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RESS-10-6 4a_REPPR_environmental an…

1. 135 time in s roller speed phase indicators time in inkm h _ stop acc cruise dec roller speed ph ase indicators in km h stop 181 502 108 4 182 487 x 27 108 3 183 42 rx 243 1082 184 a71 x 2m 108 2 185 47 0 x 24 1082 cruise dec time in s roller speed in km h phase indicators stop ao o cruise 2 olo Dx ied ojo R O ojo Sje afi x 110 3 x 280 109 9 Xx x wo UR gt 107 3 229 107 5 107 3 x x x X X x 286 99 2 x 287 97 2 x x 289 95 7 gt lt PX Co s to 107 3 107 3 107 3 235 108 2 1089 x 296 96 8 238 108 9 239 108 0 108 8 x x x X X x 295 96 9 297 96 7 298 96 4 X x 299 96 1 x 240 108 6 300 95 9 x X X gt lt gt lt gt lt x o o x gt lt gt x lt gt x lt gt x
2. x px qx px pep gt lt o 119 120 X Table 6 3 stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 0 to 180 s 117 222 roller speed phase indicators roller speed phase indicators roller speed phase indicators in km h stop cruise dec inkm h stop acc cruise km h stop acc cruise dec 27 8 gt 272 32 1 26 9 NO o Xx lt lt o aje Ns ron are gt gt gt lt gt lt lt xx m A o gt gt lt gt lt lt lt lt AB wo SJs wo R co o ho gt w 2 gt X lt gt lt lt lt lt gt x lt lt lt gt lt N e AB e e co 2 gt gt gt gt gt gt gt gt Table 6 4 WMTC stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 181 to 360 s 118 EN 2 2 3 roller speed timeins inkm h stop acc phase indicators time in s 421 roller speed in km h 34 0 phase indicators stop acc cruise dec roller speed in km h phase indicators cruise
3. Vehicle Vehicle Test cycles category 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 146 with and without side car Revised WMTC L5e A Tricycle L7e A Heavy on road quad L5e B Commercial tricycle L7e B All terrain vehicles L7e C Heavy quadri mobile Table 1 6 Applicable test cycles for Euro 5 Euro 6 for L3e motorcycles test type I Speed tolerances The speed tolerance at any given time on the test cycles prescribed in paragraph 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 within one second of the given time Speed variations greater than the tolerances such as may occur during gear 37 EN changes are acceptable provided they occur for less than two seconds on any occasion 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 speed tolerances for typical points L ALLOWABLE RANGE SPEEO ALLOWABLE RANGE SPEED Figure 1 4 Drivers trace allowable range 4 5422 1 the acceleration capability of the vehicle is not sufficient to carry out the EN 38 4 54 23
4. px 3 5 ofofo x X x e e no no no 01 o gt 260 x 261 m 0 0 0 0 263 0 0 Po DID o 0 0 gt 0 5 2 9 no 13 2 17 8 21 4 24 1 26 4 28 4 ho D 278 30 5 281 30 1 29 9 341 28 6 282 30 1 342 29 1 283 30 1 285 30 2 343 Co R w 2 D 286 30 2 BIR Oyo co 2 287 30 2 288 30 5 o 289 31 0 w 2 290 31 9 292 33 7 w als ojo OI oo co 293 34 5 35 1 299 34 0 300 32 4 x x px gt lt x gt lt x x x x x x x px x px Table Ap 6 28 WMTC stage 3 part 1 class 1 applicable for Lle A and Lle B Vmax 45 km h sub category vehicles cold or warm 181 to 360 s 151 EN 3 2 7 time in s 361 roller speed phase indicators in km h 27 1 roller speed phase indicators time in s inkm h stop acc cruise dec 34 0 481 roller speed phase indicators in km h 0 0 362 26 0
5. se Fas ae C T 5 ee E ee x x C T x x x x x I x L Ix L Ix L Lx X x x x x es x 00 T EIME x x x x x E 22 21 21 22 1 599 0 0 600 0 0 Table 6 6 stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 541 to 600 s 120 EN Qa e 2 2 5 roller speed in phase indicators roller speed phase indicators roller speed phase indicators km h stop cruise dec inkm h 8 inkm h stop acc cruise 0 0 0 x 29 7 121 31 0 1 0 0 x 27 0 122 32 8 2 0 0 x 23 0 123 34 3 3 0 0 18 7 124 35 1 0 0 142 35 3 94 35 1 34 6 33 7 00 0 o o o 32 2 131 26 0 133 18 5 135 17 6 137 25 2 139 31 4 31 4 143 29 5 145 24 9 147 14 8 48 150 14 161 154 156 158 160 162 164 166 171 173 61 62 63 64 65 66 67 0 7 71 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 7 1 0 0 0 0 1 5 8 18 3 29 4 34 2 34 5 34 7 352 91 38 7 38 0 36 9 100 36 4 102 36 5 104 36 9 106 37 2 107 108 109 111 35 8 113 31 8 26 7 117 25 2 Table 6 7 stage 2 cycle part 1 for vehicle classes 2 2 and 3 0 to 180 8 si eo
6. Parameter Units Accuracy Resolution Time S 0 18 0 18 Distance m X 0 1 per cent lm Temperature K 1K 1K Speed km h per cent 0 2 km h Mass kg 0 5 per cent 1 kg Class 0 2 s Energy Wh 0 2 per cent according to IEC 687 Table Ap2 1 Parameters units and accuracy of measurement 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 specification International Electrotechnical Commission 271 EN 2 3 1 3 2 3 1 5 2 3 1 6 2 3 2 2 4 2 4 1 2 4 1 1 The lighting signalling and auxiliary devices except those required for the testing and usual day time operation of the vehicle shall be off 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 recommended by the vehicle manufacturer in order to keep the battery temperature in the normal operating range The manufacturer shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced The vehicle shall have travel
7. 5 2 4 4 5 2 4 5 5 2 4 6 3 2 5 5 2 5 1 5 2 5 14 start type I test or until the engine oil temperature To or the coolant temperature or the sparkplug seat gasket temperature 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 Al A2 or of Annex VI to Regulation EU No 168 2013 shall be determined on the basis of Annex IV to that Regulation The technical details of the applicable test cycle are laid down in Appendix 6 and 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 paragraph 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 followed by three consecutive Part Two or Part Three WMTC cycles After this preconditioning and before t
8. Table Ap 6 10 WMTC stage 2 cycle part 1 for vehicle classes 2 2 and 3 541 to 600 s 124 EN 3 1 stage 2 part 2 Roller speed km h 100 90 80 70 60 50 40 30 20 600 700 800 900 Time s Vehicle class 2 2 amp 3 Vehicle class 2 1 Figure Ap 6 7 WMTC stage 2 part 2 1000 1100 1200 The characteristic roller speed versus test time of WMTC stage 2 part 2 is set out in the tables below 125 EN roller speed in km h phase indicators stop time in s roller speed in km h 23 7 phase indicators stop acc cruise dec 121 roller speed in km h 46 2 phase indicators cruise dec ao o 2 o oo 23 8 25 0 27 3 122 123 124 46 1 45 7 45 0 A oo o 30 4 33 9 x lt a 126 127 44 3 44 7 46 8 SS e x x 128 49 9 NI o gt ooo o o e o oo oo co co 129 130 52 8 55 6 e 131 58 2 gt lt x x 132 133 60 2 59 3 134 57 5 135 136 137 55 4 52 5 47 9 0 1 9 mo o no ro RIADNI amp o clo 138 139 140
9. gt lt 6 7 8 0 gt lt xd e a 7 7 7 8 8 1 1 1 1 1 2 2 ele e he ers 0 3 4 o 8 2 2 212 28 0 29 2 28 7 27 5 45 27 4 46 27 7 28 1 29 0 29 5 A NI 4 5 6 8 9 0 2 3 4 7 2 2 8 A e e A a e 6 e x ine x x lt J gt lt gt lt gt gt lt lt x px x x x x x x x gt lt gt lt gt lt x gt lt x x gt lt gt lt x x x x x gt lt x Xx gt lt gt lt x lt k A 92 93 94 95 96 98 ejojojojojo gt lt e co o o 27 28 33 35 37 38 39 43 gt lt gt lt gt lt gt lt x ojo x gt lt x ojo gt lt gt lt 53 54 gt lt e a R 0 1 4 gt lt gt lt gt lt gt lt J gt lt x
10. gt lt gt lt px lt lt lt lt 2 lt gt lt lt lt gt lt lt lt gt lt x gt lt gt lt gt lt px x lt gt gt lt gt lt lt lt gt gt gt lt gt lt gt lt lt gt lt gt lt Table Ap 6 11 WMTC stage 2 cycle part 2 reduced speed for vehicle class 2 1 0 to 180 8 126 EN roller speed in km h 57 0 56 3 stop 181 182 acc cruise phase indicators dec roller speed 242 in km h 77 5 78 1 phase indicators stop acc cruise dec 302 roller speed in km h 68 3 67 3 phase indicators stop acc cruise de 183 184 185 55 2 53 9 52 6 gt lt gt lt gt lt 243 78 6 79 0 79 4 gt lt gt lt 303 66 1 63 9 60 2 gt lt gt lt 186 187 51 4 50 1 gt lt 245 246 79 7 80 1 gt lt gt lt 305 306 54 9 48 1 gt lt gt lt 188 189 190 51 5 53 1 54 8 gt lt gt lt 247 248 80 7 80 8 81 0 gt lt gt lt 307 308 40 9 36 0 33 9 gt lt gt lt gt lt 191 192 56 6 58 5 gt lt gt lt 250 251 81 2 81 6 gt lt gt lt 310 311 33 9 193 194 195 196 197 60 6 62 8 64 9 67 0 69 1 gt lt gt
11. p 4881 11821 1 308 882 4581 Tes 48 1185 xj 320 105 40 182 401 1183 401 4 404 4 4 4 345 4 1 1 440 15 1112 4 454 35 3952 Lin lt 5 1 5 45 1205 489 181 J h A rer EE 377_ we Dopo x 4 108 4071 11821 x 2 184 48 121 481 179a x 323 180 4381 115 49 11265 380 1006 1 1 J 4401 10 x 500 11751 x 381 1 1441 123 501 1175 1 392 1108 442 1228 52 1124 383 115 1 1 4431 1228 1 x 53 173 1 x 384 120 44 1231 154 170 J x 385 123 1441 1232 1505 167 J 386 1126 x 1 44 1234 1 x 506 1164 1 11 x 387 129 p sr 135 50 J x 388 340 45 J 132 509 1153 1 1 x J oS e______ _ 380 1133 4 amp 0 1242 x f 50 1155 x BEE ELLIE TELE a 1 8 1 1 1 9 9 5
12. stage 2 cycle part 1 Roller speed km h 70 4 60 50 1 40 1 30 1 20 4 100 Figure Ap 6 6 WMTC stage 2 part 1 0 400 Time s Vehicle class 2 2 amp 3 Vehicle class 1 amp 2 1 600 The characteristic roller speed versus test time of WMTC stage 2 cycle part 1 18 set out in the tables below 116 EN roller speed phase indicators roller speed phase indicators time in roller speed phase indicators inkmh stop acc cruise de inkmh _ stop acc eruise deo inkm stop acc cruise dec Ix x 12 312 X 123 34 4 x 124 35 2 125 35 4 x 126 35 2 2 2 1 3 5 0 0 AI 0 0 2 2 4 8 7 2 9 6 12 0 14 3 16 6 18 9 21 2 23 5 25 6 27 1 28 0 28 7 29 2 29 8 30 3 29 6 28 7 42 27 9 m Ro ojo gt lt p gt lt px zx d lolo olol c lo o o o o oo x gt lt ps p ps ole gt lt 2 Xx x x X X X X X X X X X X X X X X X X X X X X X X X X X X X X gt lt gt
13. 2 9 3 1 3 1 1 3 2 3 2 1 3 2 2 3 2 3 22 9 a 3 3 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 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 72 g of to Regulation EU No 168 2013 Power and torque correction factors Definition of factors a and a2 and o 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 02 used during the tests and in order to bring them within the reference atmospheric conditions specified in paragraph 3 2 1 factor a1 The power correction formula is as follows Equation Ap2 2 1 Po 04 7025 P where Po the corrected power i e the power under the reference conditions at the end of the crankshaft the correction factor for reference atmospheric conditions o2 the correction factor for the efficiency of the transmission P the 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
14. biofuel means liquid or gaseous fuel for transport produced from biomass approval of the environmental performance of a vehicle means the approval of a vehicle type or variant with regard to the following conditions 10 EN 19 20 21 22 23 24 25 26 27 28 29 a Part B of Annex V to Regulation EU 168 2013 b falling within the same propulsion family according to the criteria set out in Annex XI periodically regenerating system means an anti pollution device e g catalytic converter particulate trap that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation 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 already regenerated at least once during vehicle preparation cycle it will be considered as a continuously regenerating system which does not require a special test procedure does not apply to continuously regenerating systems alternative fuel vehicle means a vehicle designed to be capable of running on at least one type of fuel that is either gaseous at atmospheric temperature and pressure or substantially non mineral oil derived flex fuel HoNG vehicle means a flex fuel vehicle that can run on different mixtures of hydrogen and NG biomethane hydrogen fuel cell vehicl
15. with a statistical check on the calibration validity Calibration of the positive displacement pump PDP The following calibration procedure outlines the equipment the test configuration and the various parameters that are measured to establish the flow rate of the CVS pump All the parameters 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 in 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 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 The pump pressures shall be measured at tappings on the pump rather than at the external piping on the pump inlet and outlet Pressure taps that are mounted at the top centre and bottom centre of the pump drive head plate are exposed to the actual pump cavity pressures and therefore reflect the absolute pressure differentials Temperature stability shall be maintained du
16. 390 275 1 x 1 1 45 19 4 451 18 8 452 18 4 453 18 0 454 17 5 455 16 9 456 16 4 457 16 6 458 17 7 459 19 4 460 20 9 461 22 3 462 23 2 463 23 2 464 22 2 465 20 3 466 17 9 15 2 e D c EMEN ep 27 0 25 8 25 0 o gt A o O01 1 O1 O1 24 Oyo a e gt lt gt lt eje e o 24 0 32 0 38 8 aja DP ola gt lt gt lt gt lt 47 5 44 8 A A 9 3 1 1 1 OF AB 33 8 27 2 20 0 1 1 03 ajaj c A 7 0 2 2 0 0 0 0 0 0 0 0 gt lt gt lt gt lt gt gt gt lt gt lt gt lt gt lt x gt lt lt x lt gt lt gt lt lt gt lt x gt lt gt lt oo RIO Table 6 9 stage 2 cycle part 1 for vehicle classes 2 2 and 3 361 to 540 s EN 123 2 2 8 roller speed in phase indicators Vot km h 00 _ x 21113 201 E x x X x x x x x oe x
17. the pressure ratio of compressor outlet and compressor inlet r 1 for naturally aspirated engines 33 2 1 This formula is valid for a value interval of qc included between 40 mg litre cycle and 65 mg litre cycle For qe values lower than 40 mg litre cycle a constant value of fm equal to 0 3c 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 2c will be taken see the figure 3 3 2 5 s 10 20 30 40 50 60 70 Figure Ap2 3 1 Characteristic parameter f for each type of engine and adjustment as function of corrected fuel flow 398 E N 33 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 aa lt 1 1 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 Measuring maximum torque and maximum net power tolerances The tolerances set out in paragraph 4 of Appendix 2 2 shall apply 399 E N 1 1 1 2 1 3 1 4 Appendix 2 4 Determination of the maximum torque and maximum power of L category vehicles equipped with a hybrid 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 mot
18. 0 4 0 3 Correction 0 1 Difference between ambient noise and noise to be measured Figure Ap8 1 1 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 Ap8 2 The measurement will be invalid if an abnormal discrepancy is recorded between the 318 EN 2 1 4 2 2 1 43 2 1 4 3 1 2 1 4 3 2 2 1 5 1 2 1 5 2 2 1 5 3 2 1 5 4 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 8 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 paragraph 2 1 4 3 1 or 2 1 4 3 2 When the front of the moped reaches line AA the throttle shall be fully opened as quickly as practically possible and kept in that position until the rear of the moped reaches line BB the throttle shall then be returned as quickly as possible to the idle position For all measurements the moped shall be ridden in a straight line over the acceleration section keeping the median longitudinal plane of the moped as close as possible to line CC App
19. 13 14 Mii Mil ny n 2 DeNO the desulphurisation SO removal event is initiated before an influence of sulphur on emissions is detectable 15 per cent of measured emissions and in this example for exothermic reasons together with the last DPF regeneration event Equation Ap13 15 M sik j 1 constant Mii Misi Mii Mi For SO removal event Msi2 d2 D2 1 3 Complete system DPF DeNO 199 EN 3 4 1 3 4 1 1 3 4 1 2 Equation Ap13 16 _ D Mj D M si Equation Ap13 17 n Mg 4 My d ri M Equation Ap13 18 M M _n M D M d M D M d C pn D d 2 D d n D d 0 d ril si2 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 parameter s and 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 should be performed by measurements to update the multiple factor If a single device of the multiple regeneration system is changed o
20. 2 2 5 2 2 9 1 2 29 25 2 2 5 3 2 3 2 3 1 2 3 1 1 2 3 1 2 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 Operating conditions The engine speed shall be held steady at S 2 if S is more than 5000 rpm or 38 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
21. Charge air cooler Coolant pump or fan engine driven Coolant flow control device where fitted 11 Pollution control devices If series mounted yes 12 Lubrication system Oil feeder If series mounted yes Oil cooler where fitted Table Ap2 2 1 Accessories to be fitted during the propulsion performance test in order to determine torque and net engine power 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 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 1 Setting of carburettor s 2 Setting of injection pump flow rate Setting carried i 3 Ignition or injection setting advance curve accordance with th manufacturer s specificatior 4 Electronic Throttle control for series production appliec without any other change t 5 Any other rotational speed governor setting the use in question 6 Noise and tailpipe emission abatement system settings and devices Table Ap2 2 2 setting conditions Test conditions The maximum torque and net power tests shall be conducted at full throttle the
22. 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 All 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 and fuel consumption values The mass emission of CO expressed in g km shall be calculated from the measurements taken in accordance with the provisions of paragraph 6 of Annex II in force at the time of the approval of the vehicle For this calculation the density of CO shall be assumed to be 1 964 g litre The fuel consumption values shall be calculated from the hydrocarbon carbon monoxide and carbon dioxide emission measurements taken in accordance with the provisions of paragraph 6 of Annex II in force at the time of the approval of 267 EN 1 43 1 4 3 1 1 4 3 2 1 4 3 3 1 4 3 4 1 4 3 5 the vehicle Fuel consumption FC expressed in litres per 100 km in the case of petrol LPG ethanol E85 a
23. Mi average mass emission of the pollutant i in grams per kilometre with a fully charged electrical energy power storage device calculated in accordance with paragraph 3 1 2 5 5 average mass emission of the pollutant i in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with paragraph 3 1 3 5 182 EN ma 3 2 1 3 2 1 1 3 2 1 2 3 2 1 3 Dove OVC range established in accordance with the procedure in Sub appendix 3C to Annex Dav average distance between two battery recharges as follows 4 km for a vehicle with an engine capacity 150 cm 6 km for a vehicle with an engine capacity gt 150 cm and Vmax 130 km h 10 km for a vehicle with an engine capacity gt 150 cm and Vmax gt 130 km h 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 according the table below Pure uc Pure Pure fuel electric EX eU mode n electric consuming Pure fuel Hybrid Hybrid Hybrid con
24. The fuel consuming engine shall be stopped within ten seconds of being automatically started 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 per cent 5 per cent 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 minute speed the maximum fifteen minute speed may be used instead Stopping the discharge occurs a when the vehicle is not able to run at 65 per cent of the maximum thirty minutes speed or b when the standard on board instrumentation gives the driver an indication to stop the vehicle or 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 230 EN 2512 T 21 2 2 24153 1T 2 1 3 2 a at a steady speed of 50 km h until the fuel consuming engine of the HEV 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 un
25. gt lt roller speed phase indicators in km h acc cruise dec x 42 631 x 4 720 x 422 63 6 363 82 3 364 82 1 365 82 1 a 63 9 pA R 482 72 6 X 483 72 8 X 484 727 366 82 1 367 82 1 X c 485 72 0 486 70 4 368 82 1 369 82 1 370 82 1 Az eo o 487 67 7 488 64 4 371 82 1 372 82 1 x 490 57 6 491 54 0 373 81 9 377 80 8 AR n2 e o Go Co co eoo YO o gt lt x 492 49 7 493 44 4 494 382 495 312 496 240 378 80 6 382 78 6 A KR 2a 441 636 X 497 16 8 498 10 4 49 57 500 28 501 16 383 76 8 387 58 6 502 0 3 x 503 0 0 X x Lo x 44 609 x 5 00 x Lo x 46 587 505 00 x X X 506 00 x 388 53 2 392 33 0 X 508 00 x 509 00 x 520 00 x 51 00 x 393 30 9 512 0 0 X 513 0 0 X 394 30 9 395 33 5 396 37 2 gt lt gt lt 514 00 x 515 00 x Lx 586 00 x 397 40 8 398 44 2 517 0 0 x 518 0 0 x 399 47 4 400 50 4 401 53 3 gt lt gt lt gt lt 519 0 0 X 520 0 0 x 5 00 x 402 56 1 403 57 8 52
26. 35 4 482 363 364 25 4 25 5 221 422 423 36 5 px x 483 484 365 26 3 366 273 1 367 283 368 29 2 425 38 6 428 414 3 485 369 29 5 429 41 7 EN 370 371 29 4 28 9 430 41 4 LOIN to oo 372 373 28 1 27 1 431 40 9 432 40 5 374 375 26 3 25 7 433 40 2 434 40 1 435 376 25 5 40 1 436 377 25 6 378 259 379 263 1 380 26 9 39 8 437 38 9 381 382 27 6 28 4 440 34 1 441 32 5 442 30 9 383 29 3 443 29 4 384 30 1 385 304 1 386 30 2 444 27 9 446 25 0 387 29 5 447 23 4 507 388 28 6 389 279 1 390 21 5 448 21 8 450 19 3 x 509 510 391 27 2 451 18 7 511 392 26 9 393 264 394 25 7 452 18 3 454 17 4 X 512 395 24 9 455 16 8 396 397 21 4 15 9 456 16 3 457 16 5 1 01 1 1 1 2 4 99 0114 4122 398 9 9 458 17 6 399 4 9 B B 459 19 2 461 22 2 14 3 462 23 0 19 3 463 23 0 464 23 5 465 gt lt gt lt px gt lt px px lt gt lt gt lt px ps gt lt gt lt p gt lt gt lt gt lt gt lt gt lt gt lt gt lt
27. 5 2 5 2 2 3 2 9 253 5 2 6 5 2 6 1 5 2 6 2 5 2 7 5 2 7 1 3024 2 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 shall be reactivated 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 paragraph 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 spe
28. 65 65 55 55 55 55 45 45 45 45 75 75 80 80 70 70 70 70 65 65 65 65 25 15 10 20 15 115 100 100 105 105 80 80 35 15 15 Table 1 4 actions and sub actions for each cycle and sub cycle lap 4 and 5 Soak procedures in the SRC LeCV The SRC LeCV soak procedure shall consist of the following 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 256 EN 3 2 3 2 1 3 2 2 3 3 3 3 1 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 the propulsion of the test vehicle shall be turned off the 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 be refuelled and mileage accumulation shall be resumed as required at lap 1 sub lap 1 of the SRC LeCV sub cycle in Table 1 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 and or after each emission laboratory test
29. Height of centre of exhaust outlet min 0 2 m Figure Ap8 2 3 Test for stationary vehicle 336 E N 2 321 2 3 1 1 2 3 1 2 2 3 1 3 1 2 3 6 32 2 3 1 3 3 2 3 1 4 2 3 1 4 1 2 3 1 4 1 1 2 3 14 1 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 paragraph 2 3 1 2 2 3 1 3 or 2 3 1 4 After removal of the fibrous material the sound level shall comply with the requirements of paragraph 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 for four hours in a furnace without reduction in the average length diameter or bulk density of the fibre after being heated at 650 C 5 C for one hour in a furnace at least 98 96 of the material shall be retained in a sieve of nominal mesh size 250 um complying with ISO standard 3310 1 when tested in accordance with ISO standard 2599 the material shall not lose more than 10 5 96 of its weight after being soaked for 24 hours at 90 C 5 in a synthetic condensate of the following
30. Sul 9 2 3 3 soak time if the manufacturer 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 overestimated 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 316 2 5 43 5 C 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 paragraph 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
31. energy consumption and electric range determination Appendix N mber Appendix title Page 1 Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered by a combustion engine only 2 Method of measuring the electric energy consumption of vehicles powered by an electric powertrain only Method of measuring the carbon dioxide emissions fuel 3 consumption electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain Electrical energy power storage device State Of Charge SOC 3A profile for Externally chargeable Hybrid Electric Vehicle OVC HEV in a type VII test 3B Method for measuring the electricity balance of the battery of OVC and NOVC HEV Method of measuring the electric range of vehicles powered by 3C an electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid electric powertrain 261 EN 21 2 2 2 2 1 2 2 2 2 2 3 2 2 4 5 This Annex applies to the following tests of L category vehicles equipped with associated powertrain configurations a the measurement of the emission of carbon dioxide CO2 and fuel consumption and or the measurement of electric energy consumption and electric range of L category vehicles powered by a combustion engine only or by a hybrid electric powertrain and b the measurement of electric energy consumption
32. test results determined in paragraphs 4 2 4 5 and 4 3 2 5 respectively The weighted CO values shall be calculated as below For testing in accordance with paragraph 4 2 4 2 1 Equation Ap3 21 M De Mi Dav M2 De Day where mass emission of 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 in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D vehicle s electric range according to the procedure described in Sub appendix 3C where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state Dav average distance between two battery recharges Day 4 km for an L category vehicle with an engine capacity of 150 cm 6 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 10 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 2 130 km h For testing in accordance with paragraph 4 2 4 2 2 Equation Ap3 22 Dove Mi Dav M2 Dove Dav where M mass emission of CO in grams per kilometre M mass emission of in grams per kilometre with a fully charged electrical energy power storage device mass emission of CO in grams per ki
33. 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 Dov OVC range according to the procedure described in Sub appendix Da average distance between two battery recharges Day 4 km for 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 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax 2 130 km h 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 paragraph 4 5 5 of Annex II Carbon dioxide CO2 emissions and fuel consumption shall be determined separately for parts 1 2 and 3 if applicable of the applicable driving cycle in Annex II For preconditioning at least two consecutive complete driving cycles shall be carried out without intermediate soak using the applicable driving cycle and gear shifting prescriptions in 4 5 5 of Annex II Test results The test results fuel consumption C 1 100 km for liquid fuels or kg 100 km for gaseous fuels and CO
34. x 15355 1144 417 1598 47 tto 1537 1145 419 159 1 1173 88 1145 1 x 4189 1598 xj 49 tt 53 114 4320 1160 x 40 x 50 1481 x Table Ap 6 25 WMTC stage 2 cycle part 3 for vehicle class 3 2 361 to 540 s 141 EN ime in s 91 aped phase indicators in km h stop acc cruise dec 541 1150 x 542 1153 x 543 1160 x E n D 545 117 5 546 1182 x 547 1186 x 548 1187 x ies 550 118 8 551 189 x 1194 21 21 56 1 1 1194 1 554 119 7 555 119 9 556 120 0 1197 Tx 1184 Tx 559 115 9 560 113 2 561 110 5 107 2 Tx 1040 Tx 564 100 4 565 96 8 566 92 8 567 889 Jx 568 849 Jx 569 80 6 570 76 3 571 72 3 572 687 5 8 655 x 574 63 0 61 2 Table Ap 6 26 stage 2 cycle part 3 for vehicle class 3 2 541 to 600 s 142 4 World Harmonised Motorcycle Test Cycle WMTC stage 3 Revised WMTC 1 Description of the WMTC stage 3 test cycle for L3e Lde L5e A L7e A L7e B an
35. 15 joo al 398 9 9 399 4 9 400 2 1 517 518 0 0 2 0 0 2 401 0 9 402 0 0 x gt lt 520 521 403 0 0 404 0 0 x 405 0 0 x 406 0 0 523 524 x 407 0 0 408 12 c i UN e m 526 527 x x 409 3 2 410 5 9 411 8 8 foo Kon The 412 12 0 413 15 4 414 18 9 415 22 1 x gt lt A A N R o o o o 9 1 416 24 7 417 26 8 A ojo A N J o o 478 535 536 3 4 2 0 418 28 7 419 30 6 420 32 4 1 00 x j 479 ole eio gt alo 2112 i 5 3 0 0 0 0 0 0 0 lt gt lt gt lt lt gt lt gt lt gt gt lt gt lt gt lt gt lt lt px xx gt lt gt lt gt lt gt lt lt gt lt Table Ap 6 5 stage 2 cycle part 1 reduced speed for vehicle classes 1 and 2 1 361 to 540 s 119 EN 2 2 4 roller speed phase indicators ime ins stop acc de 541 O00 x ee T
36. 212 5 4 1 2 3 3 4 2 3 4 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 at a steady speed of 50 km h until the fuel consuming engine of the HEV starts or if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be determined by the technical service and the manufacturer to the satisfaction of the approval authority or in accordance with the manufacturer s recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started 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 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 per cent 5 per cent of the maximum design vehicle speed of the vehicle in pure electric mode which is
37. EN catalytic converter s number and elements of catalytic converters size of catalytic converters volume of monolith s 10 96 type of catalytic activity oxidising three way heated SCR etc 406 E N precious metal load identical or higher precious metal ratio 15 96 substrate structure and material cell density type of casing for the catalytic converter s temperature variation of no more than 323 2 K 50 C at the inlet of the catalytic converter This temperature variation shall be checked under stabilised conditions at a vehicle speed corresponding to the highest value in km h in the applicable type V test cycle and at the dynamometer load setting of the type I test set out in Annex II particulate filter s PF not equipped with equipped with PF PF operation principle partial wall flow PF characteristics number volume filtering size size of active surface other periodically regenerating system not equipped with periodically regenerating system equipped with periodically regenerating system operation principle of periodically regenerating system selective catalyst reduction SCR system not equipped with SCR system equipped with SCR system SCR system characteristics SCR catalyst number volume size size of active surface other SCR system operation principle lean NO trap not eq
38. Jf 531 99 412 1009 1 1 x 42 1025 x 532 1000 x 433 1108 xj 43 124 J 5533 100 x 414 103 x 441 124 534 1901 x 415 1008 x 45 1025 85 1002 x demie ep a 417 103 x 44071 1030 53 EE ES j 4 9 119 448 137 538 107 x 42 190 x 40 1041 x 541 109 x Table Ap 6 21 WMTC stage 2 cycle part 3 reduced speed for vehicle class 3 1 361 to 540 s 137 roller speed phase indicators in km h 541 101 0 542 101 3 543 102 0 544 102 7 545 103 5 546 104 2 547 104 6 548 104 7 549 104 8 550 104 8 551 104 9 552 105 1 553 105 4 554 105 7 555 105 9 556 106 0 557 105 7 558 105 4 559 103 9 560 102 2 562 99 2 563 98 0 564 96 4 565 94 8 566 92 8 567 88 9 568 84 9 569 80 6 570 76 3 571 72 3 572 68 7 573 65 5 574 63 0 575 61 2 576 60 5 577 60 0 578 59 7 579 59 4 580 59 4 581 58 0 582 55 0 583 51 0 584 46 0 585 38 8 586 31 6 587 24 4 588 17 2 589 10 0 590 time ins 1 1 1 1 i N o o x olofofo gio 0 SX o on om Table 6
39. N P P 2732 10L3 T 2732 where is the volume of gas displaced by pump P during one revolution expressed in m 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 pressure in kPa 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 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 vehicle s exhaust during the test shall be calculated using the following formula Equation 1 31 oi where is the mass of hydrocarbons emitted during the test part in mg km 5 is the distance defined in paragraph 6 1 1 3 above V is the total volume defined in paragraph 6 1 1 4 1 duc is the density of the hydrocarbons at reference temperature and pressure 273 2 and 101 33 kPa duc 631 10 mg m for petrol E5 C1 1 3900 016 932 10 mg m for ethanol E85 C1 2 7400 385 622 10 mg m for diesel 55 6 005 63 EN 6 1 1 4 3 649 10 mg m for LPG C1 2 525 714 10 mg m for NG biogas C 4 9 104 A4 136 106 mg m for HoNG with A NG biomethane 1524 152 0 583 A quantity within the HoNG mi
40. POENI 20 MIO 327 284 328 277 213 59 8 214 59 6 NIN Blo 332 26 8 333 27 0 215 59 1 216 57 1 217 53 2 co m mo PIL S 334 27 2 335 274 Fr a 218 48 3 219 43 9 ee wlan 337 27 7 338 27 9 220 40 3 222 41 3 wo 339 28 1 340 28 3 Fr 223 45 2 224 50 1 342 29 0 343 29 6 225 53 7 226 55 8 227 55 8 wj SIS 344 30 1 345 30 5 1 54 7 53 3 co o 347 30 8 348 30 8 230 52 3 50 8 o oo P par co G9 oo ofa 349 30 8 350 308 gt lt gt lt 49 2 45 7 co oo gore wfo 354 30 9 355 30 9 1 43 9 239 42 0 gt A 33 9 gt lt gt lt x gt lt x gt lt gt lt J gt lt gt lt gt lt gt lt gt lt lt lt lt 357 30 8 358 30 4 40 2 Table 6 8 stage 2 cycle part 1 for vehicle classes 2 2 and 3 181 to gt lt gt lt gt lt gt lt gt lt lt gt lt x 2 lt gt lt gt lt gt lt lt gt lt x gt lt
41. Test type V soak procedure for actual durability testing with full mileage accumulation During the full mileage accumulation phase set out in paragraph 3 1 of Annex VI the test vehicle s shall undergo a minimum number of soak procedures as set out in paragraph 3 1 2 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 determined according to the following table SRC LeCV cycle No Number of test type V soak procedures 1 amp 2 3 3 4 4 6 Table Ap1 3 Number of soak procedures depending on the SRC LeCV in Table 1 1 Test type V soak procedure for actual durability testing with partial mileage accumulation During the partial mileage accumulation phase set out in paragraph 3 2 of Annex VI the test vehicle s shall undergo four soak procedures as set out in paragraph 3 1 These procedures shall be evenly distributed over the accumulated mileage 257 1 1 1 2 1 3 2 1 2 2 2 9 EN Appendix 2 The US EPA Approved Mileage Accumulation durability cycle AMA Introduction The US EPA Approved Mileage Accumulation durability cycle AMA 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
42. 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 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 paragraph 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 paragraph 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 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 72 c of Regulation EU No 168 2013 The component type approval number shall be preced
43. Use the flywheel or any other system of inertia simulation for the particular inertia class to be used LOAD N Figure Ap3 1 power absorbed by the chassis dynamometer Legend F acb v e a b v 0 1 F80 A atb 2 0 1 Feo Bring the dynamometer to a speed of 80 km h Note the load indicated F N Bring the dynamometer to a speed of 90 km h Disconnect the device used to start up the dynamometer Note the time taken by the dynamometer to pass from a speed of 85 km h to a speed of 75 km h Set the power absorption device at a different level The requirements of paragraphs 2 2 4 to 2 2 9 shall be repeated sufficiently often to cover the range of loads used Calculate the load absorbed using the formula Equation Ap3 2 OM AV t F where F load absorbed N M equivalent inertia in kg excluding the inertial effects of the free rear 89 2 2 12 22 13 2 3 2 4 roller A V speed deviation in m s 10 km h 2 775 m s t time taken by the roller to pass from 85 km h to 75 km h Figure Ap3 2 shows the load indicated at 80 km h in terms of load absorbed at 80 km h 1000 800 600 400 Load indicated N 200 0 200 400 600 800 1000 Load absorbed N Figure Ap3 2 Load indicated at 80 km h in terms of load absorbed at 80 km h The requirements of paragraphs 2 2 3 to 2 2 12 above shall be repeated for all inertia classes to be used Calib
44. cruise dec Ix xp dier ZE X X X X X X X X eT T AS S T eT T X X X X X 1 T X X X X X x X X X X X X X X L x ft x L fe X X X X 118 26 4 30 5 119 27 7 120 29 4 X gt lt gt lt gt lt p pb xps Table Ap 6 31 stage 3 part 1 class 1 applicable for Lle A and Lle B Vmax 45 km h sub category vehicles cold or warm to 180 s 150 3 2 6 in km h 0 0 roller speed phase indicators roller speed ph in km h 241 43 9 ase indicators time in s stop acc cruise in km h 301 30 6 roller speed phase indicators 0 0 242 43 8 302 29 0 0 0 0 0 243 244 43 0 40 9 LL 303 304 27 8 27 2 0 4 245 36 9 305 26 9 01 10 18 N o T 246 32 1 248 21 8 gt Bom 306 26 5 307 26 1 308 25 7 249 17 2 309 25 9 250 13 7 251 10 3 310 25 7 311 26 4 252 7 0 312 27 3 aja ojo ays wj gt wfo x px
45. emission at AEbatt 0 is determined by the following equation Equation AP 40 Mo M Kcoz Q in g km where C fuel consumption measured during test 1 100 km Q electricity balance measured during test Ah 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 296 E N Sub appendix 3 Electrical energy power storage device State Of Charge SOC profile for type 1 1 1 2 VII test 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 Condition A 4 100 soc ee minimum 1 1 1 4 one ee pp 4 4 i 4 izL TII EREE NEN 1 2 3 4 5 6 Figure Ap3A 1 Condition A of the type VII test 1 initial state of charge of the electrical energy power storage device 2 discharge in acc
