ag and a shall be factors by which the torque and power measured are to be multiplied in order to determine the torque and power of an engine taking account of the efficiency of the transmission factor a2 used during the tests and in order to bring them within the reference atmospheric conditions specified in point 3 2 1 factor aq The power correction formula is as follows Equation Ap2 3 1 Po u a P where the corrected power i e the power under the reference conditions at the end of the crankshaft aq the correction factor for reference atmospheric conditions a the correction factor for the efficiency of the transmission see point 3 4 of Appendix 2 2 power measured power observed 3 2 Reference atmospheric conditions 3 2 1 Temperature 298 2 K 25 C 3 2 2 Dry reference pressure 99 kPa 990 mbar Note the dry reference pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa 3 2 3 Atmospheric test conditions 3 2 3 1 During the test the atmospheric conditions shall lie within the following range 283 2 lt lt 318 2 80 kPa lt p lt 110 kPa where T test temperature K
523. ysers the figure adopted for the concentration of each pollutant measured in the gases is that read off after stabilisation on the measuring device Measuring the distance covered The distance S actually covered for a test part shall be calculated by multiplying the number of revolutions read from the cumulative counter see point 5 2 7 by the circumference of the roller This distance shall be expressed in km Determination of the quantity of gas emitted The reported test results shall be computed for each test and each cycle part by use of the following formulae The results of all emission tests shall be rounded using the rounding off method in ASTM 29 67 to the number of decimal places indicated by expressing the applicable standard to three significant figures L 53 39 L 53 40 6 1 1 4 1 6 1 1 4 2 Official Journal of the European Union 21 2 2014 Total volume of diluted gas The total volume of diluted gas expressed in m cycle part adjusted to the reference conditions of 273 2 0 and 101 3 kPa is calculated by Equation 2 32 _ N P Pi 273 2 101 3 T 273 2 V Vo where Vo is the volume of gas displaced by pump P during one revolution expressed in m3 revolution This volume is a function of the differences between the intake and output sections of the pump N is the number of revolutions made by pump P during each part of the test P is the ambient pressu

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