46. gt PSP PTT PCF H FH TE FC Control demand FM 4 proportional to CVS flowrate Figure 1 3 Particulate sampling system 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 holder s FH that contain the particulate sampling filter s The flow rate for sampling is set by the flow controller FC Driving schedules Test cycles Test cycles vehicle speed patterns for the type I test consist of up to three parts as 35 EN shown in Appendix 6 Depending the vehicle sub category the following test cycle parts must be run 36 EN 4 5 4 2 4 5 4 2 1 Vehicle Vehicle Test cycles category category name Lle A Powered cycle Lle B Two wheel moped L2e Three wheel moped ECE R47 L6e A Light on road quad L6e B Light quadri mobile L3e Two wheel motorcycle with and without side car stage 2 L5e A Tricycle L7e A Heavy on road quad L5e B Commercial tricycle L7e B All terrain vehicles ECE R40 L7e C Heavy quadric mobile Table 1 5 Applicable test cycles for Euro 3 Euro 4 for L3e motorcycles and Euro 4 Euro 5 for L3e motorcycles test type I
47. gt lt x x gt lt x gt lt J gt lt J gt lt gt lt gt E J e e 56 57 n2 e o l e gt x x lt gt lt lt lt lt x lt lt NI o gt lt ojo L1 _ amp EN e pro pare em 121 2 2 6 roller speed in ph km h stop 181 0 0 X 182 0 0 time ins ase indicators cruise dec roller speed ph in km h stop 241 38 3 242 36 4 time ins ase indicators cruise dec roller speed phase indicators inkmh stop acc cruise dec 183 2 0 184 6 0 185 12 4 243 34 6 244 32 7 245 30 6 302 28 9 303 27 8 1 186 214 187 30 0 246 28 1 247 25 5 305 26 9 306 26 5 188 37 1 189 42 5 190 46 6 248 23 1 249 21 2 250 19 5 307 26 1 308 25 7 gt lt gt lt gt lt gt lt P 191 49 8 192 52 4 251 17 8 252 15 3 310 25 7 311 26 4 193 54 4 197 56 2 253 11 5 312 27 3 313 28 1 198 56 2 202 58 2 euo oo oo ojo eoe oo gt lt gt lt 2k ee oo 317 19 0 318 16 0 203 58 7 207 60 0 ee oo x gt lt x gt lt gt lt 322 19 3 323 220 208 59 9 211 59 9 212 59 9
48. x x gt lt gt lt lt gt lt x gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt Qa gt lt gt lt gt lt gt lt gt lt gt lt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt Table Ap 6 15 WMTC stage 2 cycle part 2 for vehicle classes 2 2 and 3 0 to 180 130 roller speed phase indicators timeins inkm h stop acc cruise dec 181 57 0 time in s roller speed in km h phase indicators stop acc dec x 30 683 x 302 x 303 x 304 639 x 305 602 time in s 306 roller speed in km h 54 9 phase indicators stop acc de o 48 1 gt lt gt lt gt lt gt lt x Tr HERE x x Xx Table 6 16 WMTC stage 2 cycle part 2 for vehicle classes 2 2 and 3 181 to 360 s 131 EN 3 1 7 time in Toller speed _phase indicators ne in Toller speed phase indicators time in s Toller speed phase indicators inkm h dec inkm h stop acc cruise dec inkm h stop acc crui
49. 362 EN 3 2 3 3 4 4 2 4 3 1 4 cores should 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 paragraph 1 1 In addition no single core should have a void value of over 10 The test surface constructor is reminded that problems 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 DIS 10534 Acoustics Determination of noise absorption coefficient and impedance by a tube method The same requirements apply to test specimens as to residual void content see paragraph 3 1 The noise absorption is measured in the range 400 to 800 Hz and in the range 800 to 1600 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 th
50. 393 1133 4531 150 13513 1150 x 394 1135 4541 1252 Lx 1 15141 11481 11 1 385 1143 451 1251 5t6 1150 x L39 p 046 47 144 11571 152 J J 388 1145 48 J 1233 L3 18121 x1 4991 32i D Dx 1 p 58 154 1 1 1 400 1153 11 x 460 1208 1 x 520 11541 x j 40 154 4581 105 521 1152 1 x 402 155 492 1134 15221 1148 x 403 11156111 1 431 1175 x 5231 11441 x jj 404 158 J 14641 1176 15241 1138 45 1598 x 45 1175 525 1136 J 405 1100 l x 461 1175 5261 1135 1 x 407 i160 457 074 527 1135 4 9 180 x 468 73 029 1339 Lx 409 1100 x 481 x 529 x j 4 0 159 400 1163 530 1138 x J 159 4011 1168 1531 1133 412 159 J 421 1165 x 1 532 11401 x J 5813 41 119 8 1 1 1 03 1 x 533 1 ee ee 414 158 44 1164 54 141i 1 4415 158 111 1 451 1165 5351 11421 1 1 415 1158 46 tner
51. 4 54 22 4 5 5 4 5 5 1 4 5 5 1 1 4 5 5 12 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 acceleration phases 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 paragraph 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 If the period of deceleration is shorter than that prescribed for the corresponding phase the set speed shall be restored by a constant vehicle speed or idling period merging into succeeding constant speed or idling operation In such cases paragraph 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 paragraph 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 manufac
52. 41 4 34 4 30 0 N 28 gt EN 141 142 143 27 0 26 5 28 7 N N ee No No oo 00 N gt 144 145 146 32 7 36 5 40 0 147 43 5 gt 148 149 46 7 49 8 150 52 7 88 89 90 91 N Ko 151 152 55 5 58 1 lt o 153 60 6 ojo gt 154 155 62 9 62 9 156 61 7 BRA d eor woo gt lt gt lt gt 157 158 159 59 4 56 6 53 7 160 161 162 50 7 47 7 45 0 elo AIO co NIE o wolf a 163 164 165 43 1 41 9 41 6 3 166 167 41 3 40 9 41 8 ojojo o oo o 169 42 1 gt lt gt gt lt 170 171 41 8 41 3 o x o amp o 172 41 5 A 21 o x x x 173 174 43 5 46 5 to 175 49 7 o gt lt gt gt lt 176 177 52 6 55 0 SNID BY co Po 178 56 5 ESSI ES E EE gt lt gt lt gt lt gt lt 179 180 57 1 57 3
53. Adjust the equivalent inertia mass of the chassis dynamometer according to Table Ap 8 4 below Reference mass Equivalent ret inertias kg kg Mref X105 100 105 lt m 115 110 115 m4 125 120 125 Myer 2135 130 135 m lt 150 140 150 lt Myer 2165 150 165 lt m lt 185 170 185 lt Myer x205 190 205 m lt 225 210 225 Mef lt 245 230 245 lt 270 260 270 Myer lt 300 280 165 EN 300 lt Myer lt 330 310 330 Myer lt 360 340 360 mwer lt 395 380 395 m lt 435 410 435 Myer 480 450 480 Myer 540 510 540 m 600 570 600 m 650 620 650 lt m lt 710 680 710 lt m4 lt 770 740 770 lt Mop lt 820 800 820 lt Myer lt 880 850 880 Myer lt 940 910 940 mer lt 990 960 990 Myer lt 1050 1020 1050 lt myer lt 1110 1080 1110 myer lt 1160 1130 1160 lt myer lt 1220 1190 1220 lt myer lt 1280 1250 1280 lt Myer lt 1330 1300 1330 lt Myer lt 1390 1360 1390 myer lt 1450 1420 1450 m lt 1500 1470 1500 lt m et lt 1560 1530 1560 lt Myer lt 1620 1590 1620 lt Myer lt 1670 1640 166 EN 3 2 24 3 2 2 5 3 2 2 6 3 2 2 7 1670 Myer x1730 1700 1730 lt Myer 1790 1760 1790 Myer 1870 1810 1870 lt Myer 1980 1930 1980 myer 2100 2040 2100 lt Myer 2210 2150
54. EUROPEAN COMMISSION Brussels XXX 2013 XXX draft COMMISSION DELEGATED REGULATION EU No of XXX supplementing Regulation EU No 168 2013 of the European Parliament and of the Council and amending Part A of its Annex V with regard to the environmental and propulsion performance requirements for two or three wheel vehicles and quadricycles Text with EEA relevance EN EN EXPLANATORY MEMORANDUM 1 CONTEXT OF THE DELEGATED ACT a Grounds for and objectives of the proposal The term L category vehicles covers a wide range of different vehicle types with two three or four wheels e g 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 and quadri mobiles Type approval requirements applying to new L category vehicles are currently set out in Directive 2002 24 EC of the European Parliament and of the Council the Framework Directive In addition a series of Directives referred to in the Framework Directive contain detailed technical requirements relating to L category vehicles The Commission has identified the following key concerns as regards the current provisions for the type approval of new L category vehicles and these concerns need to be addressed the complexity of the legal framework the level of emissions and their increase as a proportion of total road transport emissions whi
55. Fuel supply pump and high pressure pump if applicable If series mounted yes High pressure lines Injector Air intake valve where fitted Fuel pressure flow regulator where fitted 6 Maximum rotational speed and or power 40 If series mounted yes governors 7 Liquid cooling equipment Engine bonnet If series mounted yes Bonnet air outlet 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 system is defined as point 150 mm downstream from the termination of the part of the exhaust system mounted on the engine 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 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 d
56. LTeA yz 120km h L5e B Commercial tricycle L7e B All terrain vehicles 6 23 Nn 0 70 L7e C Heavy quadri mobile Table 1 10 Euro 5 Euro 6 for L3e motorcycles test type I test cycles also applicable for test types VII and applicable weighting equations and weighting factors Records required The following information shall be recorded with respect to each test a test number b vehicle system or component identification c date and time of day for each part of the test schedule d instrument operator e driver or operator f test vehicle make vehicle identification number model year 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 actual reference mass recorded at 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 Administration 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 rec
57. Table 11 1 3 OVC externally chargeable HEV without an operating mode switch 3 1 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 Sub appendix 3A a also known as externally chargeable also known as not externally chargeable 275 EN 3 2 32d 3 2 1 1 3 2 2 22 2 3 2 2 2 3 2 2 3 3 2 2 4 3 2 2 4 1 Condition The procedure shall start with the discharge of the electrical energy power storage device in accordance with paragraph 3 2 1 1 below 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 at a steady speed of 50 km h until the fuel consuming engine starts up or if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be d
58. The electric energy consumption e4 Wh for Condition B is Equation Ap3 4 C4 Test results The values shall be Equation Ap3 5 mi Disi and Equation Ap3 6 m Dieso g km where Disi and the actual distances driven in the tests performed under Conditions A paragraph 3 2 and B paragraph 3 3 respectively and m and test results determined in paragraphs 3 2 3 8 and 3 3 2 5 respectively For testing in accordance with paragraph 3 2 3 2 1 The weighted values shall be calculated as below Equation Ap3 7 M D Mi Day M D Day where Mz mass emission of in grams per kilometre 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 279 3 4 2 2 3 43 energy power storage device in minimum state of charge maximum discharge of capacity D vehicle s electric range according to the procedure described in Sub appendix 3C where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state Dav average distance between two battery recharges Day 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
59. by volume for LPG and less than 1 5 per cent 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 per cent under all operating conditions If the device cannot compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the measuring point a heat exchanger shall be used to maintain the temperature to within 6 of the specified operating temperature If necessary some form of protection for the volume measuring device may be used e g a cyclone 95 EN 1 4 1 4 1 1 4 1 1 separator bulk stream filter etc A temperature sensor shall be installed immediately before the volume measuring device This sensor shall have an accuracy and a precision of 1 and a response time of 0 1 s at 62 per cent of a given temperature variation value measured in silicone oil The difference from atmospheric pressure shall be measured upstream 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 re
60. contaminants EN 1601 Ethanol and higher alcohols VIN 83 85 EN 13132 EN 14517 Higher alcohols C3 C8 9o VIV 2 0 Methanol VIN 0 5 Petro VIN Balance EN 228 Phosphorus mg l 0 39 ASTM D 3231 Water content VIN 0 3 ASTM E 1064 Inorganic chloride content mg l 1 ISO 6227 pHe 6 5 9 0 ASTM D 6423 Copper strip corrosion 3h at 50 Rating Class 1 EN ISO 2160 Acidity as acetic acid m m 0 005 mg l 40 OTD ART Carbon hydrogen ratio report Carbon oxygen ration report 1 The values quoted in the specifications are true values For establishing the limit values the terms of ISO 4259 Petroleum products Determination and application of precision data in relation to methods of test have been applied and 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 shall be applied In cases of dispute the procedures for resolving the dispute and interpreting the results based on test method precision as described
61. engine being equipped as specified in Table Ap2 2 1 The measurements shall be carried out under normal stabilised operating Charge air cooled engines shall be tested with charge air cooling whether liquid or air cooled but if the manufacturer prefers a test bench may replace the air cooled cooler In either case the measurement of power at each speed shall be made with the same pressure drop of the engine air across the charge air cooler on the test bench system as those specified by the manufacturer for the system on the complete vehicle 383 EN 23 3 2 3 4 2 3 2 3 5 1 2 3 5 2 2 3 5 3 2 3 3 5 5 2 3 5 3 2 ke Be io Be 2 3 5 3 2 2 2 3 5 3 2 3 2 3 6 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 The test conditions selected such as air inlet temperature shall resemble reference conditions see paragraph 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 Sub appendix 1 may be used The minimum conditions which
62. followed by part 2 in hot condition followed by part 3 in hot condition Table 1 4 WMTC test cycle parts for class 1 2 and 3 L category vehicles Specification of the reference fuel The appropriate reference fuels as specified in Annex II Appendix 2 shall be used for testing For the purpose of the calculation referred to in Annex VII Appendix 1 point 1 4 for liquid fuels the density measured at 288 2 15 C shall be used Type I test Driver The test driver shall have a mass of 75 kg 5 kg Test bench specifications and settings The dynamometer shall have a single roller for two wheel L category vehicles with a 27 45 2 2 amp 2 3 4 5 2 4 4 5 2 5 4 5 2 5 1 4 5 2 5 2 2 2 2 3 3 4 5 2 6 4 53 4 5 3 1 diameter of at least 0 400 m A chassis dynamometer equipped with dual rollers is permitted when testing tricycles with two front wheels or quadricycles The dynamometer shall be equipped with a roller revolution counter for measuring actual distance travelled Dynamometer flywheels other means shall be used to simulate the inertia specified in paragraph 5 2 2 The dynamometer rollers shall be clean dry and free from anything which might cause the tyre to slip Cooling fan specifications as follows Throughout the 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 manne
63. gt lt x 360 8 32 4 122 gt lt gt lt 359 29 6 360 28 4 2 2 7 time in Oller speed in time in Oller speed phase indicators rollerspeed phase indicators km h stop acc cruise dec inkm h stop inkm h stop acc cruise 1 221 42 34 0 481 0 0 26 0 1 1 1 422 35 4 482 0 0 25 4 423 36 5 483 0 0 364 255 44 375 484 0 0 26 3 1 1 1 425 38 6 485 0 0 27 3 426 39 7 486 14 29 2 428 41 5 488 8 8 369 295 429 41 7 29 5 1 1 1 430 415 490 29 0 431 41 0 491 28 1 432 40 6 492 27 2 433 40 3 374 263 434 402 493 494 3 5 257 435 401 495 437 389 438 375 x 325 442 309 443 29 4 x 4 280 447 23 5 448 21 9 gt lt gt lt gt lt t gt lt gt lt gt lt AL LOIN N gt lt gt lt gt lt gt lt a ajo o oo x gt lt w EX o e 2 2 x lt 25 6 26 0 28 5 meat 29 5 28 7 LAR ojojo e Jo co o x gt lt ay ojo wj gt lt wo IL Oyo 01 0 1 gt lt gt lt aire 389 279 1 1 1 449 20 4
64. lt p gt lt gt x px px ps gt lt ps gt lt gt lt ps gt lt x gt lt gt px gt lt Table 6 27 stage 3 part 1 class 1 applicable for L1e A and Lle B Vmax 25 km h sub category vehicles cold or warm 0 to 180 s 146 EN 3 2 2 time in 9 181 roller speed in km h phase indicators 241 roller speed phase indicators inkm h stoplacc cruisg time s 301 roller speed phase indicators inkm h acd cruisd ded 182 242 302 183 184 243 244 25 0 25 0 303 304 Em 25 0 25 0 185 245 25 0 305 25 0 186 187 54 247 250 7 250 246 248 25 0 25 0 21 8 306 308 25 0 25 0 25 0 249 17 2 309 25 0 250 251 Ee 13 7 310 25 0 252 253 254 255 315 256 10 3 7 0 3 5 0 0 0 0 0 0 316 257 259 Xx Xx X 317 260 261 262 263 264 265 266 326 267 eer 268 269 82 txt 270 13 2 328 271 17 8 272 273 214 274 275 276 277 25 0 25 0 278 25 0 220 250 x 280 250 x 340 25 0 25 0 px
65. lt 282 283 82 4 82 4 gt lt gt lt 342 343 73 7 744 gt lt gt lt 225 226 227 64 9 64 1 63 0 gt lt gt lt gt lt 284 285 82 5 82 5 82 5 gt lt gt lt 344 345 75 1 75 8 76 5 Xx 228 229 62 1 61 6 287 288 82 4 82 3 347 348 77 2 77 8 230 231 232 233 234 61 7 62 3 63 5 65 3 67 3 Xx 289 290 81 6 81 3 80 3 79 9 79 2 349 350 78 5 79 2 80 0 81 0 81 2 Xx gt lt 235 236 237 69 2 71 1 73 0 gt lt gt lt gt lt 294 295 79 2 78 4 75 7 gt lt gt lt gt lt 354 355 81 8 82 2 82 2 gt lt gt lt gt lt 238 239 74 8 75 7 gt lt gt lt 297 298 73 2 71 1 358 82 4 82 5 RE 194 195 EE 199 200 201 204 205 206 209 210 610 EIE EE EE 231 232 EE 240 76 7 gt x lt 299 300 69 5 gt gt x lt 359 360 82 5 Table 6 12 WMTC stage 2 cycle part 2 reduced speed for vehicle class 2 1 181 to 3605 127 EN roller speed in km h 361 82 5 362 82 5 time in s phase indicators stop acc eruise deo time ins gt lt in km h roller speed phase indicators
66. lt mref lt 495 490 495 Mref lt 505 500 At every 10 kg At every 10 kg The value shall be rounded to one decimal place he value shall be rounded to four decimal places 0 088 x mj b 0 000015 x mj 0 02 Table Ap 5 1 Classification of equivalent inertia mass and running resistance used for L category vehicles equipped with one wheel on the powered axle or with twinned wheels 107 EN 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 graph below Roller speed km h a 1 5 Figure 6 1 R47 based test cycle 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 speed deceleration etc as set out below The blue 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 s four cycles after cold start of the pr
67. manufacturer of the system or by his authorised representative 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 paragraph 1 1 of the type s of moped for which the system s or component s is are intended the numbers and 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 number The applicant shall submit at the request of the technical service two samples of the system for which component type approval is requested an exhaust system conforming to that originally fitted to the moped when the information document provided was issued 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 326 EN 3 2 3 3 1 3 2 3 3 1 1 3 2 3 3 1 2 3 2 3 4 3 3 3 3 1 3 3 1 1 3 3 1 2 3 3
68. 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 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 document according to the template referred to in Article 72 g of Regulation EU No 168 2013 shall indicate any circumstances and factors affecting the results of the measurements 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 72 b of Regulation EU No 168 2013 To take account of inaccuracies 1 0 dB A shall be d
69. 1 3 5 3 2 3 5 3 3 3 5 4 3 5 5 adequate safety clearance is provided for pipes it is impact resistant in a way that is compatible with clearly defined maintenance and installation requirements Specifications for sound levels The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in paragraphs 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 paragraph 3 2 3 3 the noise level values obtained shall not exceed the values measured in accordance with paragraph 3 2 3 3 using the same motorcycle fitted with the original equipment silencer both during the test in motion and during the stationary test Testing of motorcycle performance The replacement silencer shall be such as to ensure that the motorcycle s performance 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 motorcycle referred to in paragraph 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
70. 10 km for L category vehicle with an engine capacity of gt 150 cm and Vmax Z 130 km h For testing in accordance with paragraph 3 2 3 2 2 Equation Ap3 8 M Do Mi Dav M2 Dove Day where M z mass emission of CO in grams per kilometre M mass emission of 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 Dove OVC range according to the procedure described in Sub appendix Dav average distance between two battery recharges Day 4 km for L category vehicle with an engine capacity of 150 cm 6 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 10 km for L category vehicle with an engine capacity of gt 150 cm and Vinax 2 130 km h The fuel consumption values shall be Equation Ap3 9 C 100 cl Deest Equation Ap3 10 100 cyDieso 1 100 km for liquid fuels and kg 100 km for gaseous fuel where Disi and the actual distances driven in the tests performed under Conditions A paragraph 3 2 and B paragraph 3 3 respectively and c and test results determined in paragraphs 3 2 3 8 and 3 3 2 5 respectively 280 E N 3 4 4 3 4 4 1 3 4 4 2 3 4 5 The weighted fuel consumption valu
71. 2 1 4 5 6 2 2 4 5 6 2 3 4 5 6 2 4 4 5 7 Im PIU 05 a mM with 0 95 lt where mr may be measured or calculated in kilograms as appropriate As an alternative mr may be estimated as 4 per cent 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 should be taken when applying this method to L category vehicles with extraordinary characteristics The flywheel equivalent inertia mass mf shall be the equivalent inertia mass mi specified in Appendix 5 7 or 8 where applicable The chassis dynamometer shall be set by the rolling resistance of the non driven wheel s 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 1 13 F B a cbxv The target running resistance force F shall be equal to the running resistance force obtained from the running resistance table FT because the correction for the standard ambient conditions is not necessary Measurement accuracie
72. 2 102 where CO is the mass of carbon dioxide emitted during the test part in g km 5 is the distance defined in paragraph 6 1 1 3 V is the total volume defined in paragraph 6 1 1 4 1 dco is the density of the carbon monoxide dco 1 964 10 g m at reference temperature and pressure 273 2 K and 101 33 kPa CO is the concentration of diluted gases expressed as a percentage of carbon dioxide equivalent corrected to take account of the dilution air by the following equation Equation 1 44 1 CO CO CO where is the concentration of carbon dioxide expressed as a percentage of the sample of diluted gases collected in bag s A 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 paragraph 6 1 1 4 7 below Dilution factor DF The dilution factor is calculated as follows For each reference fuel except hydrogen Equation 1 45 X DF C co E C co 107 68 EN For a fuel of composition the general formula is Equation 1 46 X 7 3 76 x4 2 5 2 4 2 X 100 For H5NG the formula is Equation 1 47 654A 4 922 A 195 84 For hydrogen the dilution factor is calculated as follows Equation 1 48 X DF Er C u20 DA Cu 10 For the reference fuels contained in Appendix x the values of
73. 2 4 1 2 1 241 22 2 4 1 2 3 24 2 2 4 3 be stopped or c after 100 km 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 b with an external charger recommended by the manufacturer using the charging pattern prescribed for normal charging c in an ambient temperature of between 293 2 and 303 2 20 C 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 Wh the maximum time is mains power supply W 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 to plug off shall be reported The chassis dynamometer shall be set according t
74. 22 WMTC stage 2 cycle part 3 reduced speed for vehicle class 3 1 541 to 600 s 138 roller speed in km h 0 0 phase indicators stop cruise dec time in s in km h roller speed phase indicators X roller speed phase indicators inkm h stop 121 530 122 51 6 cruise d 123 50 9 124 50 5 125 50 2 126 50 3 127 50 6 128 51 2 Co Po 129 51 8 139 696 14 141 7 142 71 8 143 72 8 144 75 0 145 77 8 146 80 7 147 83 3 148 85 4 150 89 1 151 906 163 90 4 2 lt gt lt OK lt OK x J gt lt J gt lt gt lt xx x x x gt lt gt lt 170 77 6 gt lt J gt lt gt lt gt lt lt gt lt gt lt gt lt o o o o o o oe oe B 179 533 180 517 011 Table 6 23 stage 2 cycle part 3 for vehicle class 3 2 0 to 180 s 139 EN roller speed phase indicators roller speed phase indicators in km h 181 50 2 stop acc cruise dec timeins in km h 8 acc cruise
75. 2210 lt Myer 2320 2270 2320 Myer 2440 2380 2440 lt RM 2490 Table Ap 8 4 determination of equivalent inertia mass for an L category vehicle equipped with two or more wheels on the powered axle s Bring the vehicle and the chassis dynamometer to the stabilised operating temperature in order to approximate the road conditions Carry out the operations specified in paragraph 3 1 2 with the exception of those in paragraphs 3 1 2 4 and 3 1 2 5 replacing Mpp by I and M by in Equation Ap 8 4 see paragraph 3 1 2 7 Adjust the brake to reproduce the corrected running resistance half payload see paragraph 3 1 2 8 and to take into account the difference between the vehicle mass on the track and the equivalent inertia test mass I to be used This may be done by calculating the mean corrected road coast down time from V to Vi and reproducing the same time on the dynamometer as follows Equation Ap 8 8 Zar l Juda ith ee TUE 3 6 Or rec td where Iis the flywheel equivalent inertia mass of chassis dynamometer Mim is the equivalent inertia mass of the powered wheels and vehicle portions rotating with the wheels during coast down M shall be measured or calculated in an appropriate manner The power Pa to be absorbed by the bench shall be determined in order to enable the same total road load power to be reproduced for the same vehicle on different 167 EN days or on different chas
76. 23 3 a of Regulation EU No 168 2013 Full mileage accumulation shall mean full completion of the assigned test distance 242 EN 3 2 3 2 1 3 2 2 laid down in Part A of Annex 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 the 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 vehicle s are not exceeded when starting mileage accumulation during the accumulation phase and after full mileage accumulation 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 as placed on the market see Figure 5 1 New vehicle s Start Type V test Finish type V test condu from conduct Type I Multiple Type I emission tests VR proto type emission tests degreened partially aged vehicle E I a production line vehicle aged vehicle Maximum allowed mileage Full mileage accumulation durability c
77. 3 3 2 2 32 3 3 2 3 1 3 2 3 2 3 2 4 3 2 5 3 2 6 3 3 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 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 M si shall be reported in Annex II items 4 1 11 2 1 10 1 to 4 1 11 2 1 10 4 or 4 1 11 2 5 4 1 to 4 1 11 2 5 4 4 as applicable Measurement of carbon dioxide emissions and fuel consumption during regeneration If necessary the vehicle may be prepared for the emissions test during a regeneration phase using the preparation cycles in Appendix 6 The test and vehicle conditions for the type I test described in Annex II apply before the first valid emission test is carried out Regeneration shall not occur during the preparation of the vehicle This may be ensured by one of the following methods a dummy regenerating system or partial system may be fitted for the pre conditioning cycles any other method agreed between the manufacturer and the type approval authority A cold start exhaust emission test including a regeneration process shall be carried out in accordance with the applicable type I operating cycle If the regeneration process requires
78. 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 manufacturer s prescribed method 100 EN 2 2 8 2 2 9 2 2 9 1 2 2 10 The air flow rate is then converted to pump flow in at absolute pump inlet temperature and pressure Equation Ap 4 1 Q Tp 10133 a n 2732 B where Vo pump flow rate at and m rev Qs air flow at 101 33 kPa and 273 2 K Ty pump inlet temperature P absolute pump inlet pressure kPa n pump speed min 1 To compensate for the interaction of pump speed pressure variations at the pump and the pump slip rate the correlation function x0 between the pump speed n the pressure differential from pump inlet to pump outlet and the absolute pump outlet pressure is calculated as follows Equation Ap 4 2 where correlation function AP pressure differential from pump inlet to pump outlet kPa absolute outlet pressure PPO P kPa A linear
79. 3 2 4 3 2 4 1 3 24 2 3 2 4 3 New vehicle s Start Type V test Multiple Type I from conduct Type I emission tests proto type emission tests partially aged production line degreened vehicle vehicle Finish type V test conduct Type I emission tests partially aged vehicle Partial mileage accumulation minimum 50 of assigned Maximum allowed mileage prior to start of mileage accumulation 100 km distance 1 SRC LeCV for all L vehicle categories or if applicable 2 AMA L3e for L3e amp L4e motorcycles only Figure 5 2 Test type V accelerated durability test procedure with partial mileage accumulation 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 2013has 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 paragraphs 3 2 4 1 and 3 2 4 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 an
80. 4 mode definition see table A13 acceleration cruise deceleration 290 300 330 time ins Figure Ap9 2 Example for modified phase indicators 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 172 EN 4 2 4 3 4 3 1 higher gears are calculated using Equations 9 1 and 9 2 The denormalisation of engine speeds can be performed using the equation n n norm x s niai 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 Item Input data Engine ru in 600 Pn in kW 72 in kg 199 s in min 11 800 nidle in min 1 150 13
81. 7 467 150 12 1 469 6 2 411 88 xt 1411 36 gt lt x lt 470 472 1 8 473 PX gt lt x 474 475 0 0 476 d 477 8 0 0 0 0 0 48 250 478 oo x 25 0 25 0 480 gt lt gt lt gt lt p gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt lt gt gt lt Table Ap 6 29 WMTC stage 3 part 1 class 1 applicable for Lle A and Lle B Vmax 25 km h sub category vehicles cold or warm 361 to 540 s 148 EN 3 24 time ins Oller speed phase indicators inkm h stop acc cruise dec 541 0 0 x 542 2 8 x 543 8 1 x 544 14 3 545 19 2 x 546 23 5 x 547 25 0 548 25 0 549 25 0 550 25 0 551 25 0 552 25 0 553 25 0 x 554 25 0 x 555 25 0 x 556 25 0 x 557 25 0 558 25 0 x 559 25 0 x 560 25 0 x 561 25 0 x 562 25 0 x 563 25 0 x 564 25 0 x 565 25 0 x 566 25 0 x 567 25 0 x 568 25 0 x 569 25 0 x 570 25 0 571 25 0 x 572 25 0 x 573 25 0 574 25 0 575 25 0 576 25 0 577 25 0 578 25 0 579 25 0 580 25 0 581 25 0 582 21 8 x 583 17 7 584 13 5 585 9 4 x 586 5 6 587 2 1 588 0 0 x 589 0 0 x 590 0 0 x 591 0 0 x 592 0 0 x 593 0 0 x 594 0 0 x 595 0 0 x 596 0 0 x 597 0 0 x 598 0 0 x 599 0 0 x 600 0 0 x Table Ap 6 30 WMTC stage 3 p
82. ASTM E 1064 Distillation Evaporated at 70 C 24 0 44 0 EN ISO 3405 Evaporated at 100 C 9b 48 0 60 0 EN ISO 3405 Evaporated at 150 C vivy 82 0 90 0 EN ISO 3405 Final boiling point 190 210 EN ISO 3405 Residue 2 0 EN ISO 3405 Hydrocarbon analysis Olefins 9b 3 0 13 0 ASTM D 1319 Aromatics viv 29 0 35 0 ASTM D 1319 Benzene 9b 1 0 EN 12177 Saturates VIN Report ASTM 1319 Carbon hydrogen ratio Report Carbon oxygen ratio Report Induction period minutes 480 EN ISO 7536 Oxygen content m m Report EN 1601 Existent gum mg ml 0 04 EN ISO 6246 3 EN ISO 20846 Sulphur content mg kg 10 EN ISO 20884 Copper corrosion Class 1 EN ISO 2160 Lead content mg l 5 EN 237 Phosphorus content mg l 1 3 ASTM D 3231 5 EN 1601 Ethanol 96 viv 4 7 5 3 EN 13132 1 The values quoted in the specifications are true values For establishing the limit values the terms of ISO 4259 Petroleum products Determination and application of precision data in relation to methods of test have been applied and for fixing a minimum value a 80 EN minimum difference of 2R above zero has been taken into account for fixing a maximum and minimum value the minimum difference is 4R reproducibility Notwithstanding this measure which is necessary for technical reasons the fuel manufacturer shall nevertheless aim at a zero value where the stipulat
83. Density of carbon monoxide mg m3 Density of carbon dioxide mg m3 DF Dilution factor dHC Density of hydrocarbon mg m3 5 4 Distance driven in a cycle part km dNOx Density of nitrogen oxide mg m3 dT Relative air density under test condition At Coast down time 8 Ata i Coast down time measured in the first road test 8 1 Coast down time measured in the second road test S ATE Coast down time corrected for the inertia mass mT mrf S AtE Mean coast down time on the chassis dynamometer at the reference speed 8 ATi Average coast down time at specified speed S Ati Coast down time at corresponding speed S Average coast down time at specified speed S ATroad Target coast down time S N Mean coast down time on the chassis dynamometer without absorption S Av Coast down speed interval 2Av v v2 km h Chassis dynamometer setting error per cent F Running resistance force N F Target running resistance force N 76 Symbol Definition Unit 0 Target running resistance force at reference speed on chassis dynamometer N F vi Target running resistance force at specified speed on chassis dynamometer N f 9 Corrected rolling resistance in the standard ambient condition N f 2 Corrected coefficient of aerodynamic drag in the standard ambient condition Target running
84. HH 128 51 2 83 5 x 129 51 8 84 4 130 52 5 85 1 x 131 53 4 85 7 nmm 132 54 9 86 3 x 133 57 0 87 0 HI 134 59 4 87 9 x 135 61 9 x 76 x 16 64 x 77 se x 7 3 79 906 x 80 906 90 5 90 4 90 1 89 7 89 3 89 0 88 8 88 9 2 o 3 9 3 o olo ES olo ojo oe olo x a 141 71 4 142 71 8 143 72 8 144 75 0 145 778 146 80 7 147 83 3 148 85 4 149 87 3 150 89 1 151 90 6 152 91 9 153 93 2 154 94 6 155 96 0 156 97 5 157 99 0 158 99 8 159 99 0 160 96 7 161 93 7 162 91 3 163 90 4 164 90 6 165 91 1 166 90 9 167 89 0 168 85 6 169 81 6 170 77 6 171 73 6 172 69 7 173 66 0 174 62 7 175 60 0 176 58 0 177 56 4 178 54 8 60 5 179 53 3 120 55 9 180 51 7 Table 6 19 stage 2 cycle part 3 reduced speed for vehicle class 3 1 1 to 180s 89 3 89 4 89 4 89 2 88 9 88 5 88 0 87 5 87 2 87 1 87 4 87 5 87 4 87 1 86 8 86 4 85 9 85 2 84 0 80 3 78 6 772 75 9 73 8 70 4 65 7 X X X X X X X X X X X X X gt lt gt lt gt lt x x gt lt gt lt gt lt px gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt x x gt lt gt lt x x x X lt lt x x
85. I driving cycle during which the battery reached the minimum state of charge according to the criterion defined below end of sampling ES The electricity balance Q Ah is measured over each combined cycle using the procedure in Sub appendix 3B 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 Q measured during combined cycle 1 is not more than a 3 per cent 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 paragraphs 3 2 3 8 and 3 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 according to the applicable type I driving cycle and gear shifting prescriptions in Annex II 277 3 2 3 4 3 2 3 5 3 2 4 3 2 5 3 3 3 3 1 3 3 1 1 331 2 3 3 2 33 2 1 3 3 2 2 33 2 3 3 3 2 4 The tailpipe emissions of the vehicle shall be analysed according to the provisions of Annex II in
86. 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 paragraph 3 5 3 make these available also to the approval authority as a reference base The approval authority and technical service shall be given access at any time during or after the 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 247 EN 1 1 L2 1 3 2 2 2 241 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 defined repeatable and representative way The test vehicle s 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 accommodate the length of the kilometre accumulation test track or test road The SRC LeCV shall in
87. In order to allow the test 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 171 3 1 3 2 4 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 JARI s definition of the four driving modes as shown in the following table 4 modes Definition Idle mode vehicle speed 5 km h and 0 5 km h s 0 139 m s acceleration 0 5 km h s 0 139 m s Acceleration mode acceleration 0 5 km h s 0 139 m s Deceleration mode acceleration 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 acceleration 0 5 km h s 0 139 m s Table Ap9 1 Definition of driving modes 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 example from cycle part 1 40 phase indicators I I acceleration 3 cruise deceleration 35 30 25 20 vehicle speed in km h
88. Test apparatus for conditioning by pulsation as desired D Inlet flange or sleeve for connection to the rear of the test exhaust system Hand operated regulating valve Compensating reservoir with a maximum capacity of 40 litres and a filling time of not less than 1 second Pressure switch with an operating range of 0 05 to 2 5 bar Time delay switch Pulse counter 8 8 9 Quick acting valve such as exhaust brake valve 60 mm in diameter operated by a pneumatic cylinder with an output of 120 N 4 bar The response time for opening and closing must not exceed 0 5 s Exhaust gas evaluation P Flexible hose Pressure gauge A 23 723 Gm e Figure Ap8 1 4 Test apparatus for conditioning by pulsation Diagram and markings A diagram and a cross sectional drawing indicating the dimensions of the exhaust system s shall be attached to the information document referred to in Article 72 b 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 b
89. 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 Ap8 1 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 323 EN 2 3 1 4 2 5 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 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 alternately interrupted and restored 2500 times by 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 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 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 paragraph 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 dyn
90. The petrol vapour shall be generated at a petrol temperature of 313 2 The test canister shall be loaded each time to 2 0 0 1 grams breakthrough by 232 2 1 1 3 1 211 3 2 2 1 3 1 2 1 3 2 FID reading using a mini SHED or similar or 5000 ppm instantaneous reading on the FID occurring at the clean air vent port Gravimetrical test method using the difference in mass of the test canister charged to 2 0 0 1 grams breakthrough and the 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 through 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 Vehicle category Vehicle category name Number of test cycles referred to in Lle A Powered cycle 45 L3e AxT x 1 2 or 3 Two wheel trial motorcycle L1e B Two wheel moped L2e Three wheel moped L3e AxE x 1 2 or 3 Two wheel Enduro motorcycle 90 L6e A Light on road quad L7e B Heavy all terrain quad L3e amp L4e Two wheel motorcycle with Vmax lt 130 km h and without side car L5e Tricycle 170 L6e B Light quadri mobile L7e C Heavy quadri mobile L3e amp L4e Two wheel motorcycle with Vmax 2 130 km h and without side car 300 L7e A Heavy
91. according to the template referred to in Regulation EU No 168 2013 was issued a motorcycle 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 motorcycle referred to in paragraph 3 2 3 3 is of a type which has been 341 EN 2290 9 3 2 3 4 3 3 3 3 1 3 4 3 4 1 3 5 3 5 1 3 5 1 1 3 5 1 2 3 5 1 3 3 5 1 4 3 5 1 5 3 5 1 6 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 paragraph 2 1 1 during 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 If the motorcycle referred to in paragraph 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 was first put into service a separate engine identical to that fitted to the motorcycle referred to above should the approval authorities deem it necessary Markings and inscriptions Non original exhaust systems or components thereof s
92. also be used A device T shall be used for the continuous recording of the temperature of the diluted exhaust mixture entering the pump 29 EN 4 5 3 6 4 5 3 7 4 5 3 8 4 5 3 9 4 5 3 10 4 5 3 10 4 5 3 10 4 5 3 11 4 5 3 12 45 23 12 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 collecting 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 described above and in paragraph 4 5 3 7 shall be at least 150 litre hour Three way valves shall be used on the sampling system described in paragraphs 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 sampl
93. 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 72 g 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 paragraph 2 3 1 2 2 3 1 3 or 2 3 1 4 After removal of the fibrous material the noise level shall comply with the 322 EN 2 3 1 3 23 1 31 2 3 1 3 2 2 3 1 3 3 2 3 1 4 2 3 1 4 1 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 22142 requirements of paragraph 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
94. 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 or 75 96 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 90 of the 332 EN 21 5 2 2 1 4 4 2 1 5 1 21 5 2 2 1 5 3 2 1 5 4 2 1 5 5 engine speed at which maximum net power is developed or 50 km h the engine rotation speed being less than 75 90 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
95. composition 1 N hydrobromic acid HBr 10 ml 1 N sulphuric acid H25O4 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 paragraph 2 1 it shall be put in normal working order by one of the following methods Conditioning by continuous road operation The table shows the minimum distance to be travelled for each category of motorcycle during conditioning L3e L4e category vehicle motorcycle by Distance engine capacity cm km 1 lt 80 4000 2 gt 80 lt 175 6000 3 175 8000 Table Ap8 2 1 Minimum distance to be travelled during conditioning 50 10 of this conditioning cycle shall consist of town driving and the 337 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 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 221257 2 3 1 4 2 8 2 3 1 4 3 2 3 1 4 3 1 2 3 1 4 3 2 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 comp
96. 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 and or intake silencer in order to comply with the permissible sound level the filter and or silencer shall be regarded as part of the silencer and the requirements of paragraph 2 3 also apply to them 340 EN 3 1 3 2 3 2 1 32 2 322251 32 2 2 3 2 2 3 3 2 3 3 2 3 1 2252 3 2 3 3 3 2 3 3 1 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 Definition Non original replacement exhaust system or components thereof means exhaust system component as defined in paragraph 1 2 intended to be fitted to a motorcycle to replace that of the type fitted to the motorcycle when the informat
97. curve of the aggregate the asphaltic mix with tolerances passing by mass o 0063 0125 025 Of 10 2 4 56 112 162025 32 Sieve size in mm Figure 8 4 2 Grading curve of the aggregate in the asphaltic mix with tolerances Target values By total By mass of mass of the mix approcase Mass of stones square mesh sieve SM 2 mm 47 6 50 5 96 t5 Mass of sand 0 063 SM lt 2 mm 38 0 96 40 2 96 5 Mass of filter SM lt 0 063 mm 8 8 96 9 3 96 2 Mass of binder bitumen 5 8 N A 0 5 Maximum chipping size 8 mm 6 3 10 Binder hardness see below Polished stone value PSV gt 50 see doc 5 in bibliography Compactness relative to Marshall compactness 98 Table 8 4 1 Design guidelines 3 Test methods 3 1 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 8 4 1 In order to avoid creating a lack of homogeneity and unevenness in the wheel tracks cores should not be taken in the tracks themselves but close to them At least two cores should 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 paragraph EN
98. dec x 24 124 x 242 123 x 243 1222 x 244 1222 x 245 1222 ase indicators ELE inkm h stop 301 1098 302 1099 303 1102 acc cruise o 350 1211 120 7 119 0 116 3 113 1 358 1104 x x x x 359 111 3 360 111 5 X lt lt lt gt lt px x x gt lt lt gt gt lt x gt lt lt gt o lt lt Table Ap 6 24 stage 2 cycle part 3 for vehicle class 3 2 181 to 360 s 140 EN roller perd roller pes d roller cp ed Esdr Enn In Hm me epe ence aen 361 L xp 203 1162 x ee el A TET i65 451 1155 1 J x 54 108 441 1168 1441 1181 365 100 1 x 45 J 17111 x 1 4851 11811 367 887 ley er ra p 8r 112 J x 363 982 1 j x 49 1184
99. dec ao o 2 o 361 27 1 362 26 0 363 25 4 364 25 5 x 422 423 424 35 4 36 5 37 5 481 482 0 0 0 0 365 26 3 366 27 8 367 28 3 425 427 38 6 EIN Ds o co gt B 2 Ny 484 485 0 0 0 1 4 368 29 2 369 29 5 370 29 4 A Az A Ny 41 4 EN gt 487 488 0 0 0 4 5 8 8 13 4 17 3 371 28 9 372 28 1 373 27 1 Ae j AB AIA 25 490 491 19 2 19 7 19 8 374 26 3 375 25 7 376 25 5 Ae AIO A co a e x x 493 494 20 7 23 7 27 9 377 25 6 378 25 9 379 26 3 Ae NIO A eo 496 497 31 9 35 4 36 2 380 26 9 381 27 6 382 28 4 Ae RIO KR um 499 500 34 2 30 2 27 1 383 29 3 384 30 1 385 30 4 Ae AJA B R eo 502 503 26 6 28 6 32 6 386 30 2 387 29 5 388 28 6 B B BU N 505 506 35 5 36 6 34 6 389 27 9 390 27 5 391 27 2 x x gt lt x AB e Ae Ape A e EA 29 to 508 509 30 0 23 1 16 7 392 26 9 393 26 4 394 25 7 511 512 10 7 4 1 395 24 9 396 21 4 397 15 9 514 515 e e
100. defined as Equation Ap3 34 IQM IQIM 200 gikmiAh where 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 202 E N 5 3 5 3 5 3 6 5 3 6 1 5 3 6 2 6 1 6 2 6 3 6 3 1 figures e g or xx xx The technical service shall judge the statistical significance of the CO2 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 Mo The CO emission at AEbatt 0 is determined by the following equation Equation Ap3 35 Mo M Kco Q g km where C fuel consumption measured during test 1 100 km for liquid fuels and kg 100 km for gaseous fuels 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 Annex II Not Externally Chargeable not OVC HEV with an operating mode switch These vehicles shall be tested in hybrid mode in accordance
101. defined in paragraphs 4 1 2 and 4 2 1 3 above no visible inflation of the bag occurs If the structural layout of the engine is such that the test cannot be performed by the methods described in paragraph 4 2 1 above the measurements shall be effected by that method modified as follows Before the test all apertures other than that required for the recovery of the gases shall be closed 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 208 E N 4 2 2 3 fuo 485 1 Sou detail i a Dinctucyclng ate light acum b Indimctmayclng ate light ws wm Vent 1 Commctonof hk off ag Contoliahe Contolwhe fou Donbh cicuitdimctmaye ling 4 Venting oforank am wih contro whe t laz muti connected w the Figure 3 1 various test set ups for type III test method No 1 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 vehicle s engine may be installed on a test rig and the intake and exhaust manifolds may be removed and replaced with plugs that hermetically seal the air intake and exhaust
102. devices provided for that purpose the choke the starter valve etc in accordance with the manufacturer s instructions The sampling bags shall be hermetically closed as soon as filling is completed 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 Gearshift procedures The ECE R47 test shall be conducted using the gearshift procedure set out in paragraph 2 3 of UNECE regulation No 47 The ECE R40 test shall be conducted using the gearshift procedure set out in paragraph 2 3 of UNECE regulation No 40 114 EN 3 World Harmonised Motorcycle Test Cycle WMTC stage 2 1 1 1 Description of the test cycle The WMTC stage 2 to be used on the chassis dynamometer shall be as depicted in the graph below 140 120 100 80 60 Roller speed km h 40 MIA 0 200 400 600 800 1000 1200 1400 1600 1800 Time s Vehicle speed parts 1 2 amp 3 Vehicle speed parts 1 2 amp 3 reduced Figure Ap 6 5 WMTC stage 2 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 paragraphs and tables below 115 EN 2 1
103. doors are closed and sealed gas tight within seven minutes of the end of the driving cycle A 60 0 5 minute hot soak period begins when the chamber is sealed The hydrocarbon concentration temperature and barometric pressure are measured to give the initial readings Cyc 1 P and T for the hot soak test These figures are used in the evaporative emission calculation shown in chapter 6 The hydrocarbon analyser shall be zeroed and spanned immediately before the end of the 60 0 5 minute test period 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 f pr and for the hot soak test used for the calculation in chapter 6 This completes the evaporative emission test procedure Alternative test procedures 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 Annex 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 Calculation of results The evaporative emission tests described in chapter 5 allow the hydrocarbon emi
104. down in Appendix 3 53 EN 3 2 3 3 5 3T 3 52 99 3 2 3 3 5 2 34 5 2 3 4 1 5 23 42 5 2 3 4 3 EN 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 be recalibrated periodically at intervals of not more than one month using air propane or air hexane mixtures with nominal hydrocarbon concentrations equal to 50 per cent and 90 per cent of full scale Non dispersive infrared absorption analysers shall be checked at the same intervals using nitrogen CO and nitrogen CO mixtures in nominal concentrations equal to 10 40 60 85 and 90 per cent of full scale To calibrate the NOx chemiluminescence analyser nitrogen nitrogen oxide NO mixtures with nominal concentrations equal to 50 per cent and 90 per cent 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 meas
105. 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 function for the first gear is significantly lower than for all other gears f the gearshift speeds for all other gears can be approximated by one common function g 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 1 gear gear 1 169 EN pos En my 75 n max acc 1 0 5753 0 1 5 1 idle 1 idle Equation Ap9 2 Normalised upshift speed in gears gt 1 n max acc i 0 5753xe X S Nigie D idle 2 Calculation example 2 1 Figure Ap 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 decele
106. exceeding twelve hours For an OVC HEV the battery shall be charged according to the normal overnight charge procedure as described in paragraph 3 2 2 5 of Appendix 3 Application of the cycle and measurement of the range For pure electric vehicles The test sequence in paragraph 1 1 of Appendix 2 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 accelerator 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 D is the electric range of the electric vehicle It shall be rounded to the nearest whole number For hybrid electric vehicles The applicable type I test cycle and accompanying gearshift arrangements as set out in paragraph 4 5 5 of Annex II shall be carried out on a chassis dynamometer adjusted as desc
107. family conditions below The worst case vehicle with regard to the cross section and approximate hose length shall be tested as a parent vehicle The basic principle of fuel air metering e g single point injection is the same The material of the fuel tank and liquid fuel hoses is identical The fuel tank volume is within a range of 10 The setting of the fuel tank relief valve is identical The method of storage of the fuel vapour is identical i e trap form and volume storage medium air cleaner if used for evaporative emission control The method of purging of the stored vapour is identical e g air flow purge volume over the driving cycle The method of sealing and venting of the fuel metering system is identical 408 2 7 2 7 1 2 7 1 1 2 7 1 2 2 7 2 The manufacturer may request to use one of the following approaches based 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 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 if a fuel tank manufacturer has certified the material including additives of a parent fuel tank on the basis of a com
108. fitted or replacement of the particulate trap with a defective particulate trap meeting the conditions of paragraph 8 4 2 2 above that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 With reference to paragraph 8 3 2 5 disconnection of any electronic fuel quantity and timing actuator in the fuelling system that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 With reference to paragraph 8 3 2 5 disconnection of any other powertrain component connected to a computer 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 311 8 4 3 8 4 4 Replacement of the NOx after treatment system where fitted with a deteriorated or defective system or electronic simulation of such a failure Replacement of the particulate matter monitoring system where fitted with a deteriorated or defective system or electronic simulation of such a failure 312 Test type IX requirements permissible sound level test procedures Appendix Number Appendix title Page 1 Sound requirements for powered cycles and two wheel mopeds category Lle 2 Sound requirements for motorcycles categories L3e and LA
109. for compliance with the requirements for test type II Data to be recorded The data to be recorded are those set out in the template of the test report referred to in Article 72 g of Regulation EU No 168 2013 Power and torque correction factors Definition of factors a4 and a2 and o 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 02 used during the tests and in order to bring them within the reference atmospheric conditions specified in paragraph 3 2 1 factor aa The power correction formula is as follows Equation Ap2 3 1 Po 04 02 where Po the corrected power 1 6 the power under the reference conditions at the end of the crankshaft the correction factor for reference atmospheric conditions 396 E N 3 2 3 2 1 32 32 3 2 3 3 2 3 1 3 3 3 3 1 3 3 1 1 o2 the correction factor for the efficiency of the transmission see paragraph 3 4 of Appendix 2 2 P the 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
110. for each sequence of the cycle The limit in paragraph 4 3 1 1 above is brought to 50 per cent for one second when starting and for vehicles with manual transmission for two seconds during gear changes Verification procedure Verification is carried out during each test throughout the test cycles defined in Annex II Appendix 6 However if the requirements of paragraph 4 3 above 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 above will not be necessary 92 EN 1 1 132 1 2 1 1 2 2 1 2 3 1 2 4 1 2 5 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 shall 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 sha
111. 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 C for one hour in a furnace at least 98 of the material shall be retained in a sieve of nominal mesh size 250 um complying with ISO standard 3310 1 when tested in accordance with ISO standard 2599 The material shall lose no more than 10 90 of its weight after being soaked for 24 hours at 362 2 5 90 5 C in a synthetic condensate of the following composition 1 N hydrobromic acid HB 10 ml 1 N sulphuric acid H2SO 10 ml Distilled water to make up to 1000 ml Note The material shall be washed in distilled water and dried for one hour at 378 2 K 105 C before weighing Before the system is tested in accordance with paragraph 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 2000 km 50 10 of this conditioning cycle shall consist of town driving and the remainder of long distance runs the continuous road cycle may be replaced by a corresponding test track programme 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
112. if fitted shall be maintained within the limits established by the engine manufacturer The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange s or manifold s or orifices 377 EN 2 3 13 2 4 2 5 3 1 3 1 1 3 2 3 21 3522 3 213 3 2 3 1 Test fuel The test fuel to be used shall be the reference fuel referred to in Annex II Appendix 2 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 speed the average of at least two stabilised measurements is to be determined The data to be recorded shall be those set out in the template of the test report referred to in Article 72 g of Regulation EU No 168 2013 Power and torque correction factors Definition of factors a1 and 02 al and a2 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 02 used during the tests and in order to bring them within the reference atmospheric conditions specified in 3 2 1 factor a1 The power correction formula
113. in Article 72 b 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 paragraph 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 paragraph 2 2 1 will be deemed as being complied with This average value will constitute 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 paragraph 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 348 E N 2 3 2 2 3 3 2 3 3 1 2 3 3 2 23 3 3 2 3 4 2 3 4 1 2 3 4 2 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 72 g of Regulation EU No 168 2013 Measu
114. in EN ISO 4259 shall be used In cases of national dispute concerning sulphur content either EN ISO 20846 or EN ISO 20884 shall be called up similar to the reference in the national annex of EN 228 The actual sulphur content of the fuel used for the type I test shall be reported 82 of water and alcohols There shall be no intentional addition to this reference fuel of compounds containing phosphorus iron manganese or lead Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel Type Diesel fuel B5 Limits Parameter Unit Minimum Moimi Test method Cetane number 52 0 54 0 EN ISO 5165 Density at 15 C kg m 833 837 EN ISO 3675 Distillation 50 point 245 EN ISO 3405 95 96 point 345 350 EN ISO 3405 Final boiling point C 370 EN ISO 3405 Flash point C 55 EN 22719 CFPP C 5 EN 116 Viscosity at 40 C mm s 2 3 3 3 EN ISO 3104 m m 2 0 6 0 12916 hydrocarbons 2 EN ISO 20846 Sulphur content mg kg 10 EN ISO 20884 Copper corrosion Class 1 EN ISO 2160 Conradson carbon residue 10 DR m m 0 2 EN ISO 10370 Ash content m m 0 01 EN ISO 6245 Water content m m 0 02 EN ISO 12937 mp 0 02 ASTM D 974 acid number Oxidation stability mg ml 0 025 EN I
115. is as follows Equation Ap2 1 1 Po 01 00 where Po the corrected power 1 6 the power under the reference conditions at the end of the crankshaft a the correction factor for reference atmospheric conditions 00 the correction factor for the efficiency of the transmission P the 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 283 2 K T 3182 378 where T is the test temperature 3 3 Determination of the correction factor ar Equation Ap2 1 2 9911 2 sd where T the absolute temperature of the ingested air ps 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 x a4 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 02 Where the measuring point is the output side of crankshaft this factor is equal to 1 the measuring
116. it shall be set to maximum 403 EN 3 3 5 8 3 3 5 9 3 3 5 10 3 4 3 4 1 3 4 2 3 43 3 5 3 4 3 4 1 3 42 assistance Peripheral devices powered by the vehicle s power supply 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 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
117. let off of the throttle Brakes gears and clutch may be used as required coast through deceleration full let off of the throttle clutch disengaged and in gear no 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 engaged 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 i e 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 should be performed in its entirety Additional idling time acceleration to above and deceleration to below the targ
118. lt px w o o ojo x Table Ap 6 20 WMTC stage 2 cycle part 3 reduced speed for vehicle class 3 EN 1 181 to 360 s 136 EN roller pond miller que sd rini cop 361 961 xf 411 1022 411 145 x 362 834 x 42 1024 x 492 10483 364 878 441 1928 J 441 1951 x L 365 860 J x 425 1031 x 45 1051 x 367 847 4 1038 4v 152 x EXE DI 392 1L E189 tt 393 1 x fj 43111055 x 4901 1054 x 373 9 xj 43 959 431 1955 3741018 11 x 44 161 x 4924 1053 x 36 831 x 48 46 1047 E 378 944 x 49 171 481 1038 328 95p 49 10175 49 1036 380 858 1 x j 401 108011 x 500 103511 x 381 963 44 183 OT 1035 x 382 962 x 4021 955 5021 134 x 383 9275 1 1 45 159 x 5031 1033 x 3984 88 Jx p 44 101 jJ 50
119. may be fitted to the microphone provided that account is taken of its effect on the sensitivity of the microphone Method of measurement 334 EN 2 2 4 1 2 2 4 2 22 35 2 29 2 2 5 1 2 2 9 2 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 paragraph 2 2 4 3 At least three measurements shall be taken at each measuring point Positioning of the microphone Figure Ap8 2 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 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 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 f
120. of EN 15194 2009 Test procedure to measure the maximum continuous rated power The maximum continuous rated power shall be measured according to the test procedures set out in EN 15194 2009 and EN 60034 1 xxxx Test procedure to measure the maximum peak power Acceptable range maximum peak power as compared with maximum continuous rated power The maximum peak power shall be lt 1 6 x maximum continuous rated power measured as mechanical output power at the shaft of the motor unit Tolerances The maximum continuous rated and peak power values may deviate by 5 from the result of the measurements set out in EN 15194 2009 Power correction factors Definition of factor a and a5 o and o 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 02 used during the tests 402 EN 3 3 4 3 3 4 1 3 3 5 3 3 5 1 3 3 5 2 3 3 5 3 3 3 5 4 3 3 5 5 3 3 5 6 3 3 5 7 and in order to bring them within the reference atmospheric conditions specified in paragraph 3 2 1 factor a1 The power correction formula 15 as follows Equation Ap 4 1 Po 01 02 where Po the corrected power i e the power under the reference conditions at the end of the crankshaft 1 the correction factor for reference atmospheric conditions and measurement uncertaintie
121. 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 paragraph 4 shall be repeated immediately after this soak period The same test fuel shall be used for this permeation test run as for the permeation test run conducted prior to the durability testing The final test results shall be calculated in accordance with paragraph 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 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 as follows a in accordance with the requirements of paragraphs 6 2 to 6 4 The piping material to which the fuel lines are connected at both sides
122. 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 type I test cycle in Annex II Under the conditions below the uncorrected measured values C and M may be taken as the test results 1 the manufacturer can prove that there is no relation between the energy balance and fuel consumption 2 AEbat always corresponds to a battery charging 3 AEpa always corresponds to a battery discharging and AE is within 1 per cent of the energy content of the consumed fuel i e the total fuel consumption over one cycle The change in battery energy content AEpar can be calculated from the measured electricity balance Q as follows Equation AP 36 AEpatt 96 0 0036 0 0036 Q Vy MJ where the total energy storage capacity of the battery MJ and the nominal battery voltage V Fuel consumption correction coefficient defined by the manufacturer The fuel consumption correction coefficient Ky shall be determined from a set of n measurements which should 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 the fuel consumption value at AEpa O to the satisfaction of the appro
123. 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 from 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 1 the residual void content of each core ii the locations in the test area from which the cores for void measurement were taken iii 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 v texture depth including the number of tests and standard deviation vi the institution responsible for tests 1 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 Refere
124. on road quad Table Ap3 2 1 Amount of test cycles of charging and purging the test canister Ageing test procedure of evaporative emission control valves cables and linkages 233 3 1 3 2 The durability test shall actuate control valves cables and linkages where applicable for a minimum of 5000 cycles Alternatively the aged evaporative emission control parts tested according to paragraph 3 1 may be replaced with golden evaporation emission control valves cables and linkages complying with the requirements of paragraph 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 paragraphs 2 and 3 in a test report drafted according to the template referred to in Article 73 g of Regulation EU No 168 2013 234 EN 1 1 2 2 2 21 2 2 2 219 2 2 4 2 2 5 2 2 6 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
125. on the test track on a chassis dynamometer etc 283 E N 22 3 4 2 3 1 4 2 3 2 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 at a steady speed of 50 km h until the fuel consuming engine starts up or if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be determined by the technical service and the manufacturer to the satisfaction of the approval authority or in accordance with the manufacturer s recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started 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 paragraph 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 K and 303 2 K 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 and the electrical energy power storage device is fully charged as a result of
126. or critical flow venturi CFV or disconnect the exhaust tube from the tailpipe s of the vehicle q disconnect the exhaust tube from the vehicle tailpipe s and remove the vehicle from the dynamometer r for comparison and analysis reasons second by second emissions diluted gas data shall be monitored as well as the bag results 61 EN 6 1 1 1 6 1 1 2 6 1 1 3 6 1 1 4 Analysis of results 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 B 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 b the analysers are set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 per cent of the range c the analysers zeros are rechecked If the reading differs by more than 2 per cent of r
127. p gt lt gt lt p x 0 0 x X X Xx x x gt lt gt lt x x 0 0 480 0 0 x gt lt px gt lt gt lt gt lt x gt gt lt gt lt Table Ap 6 29 WMTC stage 3 part 1 class 1 applicable for L1e A and Lle B Vmax 45 km h sub category vehicles cold or warm 361 to 540 s 152 EN 3 2 8 a time in s roller speed phase indicators in km h stop acc cruise dec 541 0 0 x 542 2 8 x 543 8 1 x 544 14 3 x 545 19 2 546 23 5 x 547 27 2 548 30 5 x 549 33 1 x 550 35 7 x 551 38 3 x 552 41 0 553 43 6 x 554 43 7 555 43 8 x 556 43 9 x 557 44 0 558 44 1 559 44 2 560 44 3 561 44 4 x 562 44 5 563 44 6 564 44 9 565 45 566 45 0 x 567 45 0 x 568 45 0 x 569 45 0 x 570 45 0 x 571 45 0 572 45 0 x 573 45 0 574 45 0 575 45 0 576 42 3 x 577 39 5 578 36 6 x 579 33 7 x 580 30 1 581 26 0 582 21 8 583 17 7 584 13 5 x 585 9 4 586 5 6 x 587 2 1 588 0 0 x 589 0 0 x 590 0 0 x 591 0 0 x 592 0 0 x 593 0 0 x 594 0 0 x 595 0 0 x 596 0 0 x 597 0 0 x 598 0 0 x 599 0 0 x 600 0 0 x Table Ap 6 30 WMTC stage 3 part 1 class 1 applicable for L1e A and L1e B Vmax 45 km h su
128. paragraph 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 described 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 paragraph 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 manufacturers shall submit engineering data to the technical service to support the use of an alternative heat slope Temperature recording 223 E N 4 5 1 4 5 2 4 53 4 54 4 5 5 4 6 4 6 1 4 6 2 4 7 4 7 1 4 7 2 The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to show a mean value The measuring points are extended approximately 0 1 m into the enclosure from the vertical centre line of each side wall at a height of 0 9 0 2 m The temperatures of the fuel and fuel vapour shall be recorded by means of sensors positioned in the fuel tank as described in paragraph 5 1 1 When sensors cannot be positioned as specified in paragraph 5 1 1 e g where a fuel tank with two ostensibly separate chambers is used sensors shall be located at th
129. point is not the output side of the crankshaft this factor 18 calculated using the formula Equation Ap2 1 2 C4 n 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 n of each of the components of the transmission Equation Ap2 1 3 Dni ni no Dj 3 4 1 Type Efficiency Gear wheel Spur gear 0 98 i The test may be carried out in temperature controlled test chambers where the atmospheric conditions can be controlled 379 EN Helical gear 0 97 Bevel gear 0 96 Roller 0 95 Chain Silent 0 98 Cogged 0 95 Belt Vee 0 94 1 1150907 Hydraulic coupling or Hydraulic coupling 0 92 SPENT Hydraulic convertor 99 0 92 Table Ap2 1 3 efficiency n of each of the components of the transmission 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 Measured power Acceptable tolerance maximum torque and maximum power lt 1kW lt 10 1 kW lt measured power lt 6 kW lt 5 Table Ap2 1 4 acceptable measurement tolerances Engine speed tolerance when performing maximum torque and ne
130. power supply W 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 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 of the applicable type I test cycle during which the battery has reached the minimum state of charge according to the criterion defined below end of sampling ES The electricity balance Q Ah is measured over each combined cycle using the procedure in Sub appendix 3B 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 measured during combined cycle 1 is not more than a 3 per cent 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 paragraphs 3 2 2 7 and 3 2 4 3 provided that the electricity bala
131. preconditioning prescribed in paragraph 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 the test track on a chassis dynamometer etc at a steady speed of 70 per cent 5 per cent 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 Stopping the discharge occurs a when the vehicle is not able to run at 65 per cent of the maximum thirty minutes speed or b when the standard on board instrumentation gives the driver an indication to stop the vehicle or 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 a at a steady speed of 50 km h until the fuel consuming engine of the HEV 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 at a lower steady speed at which the fuel consuming engine does not start up for a defined time 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 b
132. px gt lt 279 281 25 0 25 0 341 25 0 25 0 282 25 0 342 25 0 25 0 25 0 283 284 25 0 25 0 343 344 25 0 25 0 25 0 285 25 0 345 25 0 227 250 287 250 347 250 228 25 0 25 0 gt lt x lt 286 288 25 0 25 0 346 348 25 0 25 0 229 25 0 289 25 0 349 25 0 230 231 250 x 29 250 x 351 25 0 232 25 0 25 0 gt lt x lt 290 292 25 0 25 0 350 352 25 0 25 0 233 25 0 293 25 0 353 25 0 234 235 25 0 25 0 294 295 25 0 25 0 354 355 25 0 25 0 236 25 0 296 25 0 356 25 0 237 238 250 28 250 x 358 250 239 25 0 25 0 dus gt lt 297 25 0 357 359 25 0 25 0 240 25 0 iS GEEN 300 25 0 360 gt lt x x gt lt gt lt px p px gt lt gt lt lt gt lt gt lt lt gt gt lt gt lt P lt gt x lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt P lt gt lt gt x lt gt x lt gt lt gt lt gt lt lt lt gt lt gt lt p gt gt lt gt lt 250 Table Ap 6 28 WMTC stage 3 part 1 class 1 a
133. range 283 2 K lt T lt 318 2 K 80 kPa Xp lt 110 kPa where T test temperature K ps the dry atmospheric pressure in kilopascals kPa i e the total barometric pressure minus the water vapour pressure Determination of the correction factor Equation Ap2 3 2 The power correction factor for compression ignition engines at constant fuel rate is obtained by applying the formula Ad fa fm where fa the atmospheric factor fm the characteristic parameter for each type of engine and adjustment Atmospheric factor fa 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 Naturally aspirated and mechanically supercharged engines Equation Ap2 3 3 99 T 5 555 where 0 7 397 EN T the absolute temperature of the ingested ps 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 Equation Ap2 3 4 99 0 7 t P 298 3 3 2 Engine factor fm 1 5 fm is a function of qe fuel flow corrected as follows fm 0 036 qe 1 14 where qc qr where q the fuel flow in milligrams per cycle per litre of total swept volume mg litre cycle
134. 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 S in top gear The engine and or vehicle speeds shall be determined with an accuracy of 3 EN 354 EN 24 2 2 4 2 1 2 4 2 1 2 4 222 2 4 2 3 2 4 3 EN 8 rj v 3 E 5 5 Inlet flange or sleeve for connection to the rear of the test exhaust system Hand operated regulating valve Compensating reservoir with a maximum capacity of 40 and a filling time of not less than 1 second 8 Pressure switch with an operating range of 0 05 to 2 5 bar e Time delay switch Pulse counter G 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 seconds Exhaust gas evaluation D Flexible hose e 8 69 Pressure gauge Figure Ap8 3 4 Test apparatus for conditioning by pulsation 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 72 b of Regulation EU No 168 2013 original silencers shall bear at least the following e mark followed by the reference to the country which granted the ty
135. reference mass regardless of particular L category vehicle characteristics The flywheel equivalent inertia mass Myer shall be the equivalent inertia mass mi specified in paragraph 4 5 6 1 2 The chassis dynamometer shall be set by the rolling resistance of front wheel a and the aerodynamic drag coefficient specified in the table below Mass in running Equivalent inertia Aero drag order myer mass m Rolling et front wheel a coefficient b kg kg N km h seme a ae oe omm o d 225450 cc we ro EC NI 115 lt mef lt 125 125 lt mef 135 135 lt mref x 145 105 EN 145 lt mref lt 155 155 lt mref x 165 165 lt mref 175 175 lt mref 185 185 lt mref lt 195 195 lt mref lt 205 205 lt mref lt 215 215 lt 225 225 lt mref 235 235 lt lt 245 245 lt mref 255 255 lt lt 265 265 lt mref 275 275 lt Mef 285 285 lt mref lt 295 295 lt mef 305 305 lt mref 315 315 lt mref lt 325 325 lt mref 335 335 lt meet lt 345 345 lt mref lt 355 355 lt mref lt 365 106 EN 365 lt mref 375 375 lt mref lt 385 385 lt mref lt 395 395 lt mref 405 405 lt mref lt 415 415 lt mef 425 425 lt mref 435 435 lt Mref lt 445 440 445 lt mref lt 455 450 455 lt mye lt 465 460 465 lt mref lt 475 470 475 lt meer lt 485 480 485
136. 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 internationally agreed standards could improve market access in third countries in particular those which are contracting parties to the Revised 1958 Agreement and thus enhance the Union industry s competitiveness Pursuant to the provisions of Regulation EU No 168 2013 the L category vehicles systems components and separate technical units covered by this Regulation may not be placed or made available on the market or enter into service in the Member States unless they comply with the provisions of this Regulation In March 2001 the Commission launched the Clean Air For Europe CAFE programme the major elements of which are outlined in a Communication dated 4 May 2005 This led to the adoption of a thematic strategy on air pollution in a Communication dated 21 September 2005 One of the conclusions of the Communication is that further reductions in emissions from the transport sector air maritime and land transport from households and from the energy agricultural and industrial sectors are needed to achieve EU air quality objectives The task of reducing vehicle emissions should therefore be approached as part of an overall strategy The Euro 3 4 and 5 standards are one measure designed to reduce emissions of particulate matter and ozone precursors such as
137. resistance force at specified speed N fo Rolling resistance N f2 Coefficient of aerodynamic drag PEU FE Set running resistance force on the chassis dynamometer N FE v0 Set running resistance force at the reference speed on the chassis dynamometer N FE v2 Set running resistance force at the specified speed on the chassis dynamometer N Ff Total friction loss N Ff vO Total friction loss at the reference speed N Fj Running resistance force N Fi v0 Running resistance force at the reference speed N Fpau Braking force of the power absorbing unit N Fpau v0 Braking force of the power absorbing unit at the reference speed N Fpau vj Braking force of the power absorbing unit at the specified speed N FT Running resistance force obtained from the running resistance table N H Absolute humidity mg km HC Concentration of diluted gases expressed in the carbon equivalent corrected to i take account of diluent air ppm Concentration of hydrocarbons expressed in the carbon equivalent in the Bid sample of diluent air corrected to in bag B HCe Concentration of hydrocarbons expressed in the carbon equivalent in the pou sample of diluent air corrected to in bag A Mass of hydrocarbon emitted during the test part mg km Ko Temperature correction factor for rolling resistance Kh Humidity correction factor L Limit values of gaseous emission mg km m Test L category vehicle mass kg Actual mass of the test L category vehicle kg mfi Flywheel equivalent
138. room or enclosure temperature shall be continuously maintained at 301 2 2 28 5 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 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 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 217 EN 5 4 5 5 5 6 5 6 1 5 6 2 5 7 5 7 1 9 1 2 6 1 6 1 1 The result of the calculation under paragraph 5 3 expressed in mg m shall be divided by the number of test days to calculate the mg m7 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 c
139. shall be fulfilled by the test installation and the scope for conducting the tests in accordance with Sub appendix 1 are defined below v is the maximum speed of the vehicle v2 is the maximum velocity of the cooling air flow at the fan delivery side is the cross section of the cooling air flow If v2 gt v and gt 0 25 nv the minimum conditions are fulfilled If it is not possible to stabilise the operating conditions the method described in Sub appendix 1 shall apply If v v and or lt 0 25 m if it is possible to stabilise the operating conditions the method described in paragraph 3 3 shall be applied if it is not possible to stabilise the operating conditions if v2 gt 120 km h and gt 0 25 the installation fulfils the minimum conditions and the method described in Appendix 1 may be applied minimum conditions and the test equipment cooling system shall be improved ii if v gt 120 km h and or lt 0 25 m the installation does not fulfil the However in this case the test may be carried out by means of the method described in Sub appendix 1 subject to approval by the manufacturer and the approval authority 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 fr
140. 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 Atmospheric conditions Atmospheric pressure 97 10 kPa Ambient temperature between 278 2 K and 318 2 K Relative humidity 30 to 90 Average wind speed measured 1 m above the ground lt 3 m s permitting gusts of 5 m s Test procedures At the manufacturer s request a category Lle vehicle within the scope of Appendix 4 may be tested according to the test procedure set out in paragraph 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 paragraphs 6 2 to 6 9 may be omitted 368 E N 6 2 6 3 6 4 6 4 1 6 4 1 1 6 4 1 2 6 5 6 5 1 6 6 6 7 6 8 EN The gear ratio used during the test shall enable the vehicle to reach its maximum vehicle speed 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 performance Drivers of uncabbed vehicles shall maintain their driving position as defined in paragraph 3 1 3 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 Testing in a single direction may be accepted on a type 2 measurin
141. solely with the clutch disengaged Vehicles that have no means of cutting the transmitted engine power off prior to coasting may be towed until they reach the coast down starting speed When the coast down test is reproduced on the chassis dynamometer the transmission and clutch shall be in the same condition as during the road test 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 Vj shall be measured as the time taken for the vehicle to decelerate from vj Av to vj AV The above procedure shall be repeated in the opposite direction to measure the second coast down time The average AT of the two coast down times and shall pe calculated using the following equation Equation Ap 7 2 _ AT AT 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 AT x DAT Tests shall be performed until the statistical accuracy P is equal to or less than 3 per cent P lt 3 per cent The statistical accuracy P as a percentage is calculated using the following equation Equation Ap7 4 txs 100 P x AT where t is the coefficient given in Table 7 2 157 EN 5 9 5 10 5 11 s is the st
142. source at the centre of the acceleration section and the microphone shall not exceed 1 dB 317 EN 2 1 9 3 2 1 4 1 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 effect on the microphone s sensitivity and directional characteristics If the difference between the ambient noise and the noise to be measured is between 10 and 16 dB A the test results shall be calculated by subtracting the appropriate correction from the readings on the sound level meter as in the following graph dB A
143. technical units containing fibrous material Fibrous material may not be used in the construction of such silencers unless the requirements set out in paragraph 2 3 1 are met Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system The vehicle referred to in paragraph 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 I II and V 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 343 EN Appendix 3 Sound requirements for three wheel mopeds tricycles and quadricycles categories L2e 1 1 1 2 1 15252 1 3 1 3 1 1 3 2 133 1 3 4 1 4 L5e L6e 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 an
144. 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 374 Silencer Exhaust pipe Electrical control device where fitted 3 Carburettor If series mounted yes 4 Fuel injection system Upstream filter Filter Fuel supply pump and high pressure pump if applicable Compressed air pump in the case of DI air assist If series mounted yes Pipe work Injector Air inlet where fitted Fuel pressure flow regulator where fitted 5 Maximum rotational speed and or power If series mounted yes governors 6 Liquid cooling equipment Radiator Fan If series mounted yes Water Pump Thermostat 7 Air cooling Cowl Blower If series mounted yes Cooling temperature regulating device s Auxiliary bench blower The air inlet flap shall be that which controls the pneumatic inject pump regulator 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 me
145. 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 10000 cycles at a rate of 60 seconds per cycle UV exposure 218 EN 6 2 6 3 6 4 7 1 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 min 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 per cent 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 paragraph 3 to ensure that the permeation rate is stable The period
146. test shall be reported Even though oxidation stability is controlled it is likely that shelf life will be limited Advice shall be sought from the supplier as to storage conditions and shelf life FAME content to meet the specification of EN 14214 Oxidation stability can be demonstrated by EN ISO 12205 or EN 14112 This requirement shall be reviewed based on CEN TC19 evaluations of oxidative stability performance and test limits 1 2 The tables below list the technical data of gaseous reference fuels to be used for environmental performance testing The fuel specifications in this Appendix are consistent with the reference fuel specifications in UNECE regulation No 83 Annex 10a Type Liquefied petroleum gas LPG Parameter Unit Fuel A Fuel B Test method Composition ISO 7941 C content per cent vol 30 2 85 2 C content per cent vol Balance Balance max 2 max 2 Olefins per cent vol max 12 max 15 ISO 13757 Evaporation residue mg kg max 50 max 50 EN 15470 Water at 0 free free EN 15469 EN 24260 or Total sulphur content mg kg max 50 max 50 ASTM 6667 Hydrogen sulphide none none ISO 8819 Copper strip corrosion rating Class 1 class 1 ISO 62517 Odour characteristic characteristic Motor octane number min 89 min 89 EN 589 Annex B Balance has to be read as follows balance 100 lt C3 gt C4 This
147. the fuel systems of vehicles equipped with a propulsion 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 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 L3e 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 paragraph 5 b of Article 23 of Regulation EU No 168 2013 This study shall confirm whether L vehicle sub categories L1e 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 L
148. the following data shall be found within the limits of precision given Barometric pressure corrected Pb 0 03 kPa LFE air temperature flow meter ETI 0 15 K Pressure depression upstream of LFE EPI 0 01 kPa Pressure drop across EDP LFE matrix 0 0015 kPa Air flow Qs 0 5 per cent CFV inlet depression PPI 40 02 kPa Temperature at venturi inlet Tv 0 2 K The equipment shall be set up as shown in Figure Ap 4 4 and checked for leaks Any leaks between the flow measuring device and the critical flow venturi will seriously affect the accuracy of the calibration 102 EN 2 3 5 2 3 6 SSH Figure Ap 4 4 CFV calibration configuration The variable flow restrictor shall be set to the open position the blower shall be started and the system stabilised Data from all instruments shall be recorded The flow restrictor shall be varied and at least eight readings shall be taken across the critical flow range of the venturi 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 K for each test point Equation Ap 4 5 where flow rate in m3 min at 273 2 and 101 33 kPa temperature at the venturi inlet K absolute pressure at the venturi inlet kPa Plot Ky as a function of ve
149. the roller circumference 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 manufacturer to 248 EN 2 2 2 2 2 3 2 2 4 2 2 5 2 2 6 2 2 f 2 3 the satisfaction of the approval authority the track or road selected should 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 four points shall be marked or landmarks identified on the track or road which equate to quarter intervals of the lap 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 vehicle s odometer shall not be used Examples of test track configurations f g N A 1A 13h V Lap x zx Start stop x zx Ba Statistop Lap 14 La a a a s s 3 3 5 92 AN lt in gt S 5 du Hd o EM S SE s ne C See gt Figur
150. 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 beyond lines AA and BB by at least 10 m at either end Figure 8 4 shows a plan of a suitable test site and indicates the minimum area which shall be machine laid and machine compacted with the specified test surface material The shaded part is called test area am oe ett R 2 2 No large acoustically 4 reflective objects within this radus 1 1 1 1 1 1 g Min area covered with test road surface t EN Microphone h 1 2 m 287 Pd ee 9 Figure 8 4 1 Minimum requirements for test surface area 2 2 Design requirements for the surface The test surface shall meet four design requirements 1 it shall be a dense asphaltic concrete EN 360 EN 2 the maximum chipping size shall be 8 mm tolerances allow from 6 3 to 10 mm 3 the thickness of the wearing course shall be 2 30 mm 4 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 sho
151. the throttle shall be fully opened as quickly as practically possible and kept in that position until the rear of the motorcycle reaches line BB 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 AA at a steady speed of 50 km h or corresponding to an engine speed equal to 75 96 of the engine speed at which maximum net power is developed whichever 18 the lower Selection of gear ratio Motorcycles fitted with a gearbox with four ratios or fewer whatever 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 paragraphs 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
152. 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 emission test procedure The type IV evaporative emission 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 V to this Regulation Article 10 Test type V requirements durability test procedure 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 measurement of CO emissions fuel consumption electric energy consumption and electric range determination tests The type VII test procedures to measure CO emissions fuel consumption electric energy consumption electric range and their requirements 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 Article 12 Test type VIII requirements environmental and functional on board diagnostic OBD tests The type VIII environmental and functional on board diagnostic OBD test procedures and requirements referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in
153. vehicle shall be measured by the movement of rotation of the roller the front roller in the case of a two roller dynamometer 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 roller s internal frictional effects caused by 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 The following procedure shall be used for calibration of the load indicator to 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 88 EN 2 2 9 2 2 4 2 2 3 2 2 6 52 1 2 2 8 2 2 9 2 2 10 2 2 11
154. 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 Alternatively the actual volume of the test vehicle may be subtracted The chamber shall be checked as in paragraph 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 after 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 zeroed 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 Cuci p and 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
155. which can be fitted to and or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions Revised 1958 Agreement 4 Manufacturers apply for type approval for L category vehicles their systems components or separate technical units in accordance with Regulation EU No 168 2013 In the Union legislation most requirements on vehicle parts are taken over from the corresponding UNECE regulations UNECE regulations are constantly amended in line with technological progress and the respective Union regulations have to be regularly updated accordingly In order to avoid this duplication the CARS 21 High Level Group recommended the replacement of several Union directives by way of the incorporation and compulsory application of the corresponding UNECE regulations in Union law i OJ L60 2 3 2013 p 52 5 OJ L 346 17 12 1997 p 78 5 6 7 8 9 10 11 12 The possibility of applying UNECE regulations by virtue of Union legislation that provides for the incorporation of those UNECE regulations for the purpose of EU vehicle type approval is provided for in Regulation EU No 168 2013 Under that Regulation type approval in accordance with UNECE regulations which apply on a compulsory basis is regarded as EU type approval in accordance with that Regulation and its delegated and implementing acts The compulsory application of UNECE
156. 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 paragraph 5 2 2 2 Assuming the load characteristics to be Equation 1 19 bxv c where the coefficients a b and shall be determined by the polynomial regression method 50 EN 3 22 2513 5 2 2 2 5 4 The chassis dynamometer shall be set to the coefficients a b and c obtained by the polynomial regression method Chassis dynamometer with 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 F is input directly and Ff and Fpau are automatically measured and calculated to set the chassis dynamometer to the target running resistance force F f f xv In this case several points in succession are directly input digitally from the data set of F j and vj the coast down is performed and the coast down time Atj is measured After the coast down test has been repeated several times Fpau is automatically calculated and set at L category vehicle speed intervals of 0 1 km h in the following sequence Equation 1 20 1 2Av F m f i a At Equation 1 21 1 PIANA m m f set i Ay At Equation 1 22 F F Chassis dynamometer with f 0 co
157. will benefit from lower prices Finally strengthening market surveillance measures will help ensure that the same set of rules applies to all manufacturers operating on the EU market and that environmental and vehicle safety type approval requirements are enforced c Proportionality principle The proposal complies with the proportionality principle because it does not go beyond what is necessary to achieve the objectives of ensuring the proper functioning of the internal market while at the same time providing for a high level of functional safety and environmental protection d Choice of instruments The use of a Regulation is considered to be appropriate in that it provides the required assurance for compliance while not requiring transposition into Member States legislation The proposal uses the split level approach originally introduced at the request of the European Parliament and used in other legislation for EU type approval of motor vehicles This approach provides for legislation in three steps EN the fundamental provisions and scope are laid down by the European Parliament and the Council in a Regulation based on Article 114 TFEU in accordance with the ordinary legislative procedure the technical specifications associated with the fundamental provisions are laid down in three delegated acts Article 290 a Regulation on environmental and propulsion performance requirements and related subjects containing re
158. zeroed 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 Prand 235 E N 2 2 7 2 3 2 3 1 2 3 2 2 3 3 2 3 4 2 3 3 2 3 6 2 3 7 2 4 Calculate the change in mass of hydrocarbons in the enclosure over the time of the test in accordance with paragraph 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 paragraph 2 1 and also measures any leak rate Purge the enclosure until a stable hydrocarbon concentration is reached Turn on the mixing fan if it is not already on The hydrocarbon analyser shall be calibrated if necessary then zeroed and spanned immediately before the test Seal the enclosure and measure the background concentration temperature and barometric pressure These are the initial readings p 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 zeroed and spann
159. 1 3 3 3 1 4 3 3 1 5 3 3 1 6 3 3 1 7 3 3 1 8 3 3 2 3 3 2 1 same type as was originally fitted it meets the requirements of either of the following two sections if the moped referred to in paragraph 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 applicable limit value laid down in paragraph 2 1 1 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 if the moped referred to in paragraph 3 2 3 3 is not of a type which has been granted type approval in accordance with the requirements of this Chapter it may not exceed by more than 1 0 dB A the limit value applicable to that type of moped when it was first put into service a separate engine identical to that fitted to the moped referred to above should the competent authorities deem it necessary Specifications General specifications The design construction and mounting of the silencer shall be such that the moped complies with the requirements of the Appendix under normal conditions of use and in 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 the normal conditions of use of t
160. 168 2013 drive train means the part of the powertrain after the output of the propulsion s including the torque converter clutch es the transmission and its control either a drive shaft or belt drive or chain drive the differentials the final drive and the driven wheel tyre radius variable cam phasing or variable valve timing means allowing the lift the opening and closing duration and or timing of the intake and or exhaust valves to be modified while the engine is in operation stop start system means automatic stop and start of the engine to reduce the amount of idling thereby reducing fuel consumption pollutant and emissions software of the powertrain engine or drive train control units means a set of algorithms concerned with the operation of powertrain engine or drive train data processing systems containing an ordered sequence of instructions that change the state of the powertrain engine or drive train control unit calibration of the powertrain engine or drive train control unit 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 engine or drive train powertrain control unit means a combined control unit of combustion engine s electric traction motors and or drive train systems such as the transmission and or clutch engine control unit means the on board computer that partly or entirely c
161. 2 0 0 X 523 0 0 X 405 58 8 406 59 4 407 59 8 gt lt 524 0 0 x 525 0 0 X 526 00 408 59 7 409 59 4 410 59 2 414 60 5 N N N ho N e N an A M d T gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt gt lt 415 61 0 416 61 2 417 61 3 418 61 4 419 61 7 gt lt 62 3 gt lt 539 30 0 540 32 8 Table 6 13 WMTC stage 2 cycle part 2 reduced speed for vehicle class 2 1 361 to 540 s 128 EN roller speed phase indicators inkm h stop acc cruise dec 541 352 1 x 559 44 3 x x Lx l E n Table 6 14 WMTC stage 2 cycle part 2 reduced speed for vehicle class 2 1 541 to 600 s 129 roller speed phase indicators inkm h stop acc cruise dec 0 00 1 1 T time in s roller speed phase indicators time in s roller speed in km h stop acc cruise dec in km h gt lt 121 46 2 122 46 1 phase indicators Stop de oo 62 23 8 63 25 0 gt lt 123 45 7 12
162. 21 17 358 248 10 034 10 687 11 413 12 173 12 956 13 752 14 552 15 350 16 143 16 929 263 10 033 10 663 11 355 12 073 12 811 13 559 14 311 15 062 15 808 16 548 278 10 032 10 640 11 300 11 982 12 679 13 385 14 094 14 803 15 508 16 207 293 10 031 10 617 11 249 11 897 12 558 13 227 13 899 14 570 15 237 15 900 308 10 030 10 595 11 201 11 819 12 448 13 083 13 721 14 358 14 992 15 623 323 10 029 10 574 11 156 11 747 12 347 12 952 13 559 14 165 14 769 15 370 338 10 028 10 554 11 113 11 680 12 253 12 830 13 410 13 988 14 565 15 138 353 10 027 10 535 11 073 11 617 12 166 12 718 13 272 13 826 14 377 14 926 Table 1 1 Compressibility factor 7 of the gaseous fuel 270 EN Appendix 2 Method of measuring the electric energy consumption of a vehicle powered by an electric 1 1 1 2 22 2 3 2 3 1 2 3 1 1 2 3 1 2 25 powertrain only 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 test method below is for measuring the electric energy consumption expressed in Wh km
163. 28 e4 Dtest2 Wh km where and Di the actual distances driven in the tests performed under Conditions A paragraph 4 2 and B paragraph 4 3 respectively and e and test results determined in paragraphs 4 2 6 and 4 3 6 respectively The weighted electric energy consumption values shall be calculated as below For testing in accordance with paragraph 4 2 4 2 1 Equation Ap3 29 E De E Day E4 De Day where E electric consumption Wh km E electric consumption Wh km with a fully charged electrical energy power storage device electric consumption Wh km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity De vehicle s electric range according to the procedure described in Sub appendix 3C where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state Dav average distance between two battery recharges Day 289 E N 4 4 6 2 3 2 5 3 5 3 1 4 km for L category vehicle with an engine capacity of 150 6 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 and Vmax Z 130 km h For testing in accordance with paragraph 4 2 4 2 2 Equation Ap3 30 E Dover E1 Dav E4 Dove Day
164. 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 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 in accordance with the provisions of Appendix 6 The exhaust gases shall be analysed in accordance with the provisions in Annex II The test results shall be compared with the limits in paragraph 5 3 1 4 of this Regulation and the average emission of each pollutant for Condition B shall be calculated M5 The test results M2i multiplied by the appropriate deterioration and factors shall be less than the limits in paragraph 5 3 1 4 of this Regulation Test results Testing in accordance with paragraph 3 2 2 6 2 1 For communication the weighted values shall be calculated as in Equation 186 3 2 4 2 11 2 where mass emission of the pollutant i in grams per kilometre Mi average mass emission of the pollutant i in grams per kilometre with a fully charged electrical energy power stor
165. 3 1 2 is not more than a 3 per cent 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 paragraphs 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 emission and fuel consumption results on the test cycle for Condition A shall be recorded m g and c I respectively In the case of testing in accordance with paragraph 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 paragraph 4 2 4 2 2 m and c are the sums of the results of N combined cycles run Equation Ap3 17 N m gt mi 1 Equation Ap3 18 N C1 1 Within 30 minutes of the end of the cycle the electrical energy power storage device shall be charged in accordance with paragraph 3 2 2 5 The energy measur
166. 3 66 ndv2 94 91 ndv3 76 16 ndv4 65 69 ndv5 58 85 54 04 262 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 4 75 1 000 PN IN KW MK IN KG 173 EN Table Ap9 2 Input data for the calculation of engine and vehicle shift speeds 4 3 2 EU USA JAPAN DRIVING BEHAVIOUR DIM n acc max 1 EU US A Japan driving Rr ae behaviour eg TS x i n norm in per cent 24 9 34 9 n in min 1 3 804 4 869 n norm means the value calculated using equations Ap9 1 and 9 2 Table Ap9 3 Shift speeds for acceleration phases for first gear and for higher gears see Table Ap9 1 4 3 3 EU USA Japan driving behaviour Gearshift v in km h DO n in min in per cent 122 28 5 24 9 3 804 223 51 3 34 9 4 869 Upshift 324 63 9 34 9 4 869 425 74 1 34 9 4 869 56 82 7 34 9 4 869 223cl 15 5 3 0 1 470 322 28 5 9 6 2 167 Downshift 43 51 3 20 8 3 370 544 63 9 24 5 3 762 625 74 1 26 8 4 005 cl means Clutch Off timing Table Ap9 4 Engine and vehicle shift speeds based on Table Ap9 2 EN 174 Appendix 10 Type approval tests of replacement pollution control devices for L category vehicles as 3 1 3 2 3 3 3 3 1 3 3 2 3 3 3 3 3 4 3 4 3 4 1 3 42 separate technical units Scope of the
167. 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 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 per cent 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 periodically 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 paragraphs 4 1 1 to 4 1 6 above 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 mo
168. 4 8 4 1 8 4 1 1 8 4 1 2 EN Electrical disconnection of any other emission related component connected to a powertrain management computer if active on the selected fuel type 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 For vehicles equipped with a compression ignition engine Replacement of the catalyst where fitted with a deteriorated or defective catalyst or electronic simulation of such a failure Total removal of the particulate trap where fitted or where sensors are an integral part of the trap a defective trap assembly Electrical disconnection of any electronic fuel quantity and timing actuator in the fuelling system Electrical disconnection of any other emission related or functional safety relevant component connected to a powertrain management computer In meeting the requirements of paragraphs 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 The manufacturer shall demonstrate that malfunctions of the EGR flow and cooler where fitted are detected by the OBD system during its approval test Any powertrain malfunction that triggers any operating mode which significantly reduces engine torque i
169. 4 1030 x 385 9ge8 xp 44 992 f 55 jJ 127 x 388 888 x 446 1094 x 506 1024 x ssr 488 44 1995 xj jJ 5o 121 Jx L398 991 44 19 x 509 1019 x 390 993 401 11021 5100 j 1015 x ot 392 45 J 1005 J x Jj 511 10013 x 393 983 431 mo 513 110 Jx 3941005 1 1 441 112 x 1 514 109 x 396 103 x 4651 1111 595 110 Jx 3971106 J J x 421 10411 x 51 11211 x 399 10 1 48 151 5199 104 400 1 1003 x 401 1068 1 x 520 1014 x 40 104 411 155 J 520 jJ 1002 x 402 115 x 42 144 52 1008 x 403 1006 1 1 x 463 1038 23 1004 x 404 118 441 10365 J 24 899 405 119 451 1035 55 88 405 120 1 1 J x 466 1035 11 x 5251 05 11 47 120 4271 134 52 85 48 120 x 481 1033 5281 wp 403 oo x 481 13111 x 52 02 1 p 40 102 x 40 129 530 98 4 102 411 1s
170. 4 2 2 24 3 2 2 4 3 1 2 2 4 4 2 2 4 4 1 2 2 4 4 2 EN Figure Ap8 3 1 Difference between ambient noise and noise level 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 vehicle travels between lines AA and BB Figure 8 10 The measurement will be invalid if an abnormal discrepancy between the peak value and the general noise level is recorded At least two measurements 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 8 3 2 of the track and 1 2 m 0 1 m above ground level Conditions of operation The vehicle shall approach line AA at an initial steady speed as specified in paragraph 2 2 4 4 When the front of the vehicle reaches line AA 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 shal
171. 4 45 0 125 44 3 ci oo oo 2 65 30 4 66 33 9 gt lt 126 44 7 127 46 8 o o o wlolo x 68 39 8 69 395 128 504 x x x mi 72 26 5 73 24 2 132 60 2 133 59 3 x 134 575 x 135 55 4 136 52 5 77 26 8 78 25 3 8 233 41 4 140 300 26 5 x 137 47 9 X 138 x gt lt 82 24 9 83 26 4 28 7 33 8 84 27 7 85 28 3 86 283 40 3 50 4 87 28 1 88 28 1 54 0 56 9 89 28 6 90 29 8 59 1 61 7 92 33 9 93 36 5 62 6 63 1 94 39 1 95 41 5 96 433 62 9 157 59 4 97 44 5 98 45 1 158 56 6 53 7 99 45 1 100 439 50 7 x 161 47 x 162 450 x 163 431 41 9 104 329 105 313 416 xf 16 413 18 418 42 1 109 34 0 110 36 0 41 8 41 3 111 37 9 112 39 9 41 5 46 5 114 43 1 115 44 3 49 7 52 6 116 45 0 117 45 5 55 0 57 1 gt lt gt lt gt lt gt lt lt lt lt lt gt lt gt lt gt lt gt lt lt lt lt lt gt lt gt lt gt lt lt J gt lt 119 460 120 464 a ee 57 3 v X lt gt lt gt lt
172. 43 1 of Regulation EU No 168 2013 and shall on grounds relating to emissions or fuel consumption prohibit the making available on the market registration or entry into service of such vehicles If Article 77 5 of Regulation EU No 168 2013 15 applied the type approved vehicle shall be classified in accordance with Annex I to that Regulation Article 17 Type approval of replacement pollution control devices 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 if they are not of a type in respect of which a type approval has been granted in compliance with Article 23 10 of Regulation EU No 168 2013 and with this Regulation National authorities may continue to grant extensions to EU type approvals for replacement pollution control devices intended for standards preceding this Regulation 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 devices unless they are of a type in respect of which a relevant type approval has been granted Replacement pollution control devices intended to be fitted to vehicles type approved in compliance with this Regulation shall be tested in accordance with Appendix 10 to Annex II and Annex VI concerning durability Origina
173. 5 including amendment 1 UNECE document reference ECE TRANS 180a2ale of 29 January 2008 UNECE document reference ECE TRANS 180a2c2e of 9 September 2009 UNECE document reference ECE TRANS 180a2alcle of 9 September 2009 In addition the corrigenda and amendments identified in the environmental effect study referred to in Article 23 of Regulation EU No 168 2013 will be taken into account as well as corrigenda and amendments proposed and adopted by UNECE WP29 as continuous improvement of the world harmonised test cycle for L category vehicles 9 EN 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 fuel consumption means the amount of fuel consumed calculated by the carbon balance method fuel economy means one divided by fuel consumption 1 fuel consumption in km l maximum design vehicle speed Vmax means the maximum speed of the vehicle as declared by the manufacturer measured in accordance with this Regulation exhaust emissions means tailpipe emissions of gaseous pollutants and particulate matter particulate trap or particulate filter means a filtering device fitted in the exhaust system of a vehicle to reduce particulate matter from the exhaust flow consumable reagent means a reactive substance injected into the exhaust flow of an engine to reduce tailpipe emissions selective catalytic reduction SCR m
174. 5 3 12 1 2 6 4 5 3 12 1 3 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 1 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 within a tolerance of 5 per cent of the particulate sample flow rate The sampled dilute exhaust gas shall be maintained at a temperature below 325 2 K 52 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 The particulate sample shall be collected a single filter mounted in a holder in the sampled dilute exhaust gas flow 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 g
175. 50 per cent 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 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 speed from the running resistance curve To determine the running resistance as a function of vehicle speed in the vicinity of the reference speed vo running resistances shal
176. APTER IV OBLIGATIONS OF MEMBER STATES Article 16 Type approval In accordance with Article 23 and with effect from the application date laid down in Article 82 of Regulation EU No 168 2013 if a manufacturer so requests the national authorities shall not on grounds relating to the environmental performance of vehicle refuse to grant EU type approval or national type 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 and in particular with a the Euro 4 environmental limit values set out in Parts Al and D Euro 4 of Annex VI and Annex VII to Regulation EU No 168 2013 b the Euro 5 environmental limit values set out in Parts A2 B2 C2 and D Euro 5 of Annex VI and Annex VII to Regulation EU No 168 2013 In accordance with Article 23 and with effect from the dates laid down in Annex IV to Regulation EU No 168 2013 national authorities shall in the case of new vehicles that do not comply with Regulation EU No 168 2013 and this Regulation and in particular with the Euro stages referred to in paragraph 1 consider certificates of conformity containing previous environmental limit values to be no longer valid for the purposes of Article
177. 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 replacement parts on one or more types of L category vehicle Definitions For the purposes of this Appendix the definitions of Article 2 shall apply Application for type approval Applications for type approval of a type of replacement catalytic converter 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 72 b of Regulation EU No 168 2013 For each type of catalytic converter for which approval is requested the type approval application shall be accompanied by the following documents in triplicate and by the following particulars A description of the type s of vehicle for which the device is intended in terms of its characteristics The numbers and or symbols specific to the type of propulsion and vehicle Description of the replacement catalytic converter 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 number The following shall be submitted to the technical servi
178. H2NG and hydrogen shall be calculated according to paragraph 1 4 3 of Appendix 1 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 paragraph 2 4 3 the prescriptions and values of paragraph 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 2 to this Annex 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 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 per cent by the value measured by the technical service The measured value may be lower without any limitations In the case of vehicles powered by a combustion engine only which are equipped with periodically regenerating systems as defined in paragraph 2 16 the results are multiplied by the factor obtained from Appendix x before being compa
179. Height of centre of exhaust outlet Figure Ap8 3 3 Positions for testing the stationary vehicle Original exhaust system silencer Requirements for silencers containing absorbent fibrous materials 351 EN 2 4 1 1 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 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 paragraph 2 4 1 2 2 4 1 3 or 2 4 4 After removal of the fibrous material the sound level shall comply with the requirements of paragraph 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 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 of the material shall be retained in a sieve of nominal mesh size 250 um complying with ISO standard 3310 1 when tested in accordance with ISO standard 2599 The material shall lose no more than 10 5 90 of its weight after being soaked for 24 hours at 362 2 5 90 5 in a synthetic condensate of the follow
180. Member States within a technical committee Functional safety or environmental requirements call for restrictions on tampering with certain types of L category vehicles If they are not to prove an obstacle to owner servicing and maintenance such restrictions should be strictly limited to tampering which significantly modifies the vehicle s performance and pollutant emissions noise emissions and vehicle 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 powertrain and noise abatement tampering prevention should be laid down in the delegated act on vehicle construction Whereas the methods for measuring the maximum design vehicle speed maximum torque and maximum continuous total power of L category vehicles differ from one Member State to the next and thus constitute barriers to trade within the Community 8 Therefore it is necessary to draw harmonised requirements for methods for measuring the maximum design vehicle speed maximum torque and maximum continuous total power of the propulsion 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 HAS ADOPTED THIS REGULATION 1 2 3 CHAPTER I SUBJECT MATTER SCOPE AND DEFINITIONS Article 1 Subject matter This Regulati
181. ND 6 0 Sranr FriNISH Dec ERATE 24 KILOMETRES TO KM H THEN ACCELERATE THEN ACCELERATE TO LAP SPEED TO LAP SPEED 5 3 Deck ERATE KM H THEN ACCELERATE TO LAP SPEED 4 7 DECR ERATE 3 1 THEN ACCELERATE TO LAP SPEED THEN UN us TO LAP SPEED 4 2 KM H THEN ACCELERATE TO LAP SPEED 3 5 _ STOP THEN ACCELERATE TO LAP SPEED ALL Stops ARE 15 sECONDS Figure Ap2 1 Driving schedule AMA test sub sub cycle 2 52 The AMA test cycle consisting of 11 sub sub cycles shall be driven at the following sub sub cycle vehicle speeds EN 259 EN 2 5 3 2 5 4 2 5 5 2 5 6 2 5 4 2 5 8 2 5 9 2 5 10 Sub sub cycle Class I vehicle Class II vehicle Class vehicle Class vehicle No km h km h Option I km h Option II km h 1 65 65 65 65 2 45 45 65 45 3 65 65 55 65 4 65 65 45 65 5 55 55 55 55 6 45 45 55 45 7 55 55 70 55 8 70 70 55 70 9 55 55 46 55 10 70 90 90 90 11 70 90 110 110 Table Ap2 2 Maximum vehicle speed in one sub cycle 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 dr
182. No 168 2013 Test results Testing in accordance with paragraph 3 1 2 5 2 1 For communication the weighted values shall be calculated as below Equation Ap11 2 De Dav Mo De Day where mass emission of the pollutant i in grams per kilometre Mi average mass emission of the pollutant i in grams per kilometre with a fully charged electrical energy power storage device calculated in accordance with paragraph 3 1 2 5 5 average mass emission of the pollutant 1 in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with paragraph 3 1 3 5 D vehicle electric range established in accordance with the procedure set out in Sub appendix 3C to Annex VII where the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode Day 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 paragraph 3 1 2 5 2 2 For communication the weighted values shall be calculated as below n Apl1 3 M Dove Mii Day Mai Da where mass emission of the pollutant i in grams per kilometre
183. SO 12205 Lubricity HFRR wear scan diameter at 60 C PP 1 ENDO d2 Oxidation stability at 1109C 5 h 20 0 EN 14112 FAME v v 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 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 shall be applied The range for Cetane number is not in accordance with the requirements of a minimum range of 4R However the terms of ISO 4259 may be used to resolve disputes between 83 The unleaded petrol content can be determined as 100 minus the sum of the percentage content EN fuel supplier and fuel user provided replicate measurements of sufficient number to archive the necessary precision are taken in preference to single determinations The actual sulphur content of the fuel used for the type I
184. 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 manufacturer s 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 to 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 sampl
185. Vehicle Off Vehicle Charging Not off vehicle Charging charging OVC NOVC Operating mode Without With Operating mode Without switch switch Table Ap11 1 Hybrid vehicle categories 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 comply 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 Also known as externally chargeable Also known as not externally chargeable 178 EN 31 2 T 2122 3 1 2 3 3 1 2 4 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 Sub appendix 3C to Annex VII Condition A The procedure shall start with the discharge of the electrical energy power storage device of the vehicle while
186. X are as follows Fuel X Petrol E5 13 4 Diesel B5 13 5 LPG 11 9 NG biomethane 9 5 Ethanol E85 12 5 Hydrogen 35 03 Table 1 8 Factor X in formulae to calculate DF In these equations Cco concentration of in the diluted exhaust gas contained in the sampling bag expressed in per cent 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 H20 in the diluted exhaust gas contained in the sampling 69 EN 6 1 1 5 6 1 1 5 1 6 1 1 5 1 1 6 1 1 5 1 2 bag expressed in per cent by volume Cy20 pa concentration of H20 in the air used for dilution expressed in per cent by volume Ci concentration of hydrogen in the diluted exhaust gas contained in the sampling bag expressed in ppm A quantity of NG biomethane in the HNG mixture expressed in per cent by volume Weighting of type I test results With repeated measurements see paragraph 5 1 1 2 the emission g km and fuel consumption litres 100 km results obtained by the calculation method described in paragraph 6 1 1 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 regula
187. accordance with Annex VIII to this Regulation Article 13 Test type IX requirements sound level tests The type IX sound level 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 X to this Regulation 17 EN OBLIGATIONS OF MANUFACTURERS REGARDING THE PROPULSION PERFORMANCE OF VEHICLES Article 14 General obligations Before making an L category vehicle available on the market the manufacturer shall demonstrate the propulsion performance of the L category vehicle type to the approval authority according to the testing requirements laid down in this Regulation 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 performance of the L category vehicle type does not exceed that reported to the approval authority in the information folder The propulsion 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 performance referred to in Part A of Annex V to Regulation EU No 168 2013 shall be conducted and verified in accordance with Annex X to this Regulation CH
188. acteristics 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 dB 0 4 0 3 Correction 10 1 Difference between ambient noise and noise to be measured Figure Ap8 2 1 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 Ap8 2 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 shall 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 8 2 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 331 EN 2 1 4 3 1 2 1 4 3 1 1 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 3 2 144 3 2 3 1 paragraphs 2 1 4 3 1 and 2 1 4 3 2 When the front of the motorcycle reaches line
189. adings 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 x 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 366 E N 3 2 32d 4 2 4 2 1 4 22 Cabbed vehicle The driver shall have a mass of 75 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 paragraph 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 havin
190. age device calculated in accordance with paragraph 3 2 2 7 average mass emission of the pollutant i in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with paragraph 3 2 3 5 D vehicle electric range with the switch in pure electric position in accordance with Sub appendix 3C to Annex 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 Dav 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 paragraph 3 2 2 6 2 2 For communication the weighted values shall be calculated as in Equation 11 3 where mass emission of the pollutant i in grams per kilometre average mass emission of the pollutant i in grams per kilometre with a fully charged electrical energy power storage device calculated in accordance with paragraph 3 2 2 7 Mb average mass emission of the pollutant i in grams per kilometre with an electrical energy power storage device in minimum state of charge maximum discharge of capacity calculated in accordance with p
191. al Lap Action vehicle vehicle lap s vehicle vehicle speed im Speedin speed in speed in km h km h km h km h 1 1st 1 4 Stop amp Idle 10 Accelerate 35 25 35 Cruise 35 25 35 2nd 1 4 Decelerate 15 10 20 Accelerate 35 25 35 Cruise 35 25 35 3rd 1 4 Decelerate 15 10 20 Accelerate 45 25 45 252 2 6 10 2 6 11 2 8 12 2 9 2 9 1 EN Cruise 45 25 45 4th1 4 Decelerate 20 5 25 Accelerate 45 25 45 Cruise 45 25 45 Table AP1 2 Example Lle B low speed moped and Lle B high speed moped actual vs target vehicle speeds A table of target vehicle speeds shall be prepared indicating the nominal target vehicle speeds set out in Table 1 3 and the attainable target vehicle speeds of the vehicle in a format preferred by the manufacturer to the satisfaction of the approval authority In accordance with paragraph 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 from Table 1 3 shall be performed in order and in accordance with paragraph 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 accel
192. al devices that are relevant for the emission abatement system shall be representative of the vehicle type produced in series and placed on the market The test vehicle s 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 240 EN 2 2 2 2 1 2211 2 2 1 2 exception of quality control tests and accumulation of the first 100 km Regardless of the durability test procedure selected by the manufacturer all pollution control devices and systems both including hardware software and calibration fitted on the test vehicle s shall be installed and operating for the entire mileage accumulation period The pollution control devices on the test vehicle s 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 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 vehicle s shall be as recommended by the manufacturer in the appropriate repair and maintenance information and in the user manual The durability test shall be conducted wit
193. al 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 97 EN 1 4 2 1 1 4 2 2 1 4 2 3 1 4 2 4 1 4 2 5 1 4 2 6 2414 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 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 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 mixing chamber MC in which exhaust gas and air are mixed homogeneou
194. alate or PAO poly alpha olefin CS 68649 12 7 or CS 68037 01 4 collection efficiency of at least 99 per cent at a gas filter face velocity of 5 33 cm s 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 1075 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 ug and resolution of 1 ug 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 balance are considered valid if the average result of the weighing is within 5 ug 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 K 22 3 C Relative humidity maintained at 45 8 per cent 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 33 EN 4 5 3 12 1 3 4 2 4 5 3 12 Buoyancy correction filter weights shall be corrected for filter buoyancy in air The buoyancy correction depends on the dens
195. amometer 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 Phase Conditions 1 Idling 6 2 25 load at 75 S 40 3 50 load at 75 S 40 4 100 96 load at 75 S 30 5 50 load at 100 S 12 6 25 load at 100 S 22 Total time 2 hrs 30 mins Table Ap8 1 1 test bench test cycle phases 324 2 3 1 4 3 5 2 3 2 2 39024 23 202 2 3 2 3 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 96 S in top gear The engine and or moped speeds shall be determined with an accuracy of 3 90
196. an be demonstrated to the authority that the monitoring conditions of the type I test cycle would be restrictive when the vehicle is used in service For all demonstration testing the MIL shall be illuminated before the end of the test cycle Test vehicle and fuel Test vehicle The test vehicle s shall meet the requirements of paragraph 2 of Annex VI The manufacturer shall set the system or component for which detection is to be demonstrated at or beyond the criteria limit prior to operating the vehicle over the emissions test cycle appropriate for the classification of the L category vehicle To determine correct functionality of the diagnostic system the L category vehicle shall then be operated over the appropriate type I test cycle according to its 308 E N 5 3 6 1 7 1 8 1 8 2 8 2 1 8 2 2 8 3 8 3 1 8 3 1 1 8 3 1 2 8 3 1 3 classification in Annex I to Regulation EU 168 2013 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 are used as a fuel the engine may be started on petrol and switched to LPG or NG biomethane aut
197. and electric range of L category vehicles powered by an electric powertrain only Specification and tests General The components liable to affect 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 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 For CO emissions the test results shall be expressed in grams per kilometre g km rounded to the nearest whole number 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 per 100 km in the case of hydrogen NG biomethane and HoNG The values shall be calculated according to paragraph 1 4 3 of Appendix 1 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 the first decimal place The appropriate r
198. and humidity specifications shall be allowed provided their total duration does not exceed 30 minutes in any one filter conditioning period The weighing room should 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 34 EN 1 3 4 3 4 5 3 12 1 3 4 4 4 5 3 12 1 4 4 54 4 5 4 1 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 effects 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 DT
199. andard deviation given by the following formula Equation Ap 7 5 AT AT 5 i l 1 where n is the number of tests t n t S 4 3 2 1 60 5 2 8 1 25 6 2 6 1 06 7 2 5 0 94 8 2 4 0 85 9 2 3 0 77 10 2 3 0 73 11 2 2 0 66 12 22 0 64 13 22 0 61 14 22 0 59 15 22 0 57 Table 7 2 Coefficients for statistical accuracy 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 158 EN 6 2 6 2 1 6 2 2 Data processing Calculation of running resistance force The running resistance force Fj in Newton at the specified speed Vj shall be calculated using the following equation Equation Ap7 6 1 y e 3 6 AT where my should be measured or calculated as appropriate As an alternative may be estimated as 7 per cent of the vehicle mass in running order The running resistance force Fj shall be corrected in accordance with paragraph 6 2 below Running resistance curve
200. ange from that set in b the procedure is repeated d the samples are analysed e after the analysis zero and span points are rechecked using the same gases If the readings are within 2 per cent of those in point c the analysis is considered acceptable f 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 analysers g 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 paragraph 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 E 29 67 to the number of decimal places indicated 62 6 1 1 4 1 6 1 1 4 2 by expressing the applicable standard to three significant figures Total volume of diluted gas The total volume of diluted gas expressed in part adjusted to the reference conditions of 273 2 0 and 101 33 kPa is calculated by Equation 1 30
201. aph 5 3 1 4 of this Regulation and the average emission of each pollutant expressed in grams per kilometre for Condition A shall be calculated In the case of testing according to paragraph 3 1 2 5 2 1 1 is the result of the single combined cycle run In the case of testing according to paragraph 3 1 2 5 2 2 the test result of each combined cycle run Miia multiplied by the appropriate deterioration factor and 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 180 EN 3 1 3 1 3 1 3 2 3 1 3 3 3 1 3 4 3 1 3 4 1 3 1 3 4 2 3 1 3 4 3 3 1 3 4 4 3 1 3 5 paragraph 3 1 4 M shall be defined as Equation Ap11 1 1 N M m x2 Ms where 1 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 The vehicle s electrical energy power storage device 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 distance to be determined by the technical se
202. aragraph 23 55 Dove OVC range according to the procedure in Sub appendix 3C to Annex VIL Dav average distance between two battery recharges as follows 4 km for a vehicle with an engine capacity 150 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 187 EN 3 3 3 3 1 3 3 2 3 3 3 3 4 3 4 1 3 4 2 3 43 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 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 provisio
203. arket as separate technical units by the holder of the vehicle type approval type of pollution control device means a category of pollution control devices that do not differ in their essential environmental performance and design characteristics type of catalytic converter means a category of catalytic converters that do not differ in such essential respects as the following a number of coated substrates structure and material b type of catalytic activity oxidising three way etc 30 31 32 33 34 35 36 37 38 39 40 c volume ratio of frontal area and substrate length d catalyst material content e catalyst material ratio f cell density g dimensions and shape h thermal protection inseparable exhaust manifold catalyst and or muffler integrated in the exhaust system of a vehicle or separable exhaust system units that can be replaced vehicle type with regard to environmental performance means a set of L category vehicles which do not differ in such essential respects as the following a the equivalent inertia determined in relation to the reference mass in accordance with Appendices 5 7 or 8 b the propulsion characteristics set out in Annex XI regarding propulsion family reference mass means the actual mass of the L category vehicle determined in accordance with Annex II C10 of Regulation EU No
204. art 1 class 1 applicable for Lle A and Lle B Vmax 25 km h sub category vehicles cold or warm 641 to 800 s 149 3 2 9 time in s inkm h stop acc roller speed phase indicators roller speed in km h 29 6 phase indicators stop acc cruise dec in km h 121 31 2 roller speed phase indicators 26 9 122 33 0 0 0 0 0 0 0 Xxx 23 0 18 6 x X 123 34 4 AIO x 0 0 0 0 5 00 fx 0 0 gt 14 1 g B E to x 124 35 2 125 35 4 126 35 2 127 34 7 128 33 9 N Bis x 129 32 4 130 29 8 131 N 0 0 132 0 0 133 MOM ROG 1 7 75 5 8 134 16 8 135 17 7 76 11 8 136 21 1 77 17 3 8 79 83 34 7 THT 137 25 4 138 202 139 316 321 141 316 142 307 143 29 7 84 34 8 144 28 1 34 8 34 9 145 25 0 146 20 3 N Oyo 35 4 147 15 0 88 36 2 38 0 e 148 9 7 1 149 5 0 150 1 6 38 7 151 0 0 38 9 152 0 0 153 95 96 1 98 37 0 99 367 100 365 103 36 8 104 37 0 105 37 1 106 37 3 107 37 4 108 37 5 109 37 4 110 36 9 116 24 7 117 25 4
205. as 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 2 so as to ensure that the flow rate in the system is constant and the sampling rate accordingly proportional Specific requirements 31 EN 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 Particulate matter PM sampling probe The sample probe shall deliver the particle size classification performance described in paragraph 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 paragraph 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 diamet
206. at the conclusion of the Type V durability testing 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 The OBD system shall indicate the failure of an emission related component or system when that failure results in emissions exceeding the threshold limits in Part B of Annex VI to Regulation EU No 168 2013or any powertrain fault that triggers an operation mode that significantly reduces torque in comparison with normal operation The test type I data in the information document according to the template referred to in Article 72 b of Regulation EU No 168 2013 including the used dynamometer settings and applicable emission laboratory test cycle shall be provided for reference The list with PCU ECU malfunctions shall be provided pursuant to the requirements referred to in Annex II C11 of Regulation EU No 168 2013 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 307 3 4 2 4 1 3 1 4 1 3 2 4 2 4 3 4 4 del 5 2 referred to in Article 72
207. ating 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 The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange s manifold s or orifices 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 Test fuel The test fuel to be used shall be the reference fuel referred to in Annex II Appendix 2 If it is not possible to use the standard 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 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 385 EN
208. ation 1 14 Fe F Fpau The target running resistance force F 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 axle s shall be reproduced on the chassis dynamometer in accordance with the vehicle speed 1 Equation 1 15 F v The total friction loss Ff on the chassis dynamometer shall be measured by the method in paragraph 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 vehicle shall be driven steadily by the chassis dynamometer at the reference speed v with the transmission engaged and the clutch disengaged The total friction loss Ff vg at the reference speed vg is given by the chassis dynamometer force 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 Ff 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 axle s with zero chassis dynamometer absorption The coast down time At corresponding to the reference speed v shall be measured The measurement shall be carried out at least three times and the mean coa
209. ation 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 330 EN 2 1 3 3 2 1 4 1 2 1 4 2 2 1 4 3 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 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 microphone s sensitivity and directional char
210. ation testing Type V test requirements for an L category vehicle equipped with a hybrid propulsion 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 should 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 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 paragraphs 3 1 3 and 3 2 3 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 Test type V durability test procedure specifications The specifications of the three durability test procedures set out in Article 23 3 of Regulation EU No 168 2013are as follows Actual durability testing with full mileage accumulation The durability test procedure with full mileage accumulation to age the test vehicle s shall refer to Article
211. ationary vehicle Height of centre of exhaust outlet min 0 2 m Figure Ap8 1 3 Test for stationary vehicle 252 Noise from stationary moped measuring conditions and method for testing of the vehicle in use 2 251 Sound pressure level in the immediate vicinity of the moped EN 320 EN 22 2 212 3 2 2 3 T 2 2 3 2 2 253 3 2 234 2 2 4 1 2 2 4 2 In order to facilitate subsequent noise tests on mopeds in use the sound pressure level in the immediate vicinity of the exhaust system outlet silencer shall be measured in accordance with the following requirements the result being entered in the test report drawn up for the purpose of issuing the document according to the template referred to in Article 72 g of Regulation EU No 1682013 Measuring instruments A precision sound level meter as defined in paragraph 2 1 2 1 shall be used Conditions of measurement Condition of the moped Before the measurements are taken the moped engine shall be brought to normal operating temperature If the moped is fitted with fans with an automatic actuating mechanism this system shall not be interfered with during the noise measurements During the measurements the gearbox shall be in neutral gear If it is impossible to disconnect the transmission 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 Ap8 1 2 Any area i
212. ay cause unacceptable operating faults 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 206 E N 4 1 2 4 1 4 1 4 1 4 2 4 1 4 3 4 2 Measurements shall be taken in the following sets of conditions of engine operation Condition number Vehicle speed km h a 50 2 in 3rd gear or drive or b if a not achievable 50 of max design vehicle speed Condition number Power absorbed by the brake That corresponding to the setting for 2 type I test at 50 km h or if not achievable type I test at 5096 of max design vehicle speed factor of 1 7 Table 3 1 Idle operation or steady state vehicle test speeds and power absorbed by the chassis dynamometer during the type III test For all operation conditions listed in paragraph 4 1 2 the reliable functioning of the crankcase ventilation system shall be checked Method of verification of the crankcase ventilation system The engine s apertures shall be left as found 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 The vehicle shall be deemed satisfactory if in every condition of measurement defined in paragraph 4 1 2 the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measur
213. b of Regulation EU No 168 2013 for short descriptions of the methods used to simulate the emission relevant malfunctions as referred to in paragraphs 1 1 8 3 1 1 and 8 3 1 3 On board diagnostic environmental test procedure The testing of OBD systems consists of the following phases Simulation of malfunction of a component of the powertrain management or emission control system Preconditioning of the vehicle in addition to the preconditioning specified in paragraph 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 Driving the vehicle with a simulated malfunction over the applicable type I test cycle and measuring the emissions of the vehicle as follows For OVC vehicles the pollutant emissions shall be measured under the same conditions as specified for Condition B of the type I test paragraphs 3 1 3 and 3 2 3 For NOVC vehicles the pollutant emissions shall be measured under the same conditions as in the type I test Determining whether the OBD system reacts to the simulated malfunction and alerts the vehicle driver to it in an appropriate manner Alternatively at the request of the manufacturer malfunction of one or more components may be electronically simulated in accordance with the requirements of paragraph 8 below Manufacturers may request that monitoring take place outside the type I test cycle if it c
214. b category vehicles cold or warm 541 to 600 s 153 1 1 1 2 1 3 241 2 2 2 3 24 Appendix7 Road tests of L category vehicles equipped with one wheel on the driven axle or with twinned wheels for the 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 as in paragraph 1 1 above shall have a mass of 75 kg 5 kg and be 1 75 m x 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 per cent 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 wind speed for gusts 5
215. 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 filter s 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 55 EN 5 2 3 6 5 2 3 6 1 permitted up to 80 hours after the measurement of gases from the emissions test If within this period more than half the reference filters meet the 5 ug 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 ug 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 is no more than 10 ug If fewer than half of the reference filters meet the 5 ug 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 i
216. be specified at a later stage Such testing will enable manufacturers to demonstrate the advantages of the technologies 266 E N Appendix 1 Method of measuring carbon dioxide emissions and fuel consumption of vehicles powered 1 1 1 2 1 3 1 3 1 1 3 2 1 3 3 1 3 4 1 3 5 1 4 1 4 1 1 4 1 1 1 4 2 by a combustion engine only Specification of the test The carbon dioxide CO2 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 addition to the conditions in Annex II in force 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
217. c vehicle speed profile versus test time 112 EN 41 4 2 4 3 44 ECE 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 X kmh Declutching The speed tolerance 1 km h and the time PM Neutral tolerance 81 sec shall be combined geometrically R Idling for each common point shown opposite 50km ATI RE a as Sa os Sh ee ee a 32 km h fi M A 15km h 1 n uL f 1 10 km h by K N K R R CP Wi p Time per operations Dro 8 2 21 12 24 8 3 25 12 8 18 9 9 7 IET EU 1 2 s di 7 t 8 9 td 12 0 15 j 16 17 18 Operations Nos 131 40 8005 12 28 ar 26 d ge 13 2 11 1 4 t 434 Partial times by phase Figure Ap 6 4 ECE R40 based test cycle tolerances Generic applicable ECE R40 and R47 test cycle tolerances A tolerance of 1 km h above or below 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 wi
218. cable paragraphs listed in Table 7 1 Topic Paragraph s Catalytic converter monitoring 8 3 1 1 8 3 2 1 EGR system monitoring 8 3 3 Misfire detection 8 3 1 2 NOx after treatment system monitoring 8 4 3 Oxygen sensor deterioration 8 3 1 3 306 E N 32 3 3 3 4 3 4 1 Particulate filter 8 3 2 2 Particulate matter PM monitoring 8 4 4 Table 7 1 OBD stage II functions and associated requirements in paragraphs of this Annex and its Appendix 1 Description of tests Test vehicle The environmental on board diagnostic verification and demonstration tests shall be carried out on test vehicle dependent on the chosen durability test method set out in Article 23 3 of Regulation EU No 168 2013 using the test procedures set out in this Annex and in Annex I as follows 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 vehicle s shall be equipped with the aged emission components used for durability tests as well for the purposes of this Annex and the on board diagnostic tests are to be finally verified and reported at the conclusion of the Type V durability testing In case the OBD demonstration test requires emission measurements the type VIII test shall be carried out on the test vehicle s used for the Type V durability test in Annex V Type VIII tests shall be finally verified and reported
219. carbon NB ppm carbon ppm propane x 3 V pet enclosure volume in cubic metres as measured in accordance with paragraph 2 1 1 above T ambient temperature in the enclosure p barometric pressure in kPa k 17 6 where 118 the initial reading f is the final reading Checking of FID hydrocarbon analyser Detector response optimisation The FID analyser shall be adjusted as specified by the instrument manufacturer Propane in air should be used to optimise the response on the most common operating range Calibration of the HC analyser The analyser should be calibrated using propane in air and purified synthetic air A calibration curve shall be established as described in paragraphs 4 1 to 4 5 below Oxygen interference check and recommended limits The response factor Rf for a particular hydrocarbon species is the ratio of the FID reading to the gas cylinder concentration expressed as ppm The concentration of the test gas shall be such as to give a response of approximately 80 90 of full scale deflection for the operating range The concentration shall be known to an accuracy of 2 in reference to a gravimetric standard expressed in volume In addition the gas cylinder shall be preconditioned for 24 hours at between 293 2 K and 303 2 K 20 C and 30 C Response factors should be determined when introducing an analyser into service and thereafter at major service intervals The reference gas t
220. category vehicles using the mathematical durability procedure shall refer to paragraph 3 c of Article 23 of Regulation EU No 168 2013 P 245 EN 3 3 1 3 4 3 4 1 3 42 3 5 3 5 1 3 5 1 2 35 1 2 3 5 2 3 5 3 The emission results of the vehicle that has accumulated more than100 km after it was first started 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 vehicle s 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 paragraph 3 1 or partially completed according to the partial mileage accumulation test procedure in paragraph 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 vehicle s according
221. ce responsible for the type approval test Vehicle s of a type approved in accordance with this Appendix equipped with a new original pollution control device This these vehicle s 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 vehicle s without emission control system defects any excessively worn out or malfunctioning emission related original part shall be repaired or replaced The test vehicle s shall be tuned properly and set to the 175 EN 3 43 4 1 10 4 2 4 2 1 11 manufacturer s specification prior to emission testing One sample of the type of the pollution control device This sample shall be clearly and indelibly marked with the applicant s trade name or mark and its commercial designation Requirements General requirements The design construction and mounting of the replacement catalytic converter 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 the replacement 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 the ground clearance available with the original device and the angle at whic
222. celerate Cruise Cycle 5 FE aa e 10 Hard Moderate Moderate Moderate Moderate Moderate Coast through Coast thro 10 Hard Coast down Hard Moderate Moderate Moderate Moderate Moderate Moderate To at 35 35 35 35 45 45 45 45 50 50 50 50 50 45 45 1 By 15 15 10 15 2 To at 50 50 50 50 100 75 70 70 N N To at km h 55 55 55 55 75 75 75 75 100 80 80 95 95 By 15 15 15 10 25 15 30 To at 100 100 100 100 130 115 115 105 105 120 120 115 115 By 15 15 15 35 40 Table 1 3 actions sub actions for each cycle and sub cycle lap 1 2 and 3 EN 255 3 0 3 1 3 1 1 Decelerate Accelerate Decelerate Optional acceleration Cruise ond us Decelerate Accelerate Cruise zd Decelerate Stop amp Idle Accelerate Cruise ond 10 Decelerate Accelerate Cruise 1 4 Decelerate Accelerate Cruise 4th Bn Decelerate Accelerate Cruise Decelerate Moderate Moderate Coast down Moderate Moderate Moderate Coast thro Hard Moderate Moderate Moderate Moderate Moderate Moderate Coast thro 45 35 35 45 45 30 30 30 30 20 20 20 20 10 15 10 70 55 55
223. ch are decreasing overall vehicle functional safety aspects related to type approval requirements the lack of a legal framework for vehicles fitted with new technologies and the availability on the internal market and registration of certain imported vehicles systems components or separate technical units which do not comply with the current type approval requirements regarding vehicle functional safety and or environmental protection This proposal consolidates current type approval requirements regarding the environmental and propulsion performance of L category vehicles updating them in line with technical progress and simplifying them as much as possible by referring to international requirements in this area e g United Nations Economic Commission for Europe UNECE regulations and Global Technical Regulation No2 b Existing provisions in the area of the proposal Framework Directive 2002 24 EC Directives 97 24 EC regarding certain components and characteristics of L category vehicles including the environmental performance requirements of such vehicles and 95 1 regarding their propulsion performance Type approval legislation is addressed in the CARS 21 initiative launched in 2005 to carry out a regulatory and policy review of the automotive sector to inform the Commission s thinking on future policy options CARS 21 was partly a response to concerns expressed by automotive industry stakeholders that th
224. 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 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 96 of final reading of less than 1 5 seconds Its stability shall be better than 2 of full scale at zero and 227 E N 4 3 1 3 4 3 1 4 4 3 2 4 3 2 1 44 4 4 1 4 4 2 4 4 3 4 5 EN at 80 20 of full scale over a 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 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 sig
225. chanically 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 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 and 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 375 8 Electrical equipment If series mounted yes 9 Pollution control devices If series mounted yes 9 Lubrication system If series mounted yes Oil feeder Table Ap2 1 1 Accessories to be fitted during the propulsion performance test in order to determine torque and net engine power 2 1 3 Accessories not to be fitted Certain vehicle accessories which are needed only for use of the vehicle itself bu
226. 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 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 Full flow dilution system with critical flow venturi Critical Flow Venturi Dilution System air to gas analysers 4 and bag sampling DAF back ground sample 2 DT S N TT MC vehicle to particulate and nee particle sampling systems vent f e 5 Figure 4 2 Critical flow venturi dilution system The use of a critic
227. choice of the manufacturer and to the satisfaction of the approval authority The tank is filled with the test fuel up to 50 96 of its total rated capacity and allowed to rest in the ambient air at a temperature of 313 2 2 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 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 20000 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 23 2 C all other conditions being maintained pre storage at 313 2 2 The loss determined under those conditions shall not exceed 10000 mg per 24 hours fuel tanks that will undergo this test procedure as preconditioning for testing referred to in Annex II C8 to Regulation EU No 168 2013 shall be duly 213 2 3 2 4 identified The permeability evaporation test results shall not be averaged between the different tested fuel tanks but the worst case diffusion loss rate observe
228. cified 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 paragraph 4 5 4 The following steps shall be taken for each test a place drive wheel of vehicle on dynamometer without starting engine b activate vehicle cooling fan c for all test 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 60 EN should 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 tailpipe s g start the gas flow measuring device position the sample selector valves to direct the sample flow
229. clude 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 approval 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 vehicle s set out in Annex II to Regulation EU 168 2013 the test vehicle s 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 rider or robot rider should 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
230. corresponding UNECE regulations The latter are constantly amended in line with technological progress and the former have accordingly OJ L 346 17 12 1997 p 78 7 EN 13 14 15 16 17 18 19 20 to be regularly updated In order to avoid this duplication the CARS 21 High Level Group recommended several EU directives be replaced by the corresponding UNECE regulations The possibility of applying UNECE regulations instead of Union legislation for the purpose of vehicle approval is provided for in Regulation EU No 168 2013 Approval in accordance with UNECE regulations which apply on a compulsory basis is regarded as EU type approval in accordance with the Regulation and its delegated and implementing acts Replacing Union legislation by UNECE regulations helps to avoid duplication not only of technical requirements but also of certification and administrative procedures In addition approval that is based directly on internationally agreed standards should improve market access in third countries in particular those which are contracting parties to the Revised 1958 Agreement thus enhancing the Union industry s competitiveness Therefore Regulation EU No 168 2013 provides for the repeal of several directives listed in Article 81 concerning the approval of L category vehicles their systems components and separate technical units intended therefor which for the purposes of EU type approval
231. cs 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 intake system air filter if any If the engine has to be equipped with an intake system air filter and or intake noise absorber in order to comply with the maximum permissible sound levels the filter and or the absorber shall be treated as components having the same 316 EN 212 2 2 1 3 1 21 3 2 importance 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 a precision sound level meter of the type described in International Electrotechnical Commission IEC publication 179 Precision sound level meters second edition Measurements shall be taken using the fast response and the A weighting also described
232. ction 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 test model is representative of related vehicle variants Run in The vehicle shall be presented in good mechanical condition It shall have been run in and driven at least 1 000 km before the test The engine transmission 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 4 by 4 drive the axle to which the lowest torque is delivered may be deactivated in order to allow testing on a standard chassis dynamometer 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 manufacturer 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 dynam
233. culated from these averages 191 EN 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 192 EN Appendix 13 Type I test procedure for L category vehicles equipped with a periodically regenerating 2 1 2 2 3 1 3 1 2 system Introduction This Appendix contains specific provisions regarding the type approval of vehicles equipped with a periodically regenerating system Scope of the type approval for vehicles with a periodically regenerating system as regards type I tests L category vehicles falling within the scope of Regulation EU No 168 2013 that are equipped with periodically regenerating systems shall comply with the requirements in this Appendix Instead of carrying out the test procedures in the following paragraph a fixed K 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 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 meas
234. cussed in several meetings of the Commission s Working Group MCWG on L category vehicles Finally many bilateral meetings were held in which individual stakeholders could freely express their views c Impact assessment For each of the main aspects of the Codecision act including parts of this proposal the possible economic environmental safety and social advantages and disadvantages of the various options were assessed in both qualitative and quantitative terms The options were then compared and one preferred option or a logical combination of two options was identified and described These preferred options form the basis of the Codecision act and its delegated acts EN However many detailed technical aspects of this delegated act on vehicle functional safety were carried over from the repealed Directives referred to in Article 81 of the Codecision act and for these an impact assessment was deemed unnecessary The draft impact assessment report was scrutinised by the Impact Assessment Board whose recommendations for its improvement were incorporated as far as possible The Board s opinion on the report was published together with the Codecision proposal the final report and its executive summary 3 LEGAL ELEMENTS OF THE DELEGATED ACT a Legal basis The legal basis of the proposal is Article 290 of the Treaty on the Functioning of the European Union TFEU b Subsidiarity principle Prior to the establishme
235. d NO and purified nitrogen the amount of NO2 contained in this calibration gas shall not exceed 5 per cent of the NO content The true concentration of a calibration gas shall be within 2 per cent 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 tank s shall be drained through the fuel tank s drain s provided and charged with the test fuel as specified in Annex II Appendix x to half the tank s capacity 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 paragraph 4 5 4 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 57
236. d of an engine boost control means a device to control the boost level produced in the induction system of a turbocharged or supercharged engine turbocharger means an exhaust gas turbine powered centrifugal compressor boosting the amount of air charge into the combustion engine thereby increasing propulsion performance super charger means an intake air compressor used for forced induction of a combustion engine thereby increasing propulsion performance 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 manpower electric hybrid vehicle means a vehicle designed to be pedalled but equipped with an auxiliary electric propulsion to assist with pedalling fuel cell means a converter of chemical energy from hydrogen into electric energy for propulsion of the vehicle smoke opacity means an optical measurement of the density of particulate matter in the exhaust flow of an engine expressed in engine crankcase means the s
237. d type of carburettors or injection systems arrangement of valves net maximum power and corresponding speed the cubic capacity of rotary piston engines is deemed to be double the swept volume transmission system in particular the number and ratios of the gears 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 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
238. d L7e C sub category vehicles The WMTC stage 3 to be used on the chassis dynamometer shall be as depicted in the graph below for sub category L3e L4e L5e A L7e A L7e B and L7e C vehicles 140 ES EH 120 A 100 9 A E E 80 o E E 60 S t c oF 40 20 0 d Wee 1 ud c coca oue Diti iin 0 200 400 600 800 1000 1200 1400 1600 180 Time s Vehicle speed parts 1 2 amp 3 Vehicle speed parts 1 2 amp 3 reduced Figure Ap 6 9 WMTC stage 3 for L3e L4e L5e A L7e A L7e B and L7e C category vehicles The WMTC stage 3 as shown in Figure Ap 6 9 is applicable for L3e L4e L5e A L7e A L7e B and L7e C vehicles and the vehicle speed trace of WMTC stage 3 is equivalent to WMTC stage 2 The stage 3 lasts 1 800 seconds and consists of three parts 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 WMTC stage 2 EN 143 EN 2 Description of the stage 3 test cycle for L1e A 1 1 L2e L5e B L6e A and L6e B sub category vehicles The WMTC stage 3 to be used on the chassis dynamometer shall be a depicted in the g
239. d be positioned as described 4 5 2 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 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 C and 30 C The vehicle is placed on a chassis dynamometer and driven through the test cycle specified in Part A of Annex VI to Regulation EU No 168 2013as 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 Engine capacity Minimum hours Maximum hours lt 180cm 6 36 180 cm engine capacity lt 280 a 225 gt 280 12 36 Table Ap3 1 SHED test minimum and maximum soak periods 5 3 Test phases 5 3 1 Tank breathing diurnal evaporative emission test 5 3 1 1 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 5 3 1 2 The hydrocarbon analyser shall be zeroed and spanned immediately before the test 5 3 1 3 The f
240. d by the manufacturer and referred to in the user manual using the normal overnight charging procedure set out in paragraph 3 2 2 4 of Appendix 3 to Annex VII 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 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 179 EN 3 1 2 9 3 1 2 5 1 3 1 2 522 31 25 21 1 2 5 2 2 3 1 2 5 3 3 1 2 5 4 3 1 2 5 5 electrical energy storage device is not yet fully charged In this case the maximum time is 3 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 defined in paragraph 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 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 initia
241. d for normal charging c in an ambient temperature of between 20 and 30 This procedure shall exclude all types of special charge that could be automatically or manually 276 32242 3 2 3 3 2 3 1 3 2 3 2 32 32 15 3222 3 2 3 2 2 3 2 3 2 2 2 22 bs 3 2 3 3 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 paragraph 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
242. d of any one of those fuel tanks shall be taken and compared against the maximum permitted loss rate set out in paragraph 2 1 5 and if applicable in paragraph 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 2 4 EN 1 1 1 2 Appendix 2 Fuel 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 according to the test procedure below 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 2013and 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 Sub appendix consist of a fuel storage tank and fuel line sub assembly Other components that form part of the fuel delivery system fuel metering and control system are not subject to the requir
243. d 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 arithmetic mean type I emissions 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 96 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 should be 244 EN 3 2 4 4 B5 3 3 equally spaced between the first and final type I test measurement distances The applicable emission limits set ou
244. d required instrumentation for measuring the electricity balance of Off vehicle Charging Hybrid Electric Vehicles OVC HEV and Not Off vehicle Charging Hybrid Electric Vehicles NOVC HEV Measurement of the electricity balance is necessary a to determine when the battery s minimum state of charge has been reached during the test procedure in paragraphs 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 paragraphs 5 3 1 1 and 6 3 1 1 of Appendix 3 The method described in this Sub appendix shall be used by the manufacturer for taking the measurements to determine the correction factors Kg and as defined in paragraphs 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 Sub appendix The method described in this Sub appendix shall be used by the technical service for measuring the electricity balance Q as defined in the relevant paragraphs of Appendix 3 Measurement equipment and instrumentation During the tests described in paragraphs 3 4 5 and 6 of Appendix 3 the battery current shall be measured using a current transducer of the clamp on or the closed type The current transducer i e the current sensor without data acquisition equipment shall have a
245. 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 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 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 dB A 0 4 0 3 Correction 0 1 10 11 Difference between ambient noise and noise to be measured 346 E N 2 2 4 2 23 T 2 2
246. 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 Electrical disconnection of the electronic evaporative purge control device if equipped and if active on the selected fuel type Electrical disconnection of any other emission related powertrain component connected to a computer that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 or triggers an operation mode with significantly reduced torque as compared with normal operation Vehicles fitted with compression ignition engines After vehicle preconditioning in accordance with paragraph 8 2 the test vehicle is driven over a type I test The malfunction indicator shall activate before the end of this test under any of the conditions in paragraphs 8 4 2 2 to 8 4 2 5 The approval authority may substitute those conditions by others in accordance with paragraph 8 4 2 5 However the total number of failures simulated shall not exceed four for the purposes of type approval Replacement of a catalyst where fitted with a deteriorated or defective catalyst or electronic simulation of a deteriorated or defective catalyst that results in emissions exceeding any of the OBD thresholds in Part B of Annex VI to Regulation EU No 168 2013 Total removal of the particulate trap where
247. driving on the test track on a chassis dynamometer 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 at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be determined by the technical service and the manufacturer subject to the agreement of the approval authority or c in accordance with the manufacturer s 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 K 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 and the electrical energy power storage device is fully charged as a result of the charging prescribed in paragraph 3 1 2 4 below During soak the electrical energy power storage device shall be charged a with the on board charger if fitted or b with an external charger recommende
248. ds 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 1 Desired Simulated rider input Point of operation power 10 in Tar ger Yenice speed pedalling W 10 in km h cadence rpm A 80 20 60 B 120 35 70 160 40 80 Tf the target vehicle speed cannot be reached the measurement shall be performed at the maximum vehicle speed reached 9 select gear closest to required rpm rate for the point of operation Table Ap4 1 operation points to test the maximum assistance factor The maximum assistance factor shall be calculated according to the following formula Equation 1 Assistance factor where mechanical motor power of test vehicle simulated rider input power 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 t
249. e If the vehicle shall move 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 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 5 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 per cent 5 per cent 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 a when the vehicle is unable to run at 65 per cent 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 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 302 42 2 2 4 1 2 3 4 1 2 3 1
250. e means a vehicle powered by a fuel cell that converts chemical energy from hydrogen into electric energy for propulsion of the vehicle parent vehicle means a vehicle that is representative of a propulsion family set out in Annex original equipment pollution control devices mean pollution control devices including oxygen sensors catalytic converters assemblies of catalytic converters particulate traps or carbon canisters for evaporative emission control covered by the type approval and originally delivered for the vehicle replacement pollution control devices means pollution control devices including oxygen sensors catalytic converters assemblies of catalytic converters particulate traps or carbon canisters for evaporative emission control intended to replace an original equipment pollution control device on a vehicle type approved in accordance with Appendix 10 to Annex II of this Regulation which can be type approved as a separate technical unit in accordance with Regulation EU No 168 2013 catalytic converter or catalyst means an emission pollution control device which converts toxic by products of combustion in the exhaust of an engine to less toxic substances by means of catalysed chemical reactions original replacement catalytic converter means a catalytic converter or an assembly of catalytic converters the types of which are indicated in the information folder but which are offered on the m
251. e 3 Sound requirements for three wheel mopeds tricycles and quadricycles categories L2e L5e L6e and L7e 4 Test track specifications 313 EN 2 2 28 Introduction This Annex 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 417 Uniform provisions concerning the approval of motorcycles with regard to noise UNECE regulation No 63 Uniform provisions concerning the approval of motorcycles 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 below shall comply with the requiremen
252. e 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 system 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 1 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 equivalent 1 ppm CO 400 ppm 0 1 ppm NO oxygen content between 18 and 21 96 by volume b hydrocarbon analyser fuel gas 40 2 hydrogen and balance helium with less than 1 ppm equivalent hydrocarb
253. e driver 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 in the applicable type I driving cycle end of sampling ES The vehicle shall be driven using the applicable type I driving cycle and gear shifting prescriptions in Annex II The tailpipe emissions of the vehicle shall be analysed according to the provisions 278 3 3 2 5 3 3 3 3 3 4 3 3 5 3 3 6 3 4 3 4 1 3 4 2 1 EN of Annex II in force at the time of approval of the vehicle The test results for Condition B shall be recorded mz g and cz 1 respectively Within 30 minutes of the end of the cycle the electrical energy power storage device shall be charged in accordance with paragraph 3 2 2 5 The energy measurement equipment placed between the mains socket and the vehicle charger measures the energy charge e Wh delivered from the mains The electrical energy power storage device of the vehicle shall be discharged in accordance with paragraph 3 2 1 1 of this Appendix Within 30 minutes of the discharge the electrical energy power storage device shall be charged in accordance with paragraph 3 2 2 5 of this Appendix The energy measurement equipment placed between the mains socket and the vehicle charger measures the energy charge Wh delivered from the mains
254. e 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 72 d of Regulation EU No 168 2013 The component type approval number shall be preceded by a rectangle surrounding the letter e followed by the distinguishing 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 the vehicle complies with the requirements of the Appendix under normal conditions or use and in 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 357 EN 3 5 1 5 3 5 1 6 3 5 17 3 5 1 8 3 3 2 3 5 2 1 3 32 11 du 3 5 3 1 35 9 9 3 5 3 3 3 5 4 3 5 5 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 maintena
255. e Ap1 2 Simplified graphic of possible test track configurations 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 30 km 249 2 4 2 5 2 6 ZT 2 7 1 2 1 1 1 2112 21 2 2552 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 Ap1 2 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 The four cycles shall be selected on the basis of the maximum design vehicle speed of the 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 Vmax 50 km h 50 km h lt Vinax lt 100 km h 50 cnm lt Vg lt 150 2 100 km h Vinax lt 130 km h gt 150 3 130 km h Vmax pl 1 L vehicle category groups for the SRC LeCV where engine displacement volume in cm Vmax maximum design speed velocity in km h SRC LeCV general driving instructions Idl
256. e 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 of which a positive ignition combustion engine forms part shall be subject only to a type II emission test as set out in paragraphs 3 4 and 5 below Vehicles equipped with a propulsion 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 paragraphs 6 and 7 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 fuel used to conduct the type II test shall be the reference fuel specifications for which are given in Annex II Appendix 2 Bi fuel vehicles shall be tested with the reference fuel s used for the type I test Hybrid electric vehicles shall be tested in accordance with the requirements of Annex IL Appendix 11 paragraph 4 During the test the environmental temperature shall be between 293 2 K and 303 2 20 C and 30 In the case of vehicles with manually operated or semi automatic shift gearboxes the test type II test s
257. e by 10 or more in normal operation OBD system tests Vehicles fitted with positive ignition engines After vehicle preconditioning in accordance with paragraph 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 paragraphs 8 4 1 2 to 8 4 1 6 The approval authority may substitute those conditions with others in accordance with paragraph 8 4 1 6 However the total number of failures simulated shall not exceed four for the purpose of type approval For bi fuelled gas vehicles both fuel types shall be used within the maximum of four simulated failures at the discretion of the approval authority Replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a deteriorated or defective catalyst that results in emissions exceeding the THC threshold if applicable the NMHC threshold in 310 EN 8 4 1 3 8 4 1 4 8 4 1 5 8 4 1 6 8 42 8 42 1 8 4 2 2 8 4 2 3 8 4 2 4 8 4 2 5 Part B of Annex VI to Regulation EU No 168 2013 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 Replacement of an oxygen sensor with a deteriorated or
258. e cumulative cost of regulation had a negative effect on competitiveness and made vehicles unnecessarily expensive The CARS 21 Final Report concluded that while most of the legislation in force should be maintained for the protection of citizens and the environment arrangements should be simplified by means of OJ L 124 9 5 2002 p 1 OJ L 226 18 8 1997 p 1 i OJ L 52 8 3 1995 p 1 EN rationalisation and international harmonisation Plans for this simplification were set out in the Commission s Second progress report on the strategy for simplifying the regulatory environment Any initiative taken should be aligned with this strategy Referring to UNECE regulations that replace current EU legislation is a particularly effective way of reducing complexity and the burden on vehicle manufacturers approval authorities and technical services In line with the European strategy on air quality the European Union has constantly tightened the emission standards for motor vehicles in particular for hydrocarbons carbon monoxide nitrogen oxides and particulate matter This will now also be the case for L category vehicles with this proposal regarding their environmental performance For these reasons this delegated act on vehicle environmental and propulsion performance requirements stipulates detailed technical provisions and test procedures with reference to the Codecision act Regulation EU No 168 2013 to help achieve the EU
259. e distance between two battery recharges Day 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 130 km h 10 km for L category vehicle with an engine capacity of gt 150 cm and Vmax Z 130 km h The electric energy consumption values shall be 281 EN 3 4 6 3 4 6 1 3 4 6 2 Equation Ap3 13 E e Disi and Equation Ap3 14 Eq e4 Dieso Wh km with Dies and Deo the actual distances driven in the tests performed under Conditions A paragraph 3 2 and B paragraph 3 3 respectively and 1 and 4 determined in paragraphs 3 2 5 and 3 3 6 respectively The weighted electric energy consumption values shall be calculated as below For testing in accordance with paragraph 3 2 3 2 1 Equation Ap3 15 E De Ei Dav E4 De Day where E electric consumption Wh km electric consumption Wh km with a fully charged electrical energy power storage device electric consumption Wh km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D vehicle s electric range according to the procedure described in Sub appendix 3C where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state Dav average distance between two battery recharges Da
260. e 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 type approval procedure according to the following SHED test procedure 2 Description of SHED test The evaporative emission SHED test Figure Ap4 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 Driving Cycle Conditioning Phase Minimum according to vehicle category Vehicle Soak Maximum 36 hours 288 510 308 5 K Diurnal breathing in 60 minutes loss Test Starts within 60 minutes from the 23 end of the diurnal Driving Cycle Test Phase test Starts 7 dis vang froin Hot Soak Test end of driving Figure Ap3 1 Flow chart evaporative emission SHED test SHED Sealed Housing for Evaporation Determination EN 221 322 3 3 4 1 4 2 4 3 4 3 1 4 3 1 1 4 3 1 2 Test vehicles and test fuel Test vehicles The SHED test shall be conducted at the choice of the manufacturer with one or more degreened test vehicle s equipped with degreened emission control devices A
261. e 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 Draft Standard ISO DIS 10844 for a description of the procedure Stability in time and maintenance Age influence It 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 paragraph 1 5 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 363 5 1 5 2 It is not necessary to repave more than the test strip 3 m wide in Figure 8 4 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
262. e 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 should 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 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 1 6 part 1 2 and 3 cycles special attention should be paid to the higher risk of water condensation in the high speed range Particulate mass emissions measurement equipment Specification 30 EN 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 12l 4 5 3 12 1 2 2 4 5 3 12 1 2 3 4 5 3 12 1 2 4 4 5 3 12 1 2 5 4
263. e following equations Equation 1 6 via 0 03 x G n iaie n iate 2 Equation 1 7 1 9x FPa_ m 75 V5 37 0 5753 xe 0 1 8 1 46 1 idle X ndv Equation 1 8 1 RTT Visit 0 5753xe x S Nidie idie x 1 3 tong 1 1 41 EN 4 5 5 2 1 3 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 Appendix 6 The appropriate gear for each sample shall then be calculated according to the vehicle speed ranges resulting from the shift speed equations of paragraph 4 5 5 2 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 vi gear 2 if v4 5 V V2 3 gear 3 if V2 3 lt V gear 4 if 4 V gear 5 if 5 lt V546 gear 6 if v gt V56 Gear choice for deceleration or cruise phases gear if v gear 2 if v lt v3 gear 3 if v 2 lt V lt V4 5 g
264. e 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 Where the engine is air cooled the temperature recorded at the spark plug washer shall be the temperature specified by the manufacturer 10 K If the 389 EN 1 9 1 10 1 13 1 14 manufacturer has not specified any temperature that recorded shall be 483 10 K The temperature of the spark plug washers on air cooled engines shall be measured with a thermometer incorporating 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 i
265. e 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 sub action methodologies below 250 EN 2 2 1 1 2 2c e 2 2 2 2 7 3 2 7 3 1 51 3 2 2 7 3 4 2 7 3 5 2 7 3 6 2 7 4 2 7 4 1 2 7 4 2 2 1 5 2 7 6 moderate normal medium part load acceleration up to approximately half throttle hard high part load acceleration up to full throttle 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
266. e 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 325 EN 2 3 3 3 1 3 1 1 3 2 3 2 1 3 2 2 32 2 3 2 22 3 2 2 3 3 2 3 32 31 3 2 3 2 32 3 3 Intake silencer If the engine intake has to be fitted with an air filter and or intake silencer in order to comply with the permissible noise level the filter and or silencer shall be regarded as part of the silencer and the requirements of paragraph 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 replacement exhaust system or components thereof means any exhaust system component as defined in paragraph 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 72 b 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
267. e 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 is deemed to be double the volume of the chamber transmission system in particular the number and ratios of the gears 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 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 characteristi
268. e part i of the operating cycle without regeneration mean mass emissions of pollutant 1 in g km or mean mass emissions of in g km and fuel consumption in 1 100 km over one part i of the operating cycle during regeneration Mpi mean mass emissions of pollutant 1 in g 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 2 2 d number of operating cycles required for regeneration D number of operating cycles between two cycles in which regenerative phases occur 195 EN 3 3 1 Emission g km sij Number of cycles Figure Ap13 1 Example of measurement parameters Parameters measured during emissions or fuel consumption test during and between cycles in which regeneration occurs schematic example the emissions during D may increase or decrease Calculation of the regeneration factor K for each pollutant i carbon dioxide emission and fuel consumption i considered Equation Ap13 4 M i M i and results shall be recorded in the test report delivered by the technical service may be determined following the completion of a single sequence 196 EN 3 4 Calculation of combined exhaust emissions carbon dioxide emissions and fuel consumption of
269. e technical service the pre conditioning cycle referred in paragraph 5 2 4 of Annex II may be extended The ratio of emission results r shall be determined for each pollutant as shown below for LPG NG biomethane and H2NG vehicles In the case of LPG and NG biomethane vehicles the ratios of emission results r shall be determined for each pollutant as follows Type s of fuel Reference fuels Calculation of r LPG and petrol Approval B Ful B r or LPG only A Approval D Fuel B fuel G20 125 NG biomethane PO fuel G25 G20 Table Ap12 2 Calculation ratio r for LPG and NG biomethane vehicles In the case of flex fuel H2NG vehicles two ratios of emission results r and shall be determined for each pollutant as follows Type s of fuel Reference fuels Calculation of e fuel G20 25 iomethane i ek fuel G25 929 Mixture of hydrogen and 020 with the maximum percentage of hydrogen specified by the manufacturer e H2G25 2 Sa Ray Mixture of hydrogen and G25 2620 with the maximum percentage of hydrogen specified by the manufacturer Table Ap12 2 look up table ratio r for NG biomethane or H2NG gaseous fuels 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 HNG
270. e 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 II Fuel consumption at zero battery energy balance Fuel consumption at AEbatt 0 is determined by the following equation Equation Ap3 33 Co C Kur Q 1 100 km or kg 100km where C fuel consumption measured during test 1 100 km for liquid fuels and kg 100 km for gaseous fuels electricity balance measured during test Ah Fuel consumption at zero battery energy balance shall be determined separately for the fuel consumption values measured over parts 1 2 or 3 if applicable of the type I test cycle in Annex II CO emission correction coefficient Kco defined by the manufacturer The CO emission correction coefficient Kco shall be determined as follows from a set of n measurements which should contain at least one measurement with 0 and at least one with 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 CO emission value at AEbatt 0 to the satisfaction of the approval authority The CO emission correction coefficient is
271. eans a system capable of converting gaseous pollutants into harmless or inert gases by injecting a consumable reagent which is adsorbed onto a catalyst lean NO trap or NOx adsorber means a storage of NOx fitted into the exhaust system of a vehicle which is purged by the release of a reactant in the exhaust flow exhaust gas recirculation EGR 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 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 e g glow plug injection timing change etc properly maintained and used means as regards a test vehicle that it satisfies the criteria laid down in this Regulation for acceptance of a given vehicle fuel requirement by the engine means the type of fuel normally used by the engine a petrol E5 b liquefied petroleum gas LPG c NG biomethane natural gas d either petrol E5 or LPG e either petrol E5 or NG biomethane f diesel fuel B5 g mixture of ethanol E85 and petrol E5 flex fuel h mixture of biodiesel and diesel B5 flex fuel i hydrogen or a mixture HoNG of NG biomethane and hydrogen 0 either petrol E5 or hydrogen bi fuel
272. ear 4 if v4 3 V lt gear 5 if vs 4 lt V Voss gear 6 if v gt v4 5 The clutch shall be disengaged if a the vehicle speed drops below 10 km h or b the engine speed drops below nia 0 03x s c there is a risk of engine stalling during cold start phase 42 EN 4 5 5 2 3 4 5 5 2 3 1 4 5 5 2 2 4 5 5 2 3 4 5 6 Step 3 Corrections according to additional requirements The gear choice shall be modified according to the following requirements a no gearshift at a transition from an acceleration phase to a deceleration phase The gear that was used for the last second of the acceleration 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 by 4 4 4 4 4 4 In the cases of consecutive circumstances the gear used longer takes over e g 2 223332222333 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 e g 2 2 2333222333 will be replaced by 222222222333 d no downshift during an acceleration p
273. ed 2 Combined water oxygen nitrogen and argon 1 900 umol mol 3 The hydrogen shall not contain dust sand dirt gums oils or other substances in an amount sufficient to damage the fuelling station equipment of the vehicle engine being fuelled EN 85 Type Hydrogen for fuel cell vehicles 2 Limits Parameter Unit Minimum Mamun Test method Hydrogen fuel mole 99 99 100 ISO 14687 2 Total gases umol mol 0 100 Total hydrocarbon umol mol 0 2 ISO 14687 2 Water umol mol 0 5 ISO 14687 2 Oxygen umol mol 0 5 ISO 14687 2 Helium He Nitrogen umol mol 0 100 ISO 14687 2 N5 Argon Ar CO umol mol 0 2 ISO 14687 2 CO umol mol 0 0 2 ISO 14687 2 Total sulphur umol mol 0 0 004 ISO 14687 2 compounds Formaldehyde umol mol 0 0 01 ISO 14687 2 HCHO Formic acid HCOOH umol mol 0 0 2 ISO 14687 2 Ammonia NH pu mol mol 0 0 1 ISO 14687 2 Total halogenated umol mol 0 0 05 ISO 14687 2 compounds Particulates size um 0 10 ISO 14687 2 Particulates ug l 0 1 ISO 14687 2 concentration 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 per cent from 100 mole per cent It is less 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 con
274. ed L2e Three wheel moped ECE R47 6 21 Wo 0 70 L6e A Light on road quad L6e B Light quadri mobile Two wheel L3e motorcycle with and L4e without side car Vmax 130 km h WMTC w 0 30 1 6 23 L5e A Tricycle stage 2 W2 0 70 Vmax lt 130 km h Heavy on road quad LTeA oye 130 km h Two wheel L3e motorcycle with and L4e without side car 025 Vmax gt 130 km h WMTC hse L5e A Tricycle stage 2 SA Di 2 Vmax 130 km h i Heavy on road quad LTeA vc 130 km h L5e B Commercial tricycle L7e B All terrain vehicles ECE R40 6 21 W2 0 70 L7e C Heavy quadri mobile Table 1 9 Euro 3 Euro 4 for L3e motorcycles and Euro 4 Euro 5 for L3e 71 EN motorcycles test type I test cycles also applicable for test types VII and applicable weighting equations and weighting factors n EN 6 1 1 6 2 2 Vehicle Vehicle Test cycle Equation Weighting category category name factors Lle A Powered cycle Lle B Two wheel moped w 0 50 L2e Three wheel moped 6 22 w 0 50 L6e A Light on road quad L6e B Light quadri mobile Two wheel L3e motorcycle with and L4e without side car Vmax lt 130 km h 0 50 6 23 L5e A Tricycle W2 0 50 Vmax lt 130 km h WMTC Heavy on road quad stage 3 Two wheel L3e motorcycle with and L4e without side car 025 max 130 km h 6 24 w 0 50 L5e A w 0 25 Heavy on road quad
275. ed gt 50 km h Carry out the same test in the opposite direction measuring time t Take the average Tof the two times t and tz Repeat these tests until the statistical accuracy p of the average 162 EN 3 1 2 7 3 1 2 8 Equation Ap 8 1 is no more than 4 per cent p lt 4 per cent The statistical accuracy p 1s defined by Equation Ap 8 2 pats 100 4 where 118 the coefficient in Table Ap 8 2 below s is the standard deviation Equation Ap 8 3 n is the number of tests Table Ap 8 2 factors t and t Vn depending on the number of coast down tests performed Calculation of the running resistance force The running resistance force F at the specified speed V is calculated as follows Equation Ap 8 4 2AV 1 F M tM M AT 36 iN where is the test mass is the equivalent inertia mass of all the wheels and vehicle portions rotating with the wheels during coast down on the road should be measured or calculated in an appropriate manner The running resistance determined on the track shall be corrected to the 163 EN reference ambient conditions as follows Equation Ap 8 5 Foorrected F measured Equation Ap 8 6 Rs Razno da ra Rr 4 where 15 the rolling resistance at speed V N Ragro is the aerodynamic drag at speed N is the total road load Rr Rarro N Kg is the tempe
276. ed axle or twinned wheels for the determination of test bench settings 8 Road tests of an L category vehicle with two or more wheels on the powered axle s for the determination of test bench settings 9 Explanatory note on gearshift procedure for the type I test 10 Type approval tests of replacement pollution control devices for an L category vehicle as separate technical units 11 Type I test procedure for a hybrid L category vehicle 12 Type I test procedure for an L category vehicle fuelled with LPG NG biomethane flex fuel HoNG or hydrogen 13 Type I test procedure for an L category vehicle equipped with a periodically regenerating system 23 1 1 1 2 Dal 2 2 Purpose This Regulation provides a harmonised method for the determination of the levels of gaseous pollutant emissions and particulate matter the emissions of carbon dioxide and the fuel consumption of the L category vehicles within the scope of Regulation EU No 168 2013that are representative for real world vehicle operation The results may form the basis for limiting gaseous pollutants carbon dioxide and for the fuel consumption indicated by the manufacturer within the EU 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
277. ed by a rectangle surrounding the letter e followed by the distinguishing number or letters of the Member State which issued or refused the component type approval The exhaust system which is granted component type approval is deemed to conform to the provisions of Annexes I and V 328 EN 152 1 2 1 1 2 2 1 3 1 3 1 153 2 1 3 3 1 3 4 1 4 Appendix 2 Sound requirements for motorcycles categories L3e 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 is deemed to be double the volume of the chamber transmission system in particular the number and ratios of the gears 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
278. ed immediately before the following test Measure the hydrocarbon concentration temperature and barometric pressure These are the final readings Cyc prand for the calibration of the enclosure Using the readings taken in accordance with paragraphs 2 3 2 and 2 3 4 and the formula in paragraph 2 4 calculate the mass of propane in the enclosure This shall be within 2 of the mass of propane measured in accordance with paragraph 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 zeroed and spanned immediately before the end of the test Using the formula in 2 4 calculate the hydrocarbon mass from the readings taken in paragraphs 2 3 6 and 2 3 2 The mass may not differ by more than 4 from the hydrocarbon mass calculated in accordance with paragraph 2 3 5 Calculations The calculation of net hydrocarbon mass change within the enclosure is used to determine the chamber s hydrocarbon background and leak rate Initial and final readings of hydrocarbon concentration temperature and barometric pressure are used in the following formula to calculate the mass change Equation Ap3 5 M 2 kV 10 Cac Pr Pi 236 3 1 3 2 3 3 where mass of hydrocarbon in grams hydrocarbon concentration in the enclosure ppm
279. ed 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 shall be applied The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery petrol streams but detergent dispersive additives and solvent oils shall not be added The actual sulphur content of the fuel used for the type I test shall be reported Ethanol meeting the specification of prEN 15376 is the only oxygenate that shall be intentionally added to the reference fuel There shall be no intentional addition to this reference fuel of compounds containing phosphorus iron manganese or lead 8l EN Type Ethanol E85 Limits Parameter Unit m Maximu Test method Minimum M Research octane number RON 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 34 EN ISO 20846 Sulphur content mg kg 10 EN ISO 20884 Oxidation stability minutes 360 EN ISO 7536 Existent gum content solvent mg 100 ml d 5 EN ISO 6246 washed Clear and bright visibly free of This shall be determined at y suspended or Visual inspection ambient temperature or 15 whichever is higher
280. eded 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 376 EN 2 3 2 2 3 3 2 3 4 2 33 2 3 6 2 3 7 2 3 8 2 3 9 2 3 10 2 3 11 2 3 12 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 deposits but in limited quantities The test conditions selected such as the temperature of the induction air shall resemble the reference conditions see paragraph 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 representa
281. educted from each value obtained in accordance with paragraph 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 333 2 2 2 2 1 22 2 2 2 3 2 2 3 1 2 2 3 2 223 3 22 4 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 the 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 72 g of Regulation EU No 168 2013 Measuring instruments A precision sound level meter as defined in paragrap
282. eference fuels as set out in Appendix 2 to Annex II shall be used for testing For LPG NG biomethane H2NG the reference fuel used shall be that chosen by the manufacturer for the measurement of the propulsion performance in accordance with Annex X The fuel chosen shall be specified in the test report according to the template set out in Article 72 g of Regulation EU No 168 2013 For the purpose of the calculation referred in paragraph 2 2 3 the fuel consumption shall be expressed in appropriate units and the following fuel characteristics shall be used 262 EN 2 3 2 3 1 219 2 2 3 2 T 2 3 2 2 2 3 3 2 4 2 4 1 2 4 2 24 density measured on the test fuel according to ISO 3675 an equivalent method For petrol and diesel fuel the density measured at 288 2 K 15 C and 101 3 kPa shall be used for LPG natural gas HoNG and hydrogen a reference density shall be used as follows 0 538 kg litre for LPG 0 654 kg m for NG biogas 1 256 136 0 654 H NG with A being the quantity of NG biomethane in the HNG mixture expressed in per cent by volume for HNG 0 084 kg m for hydrogen b hydrogen carbon ratio fixed values will be used as follows C 1 89005016 for E5 petrol C1 1 8600 005 for diesel 2525 for LPG liquefied petroleum gas C 4 for NG natural gas and biomethane C1 2 7400 385 for ethanol E85 Description of tests for ve
283. efficient 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 F f f xv is automatically set on the chassis dynamometer In this case the coefficients and f 2 are directly input digitally the coast down is performed and the coast down time At is measured Fpau is automatically calculated and set at vehicle speed intervals of 0 06 km h in the following sequence Equation 1 23 pug sc norm 73 6 At Equation 1 24 1 2AV F i a 51 5 2 2 2 6 5 2 2 2 6 1 3 2 2 2 6 2 3 2 2 3 3 2 2 3 1 Equation 1 25 E F F Dynamometer settings verification Verification test Immediately after the initial setting the coast down time Atk 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 axle s The measurement shall be carried out at least three times and the mean coast down time Atg shall be calculated from the results The set running resistance force at the reference speed FE v9 on the chassis dynamometer is calculated by the following equation Equation 1 26 2Av At 1 qz m m Calculation of setting error The se
284. ehicle 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 hybrid vehicle the tests shall be performed twice 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 72 b 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
285. eing automatically started 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 and 3 C 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 and the electrical energy power storage device is fully charged as a result of the charging prescribed in paragraph 3 2 2 5 During soak the electrical energy power storage device shall be charged a with the on board charger if fitted or 184 EN 3 2 2 6 3 2 2 6 1 3 2 2 6 1 1 3 2 2 6 1 2 3 2 2 6 2 3 2 2 6 3 b with 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 case the maximum time is 3 claimed battery capacity Wh mains
286. ement For the test by the method described above the pressure in the intake manifold shall be measured to within 1 kPa The vehicle speed as indicated at the dynamometer shall be measured to within 2 km h 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 gt 1 Hz within a time period of 7 60 s when the conditions in paragraph 4 1 2 are continuously operated and stabilised If in one or more of the conditions of measurement in paragraph 4 1 2 the highest pressure value measured in the crankcase within the time period in paragraph 4 1 7 exceeds the atmospheric pressure an additional test as defined in 207 EN 4 2 1 4 2 1 1 4 2 1 2 4 2 1 3 4 2 1 4 4225 2 22 d 4 2 2 2 paragraph 4 2 1 or 4 2 2 as chosen by the manufacturer shall be performed to the satisfaction of the approval authority Additional type III test method No 1 The engine s apertures shall be left as found 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 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 paragraph 4 1 2 The vehicle shall be deemed satisfactory if in every condition of measurement
287. ement 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 e Wh Condition B Conditioning of the vehicle The electrical energy power storage device of the vehicle shall be discharged in accordance with paragraph 4 2 2 1 At the manufacturer s request conditioning in accordance with paragraph 4 2 3 1 may be carried out before electrical energy power storage discharge Before testing the vehicle shall be kept in a room in which the temperature shall remain relatively constant between 293 2K and 303 2 20 C and 30 This 285 E N 4 3 2 4 3 2 1 4 3 2 2 4 3 2 3 4 3 2 4 4 3 2 5 4 3 3 4 3 4 4 3 5 4 3 6 4 4 4 4 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 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 in the applicable type I driving cycle end of sampling ES The vehicle shall be driven using the applicable driving cycle and gear shifting
288. ements 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 vehicle s normal operations The chassis dynamometer may have one to test two wheel vehicles or two rollers in the cases of three wheel vehicles with two front wheels and 87 EN 12 3 1 2 4 1 2 5 1 2 6 21 22 2 21 2212 quadricycles In such cases the front roller shall drive directly indirectly the inertial masses and the power absorption device It shall be possible to measure and read the indicated load to an accuracy of 5 per cent In the case of a dynamometer with a fixed load curve the accuracy of the load setting at 80 km h shall be 5 per cent In the case of a dynamometer with adjustable load curve the accuracy of matching dynamometer load to road load shall be 5 per cent at 120 100 80 60 and 40 km h and 10 per cent at 20 km h Below this vehicle speed dynamometer absorption shall be positive 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 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 speeds above 10 km h The distance actually driven by the
289. ements of this Appendix 215 EN 2 Description of the fuel tank permeation test 2 Measure permeation emissions by weighing a sealed fuel tank before and after a temperature controlled soak according to the following flow charts 1 Full Test Procedure 2 Short Test without with DF Determination DF Determination precondiioning 2845C 20 weeks Durability Testing Pressure 10 000 0 5 to 2 0 psi pe nesses pea Apes chet 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 1051 result for type approval Figure Ap3 1 Fuel tank permeation full and short tests 2 2 Metallic tanks are exempted from durability testing 3 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 3 1 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 EN 216 3 2 2 3 3 4 3 5 4 1 4 2 4 3 4 4
290. emission M g km of this test shall be corrected in line with the energy balance AEpat of the vehicle s battery The corrected values Co 1 100 km or kg 100 km and g km shall correspond 290 E N 5 3 1 1 3 2 5 3 3 5 3 3 1 5 3 3 2 to a zero energy balance AEpar 0 and shall be calculated using a correction coefficient determined by the manufacturer as defined below For storage systems other than electric batteries AEpat shall represent AEstorage the energy balance of the electric energy storage device The electricity balance Q Ah measured using the procedure in Sub appendix 3B 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 Under the conditions below the uncorrected measured values C and M may be taken as the test results 1 the manufacturer can demonstrate to the satisfaction of the approval authority that there is no relation between the energy balance and fuel consumption 2 AEbatt always corresponds to a battery charging 3 AEbatt always corresponds to a battery discharging and AEbatt is within 1 per cent of the energy content of the consumed fuel i e the total fuel consumption over one cycle The change in batter
291. emission for the vehicle Mio shall be as specified in Part C of Annex VI to Regulation EU No 168 2013 Further provisions At the request of the manufacturer approval shall be granted without testing if a California Executive Order for the vehicle type for which application is made can be provided to the type approval authority 229 E N Sub appendix 3 1 Preconditioning requirements for a hybrid application before start of the SHED test 2 1 1 1 2 1 1 2 Scope The following preconditioning requirements before starting the SHED test shall apply only to L category vehicles equipped with a hybrid propulsion Test methods Before starting the SHED test procedure the test vehicle s shall be preconditioned as follows For OVC vehicles 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 a at a steady speed of 50 km h until the fuel consuming engine of the HEV 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 at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be determined by the technical service and the manufacturer or c in accordance with the manufacturer s recommendation
292. endent of orifice outlet pressure critical flow If deviations exceeding 5 per cent 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 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 104 EN Appendix 5 Classification of equivalent inertia mass and running resistance The chassis dynamometer can be set using the running resistance table instead of the running resistance force obtained by the coast down methods set out in Appendix 7 or 8 In this table method the chassis dynamometer shall be set by the
293. endix 2 1 Determination of the maximum torque and maximum net power of spark ignition engines 1 1 1 2 1 3 1 4 1 5 1 6 29 EN for vehicle categories L1e L2e and L6e Accuracy of maximum torque and maximum net power measurements under full load Torque 2 of torque measured Rotational speed the measurement shall be accurate to 1 96 of the reading Fuel consumption 2 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 torque 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 Fitted for the torque and No Accessories net power test 1 Induction system Induction manifold Air filter 1 If series mounted yes Induction silencer Crankcase emission control system Electrical control device where fitted 2 Exhaust system Manifold If series mounted yes Pipe work 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
294. eposition or alteration of the particulates or particles All parts shall be made of electrically conductive materials that do not 93 EN 1 2 6 1 2 7 1 2 8 1 3 1 3 1 13 2 react with exhaust gas components and shall be electrically grounded to prevent electrostatic 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 b it shall not cause the static pressure at the exhaust outlets on the test vehicle to differ by more than 40 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 o
295. 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 tank s as installed on the vehicle and to provide for exhaust sample collection The tyre pressures shall be adjusted to the manufacturer s 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 derived from on road coast down measurements 48 EN 2 2 2 2 1 3 22 22 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 Equ
296. er 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 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 59 5 2 5 1 9 5 2 5 2 5 2 5 2 1
297. er 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 1020 mm The pre classifier e g cyclone impactor etc shall be located upstream of the filter holder assembly The pre classifier 50 per cent cut point particle diameter shall be between 2 5 um and 10 at the volumetric flow rate selected for sampling particulate mass emissions The pre classifier shall allow at least 99 per cent of the mass concentration of 1 um particles entering the 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 1 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 mo
298. er 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 21 compressibility factor of the gaseous fuel at p and 2 compressibility factor of the gaseous fuel at p and T2 V inner volume of the gaseous fuel tank in m The compressibility factor shall be obtained from the following table Tk p bar 33 0 8589 10 508 18 854 26 477 33 652 40 509 47 119 53 519 59 730 65 759 5 100 200 300 400 500 600 700 800 900 269 E N 53 0 9651 0 9221 14 158 18 906 23 384 27 646 31 739 35 697 39 541 43 287 73 0 9888 0 9911 12 779 16 038 19 225 22292 25247 28 104 30 877 33 577 93 0 9970 10 422 12 334 14 696 17 107 19 472 21 771 24 003 26 172 28 286 113 10 004 10 659 12 131 13 951 15 860 17 764 19 633 21 458 23239 24 978 133 10 019 10 757 11 990 13 471 15 039 16 623 18 190 19 730 21 238 22 714 153 10 026 10 788 11 868 13 123 14 453 15 804 17 150 18 479 19 785 21 067 173 10 029 10 785 11 757 12 851 14 006 15 183 16 361 17 528 18 679 19 811 193 10 030 10 765 11 653 12 628 13 651 14 693 15 739 16 779 17 807 18 820 213 10 028 10 705 11 468 12 276 13 111 13 962 14 817 15 669 16 515 17 352 233 10 035 10 712 11 475 12 282 13 118 13 968 14 823 15 675 16 5
299. eration required and track conditions Therefore during the test the actual attained vehicle speeds should be 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 paragraph 2 8 4 The adjustment needs to be made only when starting a sub cycle and not in real time SRC LeCV detailed test cycle description Graphical overview of the SRC LeCV 253 120 Vehicle Speed km h 0 0 e ecycle 1 ome cycle 2 cycle 3 6 12 18 24 30 Distance km Figure 1 1 SRC LeCV example distance accumulation characteristics for all four cycles EN 254 E N 2 9 2 SRC LeCV detailed cycle instructions Sub lap Lap 1 4 and 1 4 3 1 4 qh 1 4 1 2 and ER 3 15 ie Action Stop amp Idle Accelerate Cruise Decelerate Accelerate Cruise Decelerate Accelerate Cruise Decelerate Accelerate Cruise Decelerate Stop amp Idle Accelerate Decelerate Optional acceleration Cruise Decelerate Accelerate Cruise Decelerate Accelerate Cruise Decelerate Ac
300. es 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 3 1 on the test bench as far as possible in the positions that they would occupy for that application No Accessories and 1 Induction system Induction manifold If series mounted yes Air filter 40 The complete 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 39 EN 41 42 43 44 Induction silencer 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 purifier Exhaust manifold Pipe work a If series mounted yes Silencer Exhaust pipe Exhaust brake Electrical control device where fitted 5 Fuel injection system Upstream filter Filter
301. es are hot measured at operating cycle j 1 lt j lt d mass emission of all events of pollutant 1 in g km of CO in g km and fuel consumption in 1 100 km without regeneration M mass emission of all events k of pollutant 1 in g km of CO in g km and fuel consumption in 1 100 km during regeneration mass emission of all events of pollutant 1 in g km of CO in g km and fuel consumption in 1 100 km ny number of test points of event at which emissions measurements type I operating cycles are taken between two cycles in which regenerative phases occur number of operating cycles of event required for regeneration D number of operating cycles of event k between two cycles in which regenerative phases occur M si x i 1 Number of cycles Figure 13 2 Parameters measured during emissions test during and between cycles in which regeneration occurs schematic example 198 EN Figure 13 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 above 1 DPF regenerative equidistant events similar emissions 15 per cent from event to event Equation Ap13 12 pi Di Equation 13 13 d di Equation
302. es shall be calculated as below For testing in accordance with paragraph 3 2 3 2 1 Equation Ap3 11 C De C1 Dav C2 De Day where C fuel consumption in 1 100 km fuel consumption in 1 100 km with a fully charged electrical energy power storage device fuel consumption in 1 100 km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D vehicle s electric range according to the procedure described in Sub appendix 3C where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state Dav average distance between two battery recharges Day 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 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h For testing in accordance with paragraph 3 2 3 2 2 Equation Ap3 12 C Do Ci Dav C2 Dove Day where C fuel consumption in 1 100 km fuel consumption in 1 100 km with a fully charged electrical energy power storage device 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 Sub appendix 3C Da averag
303. esting vehicles shall be kept in a room in which the temperature remains relatively constant between 293 2 K and 303 2 K 20 and 30 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 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 Vehicles equipped with positive ignition engine fuelled with LPG NG biomethane H2NG hydrogen or so equipped that they can be fuelled with either petrol LPG NG biomethane HNG 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 paragraph 4 5 6 of this Annex Emissions tests Engine starting and restarting The engine shall be started according to the manufacturer s recommended starting 58 EN 5 2 5 1 2 5 2 5 1 3 5 2 5 1 4 5 2 5 1 5 5 2 5 1 6 2 17 5 2 5 1 8 procedures
304. et 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 paragraph 4 5 5 appendix 9 of Annex II Alternatively guidance provided by the manufacturer to the consumer may be used if approved by the type approval 251 EN 2 T 2 8 authority Where the test vehicle cannot reach the target vehicle speeds set out in the applicable SRC LeCV it should 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 1 1 and the required target vehicle speeds and detailed driving instructions from Table 1 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 Vehicle Vehicle No ud yg 2 Sub Time B Actual Actu
305. etermined by the technical service and the manufacturer to the satisfaction of the approval authority or in accordance with the manufacturer s recommendation The fuel consuming engine shall be stopped within ten seconds of being automatically started 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 paragraph 4 5 5 0 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 2 K 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 K of the temperature of the room and the electrical energy power storage device is fully charged as a result of the charging in paragraph 3 2 2 4 below During soak the electrical energy power storage device shall be charged in accordance with the normal overnight charging procedure in paragraph 3 2 2 4 below 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 a with the on board charger if fitted or b with an external charger recommended by the manufacturer using the charging pattern prescribe
306. evacuation openings of the engine Alternatively the intake and exhaust systems may be plugged on a representative test vehicle on locations chosen by the manufacturer and to the satisfaction of the technical service and EN 209 EN 4 2 3 3 4 2 3 4 4 2 3 5 4 2 3 5 approval authority The crankshaft may be rotated to optimise the position of the pistons minimising pressure loss to the combustion chamber s 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 The crankcase system shall be pressurised with compressed air to the maximum recorded peak pressure as monitored during the three test conditions specified in paragraph 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 hi
307. evices which can affect the amount of injected fuel 392 E N Radiator Fan Fan cowl Water pump Thermostat 8 Air cooling Cowl Blower 49 If series mounted yes Cooling temperature regulating device s Auxiliary bench blower 9 Electrical equipment If series mounted yes 10 Supercharging equipment or turbo compressor where fitted Compressor driven directly by the engine and or by the exhaust gases Charge air cooler Coolant pump or fan engine driven Coolant flow control device where fitted 11 Pollution control devices If series mounted yes 12 Lubrication system Oil feeder If series mounted yes Oil cooler where fitted Table Ap2 3 1 Accessories to be fitted during the propulsion performance test in order to determine torque and net engine power 45 46 47 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 o
308. f the roller s can be expressed by Equation Ap3 3 where F is the force at the surface of the roller s in N Iis the total inertia of the dynamometer equivalent inertia of the vehicle is the inertia of the mechanical masses of the dynamometer y is the tangential acceleration at roller surface F is the inertia force Note 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 Int F y where Im can be calculated or measured by traditional methods can be measured on the dynamometer 91 EN 4 2 2 4 3 4 3 1 4 3 1 1 4 3 1 2 44 4 4 1 4 4 2 y can be calculated from the peripheral speed of the rollers The total inertia I will be determined during an acceleration or deceleration test with values no lower than those obtained on an operating cycle Specification for the calculation of total inertia The test and calculation methods shall make it possible to determine the total inertia I with a relative error AID of less than 2 per cent Specification The mass of the simulated total inertia I shall remain the same as the theoretical value of the equivalent inertia see Appendix 1 within the following limits 5 per cent of the theoretical value for each instantaneous value 2 per cent of the theoretical value for the average value calculated
309. f 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 system 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 paragraph 4 2 shall be deducted from the corrected power Where a 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 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 393 E N PALA 2 2 231 2 3 2 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 a
310. fficiency Spur gear 0 98 Gear wheel Helical gear 0 97 Bevel gear 0 96 Roller 0 95 Chain Silent 0 98 Belt Cogged 0 95 387 EN Vee 0 94 Hydraulic coupling or convertor Hydraulic coupling 0 92 Hydraulic convertor 0 92 Table Ap2 1 3 efficiency n of each of the components of the transmission 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 Measured power Acceptable tolerance maximum torque and maximum power lt 11 lt 5 gt 11 kW lt 2 Table Ap2 2 4 acceptable measurement tolerances Engine speed tolerance when performing maximum torque and net power measurements lt 1 5 388 EN Appendix 2 2 1 Measurement of maximum torque and maximum net engine power by means of the engine 1 1 1 2 1 3 1 4 1 5 1 6 1 1 8 temperature method 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 rec
311. fitting The running resistance force F shall be calculated as follows The following equation shall be fitted to the data set of Fj and vj obtained above by linear regression to determine the coefficients f and f2 Equation Ap7 7 F f f The coefficients f and f2 thus determined shall be corrected to the standard ambient conditions using the following equations Equation Ap7 8 f fo 1 K T T Equation Ap7 9 f f x To Pr where K should be determined on the basis of the empirical data for the particular vehicle and tyre tests or should be assumed as follows if the information is not available K 6 10 3 1 159 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 v in Newton is determined using the following equation Equation Ap7 10 F v fo 160 Appendix 8 Road tests of L category vehicles equipped with two or more wheels on the powered axle s 1 1 1 2 1 3 134 1 3 2 1 3 3 1 3 4 1 3 5 for the determination of test bench settings Preparation of the vehicle Running in The test vehicle shall be in normal running order and adjustment after 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
312. 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 72 g 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 3m The testing vehicle speed is 90 96 of the maximum assistance speed The measurements shall be taken in accordance with EN 15194 2009 Test procedure to measure the maximum assistance factor The ambient temperature shall be between 278 2 K and 318 2 K The test vehicle shall be powered by its corresponding propulsion battery The propulsion battery with maximum capacity shall be used for this test procedure 404 EN 3 43 3 4 4 3 4 5 3 4 6 3 4 7 3 4 8 3 4 9 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 spee
313. 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 which shall be representative of the vehicle type to be approved shall be in good mechanical condition and before the evaporative test have been run in and driven at least 1000 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 Annex II Appendix 2 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
314. force at the time of approval of the vehicle The CO emission and fuel consumption results from the test cycle s for Condition A shall be recorded respectively m g and c 1 Parameters m and c shall be the sums of the results of the N combined cycles run Equation Ap3 2 N m m 1 Equation Ap3 3 N 1 Within the 30 minutes after the conclusion of the cycle the electrical energy power storage device shall be charged according to paragraph 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 The electric energy consumption for Condition A shall be e Wh Condition B Conditioning of the vehicle The electrical energy power storage device of the vehicle shall be discharged in accordance with paragraph 3 2 1 1 At the manufacturer s request a conditioning in accordance with paragraph 3 2 2 1 of this Appendix may be carried out before electrical energy power storage discharge Before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between 293 2K 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 K of the temperature of the room Test procedure The vehicle shall be started up by the means provided for normal use by th
315. g of the vehicle during component type approval 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 Electrotechnical 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 90 Conditions of measurement Condition of the motorcycle During the measurements the motorcycle 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 acceler
316. g open end or adjustable pliers Allen keys generic scan tool Determination of measurement points and type II idle test pass fail criteria 202 E N 4 2 1 a2 4 23 4 24 4 2 4 1 4 2 4 2 425 4 2 5 1 4 2 5 2 4 2 6 4 3 20 21 First a measurement is taken at the setting in accordance with the conditions fixed by the manufacturer For each adjustment component with a continuous variation a 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 2000 min The measurement of the carbon monoxide content of exhaust gases shall be carried out for all the possible positions of the adjustment components but for components with a continuous variation only for the positions referred to in paragraph 4 2 2 above The type II idle test shall be considered passed if one or both of the following conditions is met The values measured in accordance with paragraph 4 2 3 shall be in compliance with the test result requirements in paragraph 8 2 1 2 of Annex II to Directive 2009 40 as amended by Directive 2010 40 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 i
317. g a longitudinal gradient of not more than 1 90 and a degree of banking of not more than 3 90 The variation in altitude between any two points on the test base shall not exceed 1 m The possible configurations for the measuring base are illustrated in paragraphs 4 2 1 4 2 2 and 4 2 3 Type 1 Figure 1 1 Type 1 2 Ww 554200 L LAm M 0 Figure Ap1 2 Type 2 367 EN 4 2 3 ADAG 4 2 3 2 4 2 3 3 4 3 6 1 Figure 1 3 Type 3 The two measuring bases L shall be equal in length and virtually parallel to each other If both measuring bases are curvilinear in shape despite the requirements of paragraph 4 1 3 the effects of centrifugal force shall be compensated for by the cross section of the bends Instead of the two bases L see paragraph 4 2 3 1 the measuring base may coincide with the overall length of the annual 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 Length L of the measuring base shall be selected in conjunction with the accuracy of the equipment and the 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
318. g 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 the test run shall be repeated five times in immediate succession the speed of the axial wind component shall not exceed 1 m s Both bases L on a type 3 measuring base shall be travelled along consecutively in a single direction without interruption If 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 90 The fuel and lubricant shall be those recommended by the manufacturer The total time t needed to travel along the measuring base in both directions shall be determined to an accuracy of 0 7 90 Determination of average speed Average speed V km h for the test is determined as follows Type 1 and type 2 measuring base Equation Apl 1 Type 1 and type 2 measuring base where L length of measuring base m t time s taken to travel along measuring base L m 369 6 8 3 1 6 8 3 2 Type 2 measuring base travelled along in a single direction Equation Ap1 2 V Va where Equation Ap1 3 3 6 L Va vehicle speed measured for each test run km h where L length of measuring base m t time s taken to travel along measuring base L m Type 3 measuring base Measuring ba
319. g cruise or deceleration phases in gears 4 47 gear to ng shall be calculated using the following formula Equation 1 3 Pn my 75 1 9x Vj5i 1 0 5753xe x S Nidie N idle X 1 4 tong i 2 where iis the gear number gt 4 ng is the total number of forward gears P is the rated power in kW my is the kerb mass in kg Niate 18 the idling speed in min s is the rated engine speed in min ndv is the ratio between engine speed in min and vehicle speed in km h in gear 1 2 The downshift speed from gear 3 to gear 2 shall be calculated using the 40 EN following equation Equation 1 4 75 0 5753 0 1 8 1 46 1 idle ndv where is the rated power in kW my is the kerb mass in kg 18 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 v2 1 shall be calculated using the following equation Equation 1 5 1 0 03 x s n a n iate x 2 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 meaningful to apply an upshift The upshift speeds V2 3and Vi si 1 in km h during cruise phases may be calculated using th
320. gher test pressure shall be used otherwise according to the equipment s calibrated resolution 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 overpressure for 300 seconds after closure of the compressed air source 210 EN ANNEX V Test type IV requirements evaporative emissions S di Appendix title Page 1 Fuel storage permeability test procedure 2 Fuel storage and delivery system permeation test procedure 3 Sealed Housing for Evaporation Determination SHED test procedure 3 1 Preconditioning requirements for a hybrid application before start of the SHED test 3 2 Ageing test procedure for evaporative emission control devices 4 Calibration of equipment for evaporative emission testing 211 1 1 1 2 2 1 22 2 3 2 4 2 93 2 6 Introduction evaporative and permeation emissions The test procedure in Appendix 1 sets out the procedure for testing the permeability of a non metallic fuel tank and shall also be used as preconditioning test cycle for fuel storage testing referred to in Annex II C8 to Regulation EU No 1682013 The evaporative emission test procedures laid down in Appendices 2 and 3 set out methods for the determination of the loss of hydrocarbons by evaporation from
321. h the vehicle can lean over are not reduced the surface of the device does not reach unduly high temperatures the outline of the device has no projections or sharp edges shock absorbers and suspension have adequate clearance adequate safety clearance is provided for pipes the device is impact resistant in a way that is compatible with clearly defined maintenance and installation requirements if the original device includes thermal protection the replacement device shall include equivalent protection if an oxygen probe s and other sensors are originally installed on the exhaust line the replacement device shall be installed at exactly the same position as the original device and the position on the exhaust line of the oxygen probe s and other sensors shall not be modified Requirements regarding emissions The vehicle referred to in section 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 Annex II depending on the type approval of the vehicle As provided for in this Regulation in the version applicable to the type approval of that vehicle 176 ADA 4 2 1 2 42 2 43 4 3 1 4 3 2 4 3 3 12 Evaluation of pollutant emissions from vehicles equipped with replacement catalytic converters Requirements regarding tailpipe or evaporative emissions are deemed to be complied with if the test vehic
322. h 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 transmission 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 Ap8 2 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 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
323. h a suitable commercially available fuel at the discretion of the manufacturer If the test vehicle s 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 The test vehicle s cooling system shall enable the vehicle to operate at temperatures similar to those obtained during normal road use conditions oil coolant exhaust system etc If the durability test is completed on a test track or road the test vehicle s reference mass shall be at least equal to that used for type I emission tests conducted on a chassis dynamometer 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 type approval is sought In the type V test procedure mileage shall be accumulated by driving the test vehicle s 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 Chassis dynamometer used for mileage accumulation 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 In particular the dynamometer shall be e
324. hall 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 l weighted decibels dB A shall be measured during the period of operation laid down in paragraph 2 3 4 3 At least three measurements shall be taken at each measurement point Positioning of the microphone Figure 8 3 3 The microphone shall be positioned level with the exhaust outlet or 0 2 m above the 349 E N 2 3 4 3 2 3 9 2 3 5 1 53 312 2 3 5 3 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
325. hall 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 OJ L 141 6 6 2009 p 12 OJ L xxx x x 2010 p x 201 EN 3 6 3 7 3 8 3 9 3 9 1 4 2 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 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 equilibrium 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 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 The emission test equipment and analysers to perform t
326. hall be marked in accordance with the requirements 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 72 d Regulation EU No 168 2013 The component type approval number shall be preceded by a rectangle surrounding the letter e followed by the distinguishing number or letters of the Member State which issued or refused the component type approval The exhaust system which is granted component type approval is deemed to conform to the provisions of Annexes I and V Specifications General specifications The design construction and mounting of the silencer shall be such that 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 it displays reasonable resistance to the corrosion phenomena to which it is exposed with due regard to the normal conditions of use of the motorcycle the ground clearance under the silencer as originally fitted and the angle at which the motorcycle 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 342 EN 3 5 17 3 5 1 8 3 5 2 3 5 2 1 3 222411 3 5 3 3 5 3
327. hanges the period may be extended by a maximum of 14 additional days In this case the test steps in paragraphs 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 the following alternatives at the choice of the manufacturer the ratio between the final permeation and baseline test runs the fixed DF for total hydrocarbons laid down in Part B of Annex VII to Regulation EU No 168 2013 Determination of the final tank permeation test results Full test procedure To determine the permeation test result the deterioration factor determined in paragraph 5 6 shall be multiplied by the measured permeation test result determined in paragraph 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 paragraph 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
328. hase 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 paragraph 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 paragraph 4 5 5 2 1 Optional provisions The calculation programme to be found on the UN website at the URL below 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 paragraph 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 axle s 43 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 Chassis dynamometer setting derived from on road coast down measurements To use this alternative on road coast down measure
329. hat of the type fitted to the three wheel moped tricycle or quadricycle when the information document according to the template referred to in Article 72 b 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 representative For each type of replacement 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 paragraph 1 1 of the type s of vehicle for which the system s or component s is are intended the numbers and 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 number 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 t
330. he moped the ground clearance under the silencer as originally fitted and the angle at which the moped 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 requirements Specifications for noise levels The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in paragraphs 2 1 2 2 1 3 2 1 4 and 2 1 5 Where a replacement exhaust system or component thereof is 327 3 3 3 3 3 3 1 3 3 3 2 3 3 3 3 3 3 4 3 3 5 3 3 6 3 4 344 1 EN fitted to the moped referred to in paragraph 3 2 3 3 the noise level values obtained shall not exceed those measured in accordance with paragraph 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 Testing of moped performance 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 The replacement silencer shall be compared with an originally fitted silencer also in new condition fitted to the moped referred to in paragraph 3 2 3 3
331. he test bench crank motor in W 405 EN ANNEX XI Vehicle propulsion family 1 Vehicle and propulsion family attribution 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 below are identical or remain within the prescribed and declared tolerances 1 1 Vehicle category sub category the inertia of a vehicle variant s or version s within two inertia categories above or below the nominal inertia category type of bodywork if applicable overall gear ratios engine revolutions per kilometre 1 2 Propulsion family characteristics number of engines or motors hybrid operation mode s parallel sequential other number of cylinders of the combustion engine engine capacity 30 of the combustion engine number and control cam phasing of combustion engine valves monofuel bifuel flex fuel HoNG multifuel fuel system carburettor scavenging port port fuel injection direct fuel injection other fuel storage type of cooling system of combustion engine combustion cycle PI CI two stroke four stroke other intake air naturally aspirated charged turbo compressor CO emissions measured by the technical service do not exceed the type approved value by more than 4 per cent 1 3 Pollution control system characteristics
332. he type testing shall be regularly calibrated and maintained A flame ionisation detectionor NDIR analyser may be used for measuring hydrocarbons The vehicle s shall be tested with the fuel consuming engine running 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 If this inspection requires a special procedure this shall be detailed in the service manual or equivalent media This special procedure shall not require the use of special equipment other than that provided with the vehicle Test type II description of test procedure to measure tailpipe emissions at increased idle free acceleration test Components for adjusting the idling speed Definition For the purposes of this Regulation components for adjusting the idling speed refer to controls for changing the idling conditions of the engine which may be easily operated by a mechanic using only the tools described in paragraph 4 1 2 below 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 Tools which may be used to adjust the idling speed screwdrivers ordinary or cross headed spanners rin
333. hicle 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 40 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 per cent 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 condensation 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 per cent by volume for petrol and diesel less than 2 2 per cent
334. hicles powered by an electric powertrain only 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 2 to this Annex The technical service in charge of the tests shall measure the electric range of the vehicle according to the method described in Appendix 2 The electric range measured by this method shall be the only one referred to in promotional material Category Lle vehicles designed to pedal referred to in Article 2 94 shall be exempted from the electric range test Electric energy consumption shall be expressed in Watt hours per kilometre Wh km and the range in kilometres both rounded to the nearest whole number 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 The test results for CO emissions shall be expressed in grams per kilometre g km rounded to the nearest whole number Mean value of G20 and G25 reference fuels at 288 2 K 15 C 263 E N 2 43 2 4 4 2 4 5 2 4 6 2 9 2 5 1 2 2 2 2 5 3 3 1 3 1 1 The fuel consumption expressed in litres per 100 km in the case of petrol ethanol E85 and diesel or in kg and m per 100 km in the case of NG biomethane
335. id cooled engines the coolant temperature shall be acceptable CO concentration calculation in the type II idle test The CO Cco and Cco concentration shall be determined from the measuring instrument readings or recordings by use of appropriate calibration curves The corrected concentration for carbon monoxide is Equation 2 1 Cco Coo Coo Ccocorr 15 2 The Cco concentration see paragraph 5 1 shall be measured according to the formulae in paragraph 5 2 and need not be corrected if the total of the concentrations measured Cco Cco is at least a for petrol E5 15 per cent b for LPG 13 5 per cent c for NG biomethane 11 5 per cent Test type II free acceleration test procedure The combustion engine and any turbocharger 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 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 to elapse between i
336. in accordance with that Regulation should be replaced by corresponding UNECE regulations or Global Technical Regulation No 2 WMTC the provisions of the three delegated acts and the implementing act under that Regulation Pursuant to the provisions of Regulation EU No 168 2013 the L category vehicles systems components and separate technical units covered by this Regulation may not be placed or made available on the market or enter into service in the Member States unless they comply with its provisions The Member States should take all necessary measures to ensure that the obligations resulting from this Regulation are met Given the scale and impact of the action proposed in the sector in question the Union measures in this Regulation are indispensable if the environmental and safety objectives set namely the approval of vehicles in the Union are to be achieved These objectives cannot be adequately achieved by the Member States acting individually Technical progress requires the rapid adaptation of the technical requirements With the exception of the limit values for pollutants and sound level this task should be assigned to the Commission in order to simplify and speed up the procedure In all cases where the European Parliament and the Council confer upon the Commission authority to implement rules laid down in the L category vehicle sector it is appropriate to provide for a procedure for prior consultation between the Commission and
337. 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 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 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
338. inertia mass kg mi Equivalent inertia mass kg mk Kerb mass L category vehicle kg Equivalent inertia mass of all the wheel kg mri Equivalent inertia mass of all the rear wheel and L category vehicle parts kg rotating with wheel Mref Mass in running order of the L category vehicle kg mrf Rotating mass of the front wheel kg mrid Rider mass kg n Engine speed min l n Number of data regarding the emission or the test N Number of revolution made by pump P ng Number of forward gears Nidle Idling speed 1 77 Symbol Definition Unit n max acc 1l Upshift speed from gear 1 to gear 2 during acceleration phases min l n_max_acc i Up shift speed from gear i to gear i 1 during acceleration phases i gt 1 1 n min acc i Minimum engine speed for cruising or deceleration in gear 1 1 Nitrogen oxide concentration of diluted gases corrected to take account of m diluent air ppm Nitrogen oxide concentration in the sample of diluent air corrected to in bag B ppm NOxe Nitrogen oxide concentration in the sample of diluent air corrected to in bag A ppm NOxm Mass of nitrogen oxides emitted during the test part mg km Standard ambient pressure kPa Pa Ambient atmospheric pressure kPa Pd Saturated pressure of water at the test temperature kPa Pi Average under pressure during the test part in the
339. ing composition 1 N hydrobromic acid HBr 10 ml 1 N sulphuric acid H25O4 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 before weighing Before the system is tested in accordance with section 2 it shall be put in normal working order by one of the following methods Conditioning by continuous road operation The table below shows the minimum distance to be travelled for each category of vehicle during conditioning Category of vehicle by cylinder capacity Distance cm km 1 lt 250 4000 2 250 500 6000 3 gt 500 8000 Table Ap8 3 1 Minimum distance to be travelled during conditioning 50 10 96 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 352 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 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 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 c
340. 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 begin the initial vehicle acceleration of the driving schedule j operate the vehicle according to the driving cycles specified in paragraph 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 samples switch off gas flow measuring device No 1 and start gas flow measuring device No 2 1 in case of vehicles capable of running Part 3 of the WMTC 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 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 paragraph 6 1 1 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 immediately after the end of the sample period turn off the cooling fan p turn off the constant volume sampler CVS
341. ion Requirements L category vehicles equipped with a pure electric propulsion shall meet all the relevant requirements with regard to the measurements of the maximum torque maximum net power and the maximum 15 minute power of electric drive trains set out in UNECE regulation No 85 401 EN 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 2 94 of Regulation EU No 168 2013 3 1 3 2 3 3 3 3 1 3 3 2 33 3 3 3 3 1 3 3 3 1 1 5 Sub category Lle A vehicle Sub category Lle B vehicle with a power controlled pedal assistance which is equipped with one or more auxiliary electric motor s with a total maximum continuous rated motor power of 500 W and a maximum peak power of not more than 1 6 x maximum continuous rated motor power of which the output is progressively reduced and finally cut off as the vehicle reaches a speed of 45 km h or sooner if the cyclist stops pedalling Exemption Lle vehicles within the scope of this Appendix shall be exempted from the requirements of Appendices 1 and 3 Test procedures and requirements 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 paragraph 4 2 6 2
342. ion EU No 168 2013 by this Regulation EN 410 EN
343. ion test fuel A and B 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 HoNG 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 96 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 189 EN 2 1 6 1 2 1 6 2 2 2 on the single hydrogen reference fuel referred 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 th
344. ion document according to the template referred to in Article 72 b of Regulation EU No 1682013 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 representative 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 section 1 1 of this Appendix of the type s of motorcycle for which the system s or component s is are intended the numbers and or symbols specific to the type of engine and motorcycle 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 number The applicant shall submit at the request of the technical service two samples of the system for which component type approval is requested an exhaust system conforming to that originally fitted to the motorcycle when the information document
345. 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 283 2K T 3182 where T is test temperature K 36 Determination of the correction factor a4 Equation Ap2 2 2 386 EN 3 3 1 3 4 3 4 1 99 1 2 T m Er das where T the absolute temperature of the ingested ps the dry atmospheric pressure in kilopascals kPa i e the total barometric pressure minus the water vapour pressure Equation Ap2 2 2 applies only if 0 93 x a4 1 07 If the limit values are exceeded the corrected value obtained shall be stated and the test conditions temperature and pressure stated exactly in the test report Determination of the correction factor for mechanical efficiency of the transmission 02 Where the measuring point is the output side of crankshaft this factor is equal to 1 the measuring point is not the output side of the crankshaft this factor 18 calculated using the formula Equation Ap2 2 2 1 a n 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 2 3 ni nj no fj Type E
346. ity of the nitrogen oxides in the exhaust gases assuming that they will be in the form of nitric oxide dNO2 2 05 10 mg m at reference temperature and pressure 273 2 K and 101 3 kPa NO is the concentration of diluted gases expressed in parts per million ppm corrected to take account of the dilution air by the following equation Equation 1 37 4 DF where NO is 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 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 paragraph 6 1 1 4 7 below is the humidity correction factor calculated using the following formula Equation 1 38 1 Kn 1 0 0329 10 7 where H is the absolute humidity in g of water per kg of dry air Equation 1 39 Pa Pa 100 where U is the humidity as a percentage P is the saturated pressure of water at the test temperature in kPa 18 the atmospheric pressure in kPa Particulate matter mass Particulate emission Mp g km is calculated by means of the following equation Equation 1 40 66 EN Va Ps Mi ep mix where exhaust gases are vented outside the tunnel Equation 1 41 Vakt EP M mux e Vad ep whe
347. ity 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 paragraph 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 M corr Mancorr 1 Pair weight Wy 1 Pair P meaia where Meorr PM mass corrected for buoyancy Muncorr PM mass uncorrected for buoyancy Pair density of air in balance environment Pweight 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 2300 kg m pa can be calculated as follows M pores mix TROP where P s absolute pressure in balance environment molar mass of air in balance environment 28 836 gmol R 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
348. kpressure condition of 125 mm 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 28 4 5 3 2 4 5 3 3 4 5 3 4 4 5 3 5 to atmosphere motortcycle motor tricycle exhaust pipes Figure 1 2 Equipment for sampling the gases and measuring their volume 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 composition 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
349. l 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 238 EN Test type V requirements durability of pollution control devices Appendix A Appendix title Page 1 The Standard Road Cycle for L Category Vehicles SRC LeCV 2 The US EPA Approved Mileage Accumulation durability cycle 239 1 1 1 2 1 3 1 4 General requirements This Annex describes the type V test procedures to verify the durability of pollution control devices of L category vehicles The type V test procedure shall include mileage accumulation procedures to age the test vehicle s 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 vehicle s The test vehicle s powertrain and pollution control devices fitted on the test vehicle s shall be documented and listed by the manufacturer The list shall include at a minimum such items as the specifications of the propulsion and its powertrain where applicable the exhaust oxygen sensor s catalytic converter s particulate filter s or other pollution control devices in
350. l be measured at the specified speed v At least four to five points indicating the specified speeds along with the reference speeds 161 EN S 331 2 T 312 2 312 3 3 1 2 4 3 1 2 5 3 1 2 6 should be measured Table Ap 8 1 shows the specified vehicle speeds to perform coast down testing depending on the maximum design speed Vmax of the vehicle The asterisk indicates the reference speed in the table Category Specified speeds km h V max 2130 12059 100 so 60 40 20 130 100 90 80 60 40 20 100 70 60 50 40 30 20 5088 ot 30 20 2 Table 8 1 coast down test reference vehicle speeds 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 speed at which test measurement begins Put the gearbox to neutral or disconnect the power supply Measure the time t1 taken by the vehicle to decelerate from v2 v A v km h to v v Av km h where A v lt 5 km h for nominal vehicle speed lt 50 km h v 10 km h for nominal vehicle spe
351. l 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 AA 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 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 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 50 347 EN 2 24 43 2 2 4 5 2 225 2 2 5 1 2 2 5 2 2 2 9 3 2 2 5 4 2 2 5 5 2 95 2 9 15 km h whichever is slowest V
352. l replacement pollutant devices which are of a type covered and are intended to be fitted to a vehicle to which the relevant type approval document refers do not need to comply with the test requirements of Appendix 10 to Annex II provided they fulfil the requirements of paragraph 5 2 1 of Appendix 10 to Annex II CHAPTER V FINAL PROVISIONS Article18 Amendment of Part A of Annex V to Regulation EU No 168 2013 Part A of Annex V to Regulation EU No 168 2013 shall be amended in accordance with Annex XII Article19 Entry into force and application This Regulation shall enter into force on the 20 day following that of its publication in the Official Journal of the European Union It shall apply as of 1 January 2016 19 EN This Regulation shall be binding in its entirety and directly applicable in the Member States in accordance with the Treaties Done at Brussels For the Commission The President On behalf of the President Position 20 EN LIST OF ANNEXES Annex Annex title Page Number I List of UNECE regulations which apply on a compulsory basis II Test type I requirements tailpipe emissions after cold start III Test type II requirements tailpipe emissions at increased idle free acceleration test IV Test type III requirements emissions of crankcase gases V Test type IV requirements evaporative emissions VI Test type V requirements durability of
353. last calibration dates of the 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 300 E N Sub appendix 3 C Method of measuring the electric range of vehicles powered by an electric powertrain only or by a hybrid electric powertrain and the OVC range of vehicles powered by a hybrid 3 1 2 3 1 3 electric powertrain Measurement of the electric range The test method below 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 Parameter Unit Accuracy Resolution Time S 0 1 0 1 Distance m 0 1 per cent 1m Temperature K 1K 1K Speed km h per cent 0 2 km h Mass kg 0 5 per cent 1 kg Table Ap3C 1 Parameters units and accuracy of measurements Test conditions Condition of the vehicle The vehicle tyres shall be inflated to the pressure specified by the vehicle manufactu
354. le B L2e L5e 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 212 1 1 1 2 2 2 Appendix 1 Fuel tank 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 preconditioning procedure for fuel storage testing referred to in Annex II C8 to Regulation EU No 168 2013 The fuel tanks on those vehicles are exempted from the evaporative requirements set out in paragraphs 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 Annex II C8 to Regulation EU No 168 2013 a commercial premium grade fuel may be used at the
355. le equipped with the replacement device complies with the limit values in Annex VI to Regulation EU No 168 2013 according to the type approval of the vehicle 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 device Requirements regarding permissible sound level The vehicle referred to in section 3 4 1 equipped with a replacement pollution control device 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 Testing of the vehicle s propulsion performance The replacement catalytic converter or particulate trap shall be such as to ensure that the vehicle s propulsion performance is comparable with that achieved with the original equipment catalytic converter or particulate trap The propulsion performance of the replacement catalytic converter or particulate trap shall be compared with that of an original equipment catalytic converter or particulate trap also in new condition fitted in turn to the vehicle referred t
356. least square fit is performed to generate the calibration equations which have the formula Equation Ap 4 3 Vo Do M xo n A B Do M A and B are the slope intercept constants describing the lines 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 101 EN 2 2 11 2 3 2 3 1 219 2 2 3 3 2 3 4 and the intercept values DO shall increase as the pump flow range decreases If the calibration has been performed carefully the calculated values from the equation will be within 0 5 per cent 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 Calibration of the critical flow venturi CFV Calibration of the CFV is based on the flow equation for a critical flow venturi Equation Ap 4 4 K P 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 below establishes the value of the calibration coefficient at measured values of pressure temperature and air flow The manufacturer s recommended procedure shall be followed for calibrating electronic portions of the CFV Measurements for flow calibration of the critical flow venturi are required and
357. led 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 paragraph 4 3 of Annex I Operation mode the tests are conducted at a temperature of between 293 2 and 203 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 energy 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 per cent 5 per cent of the maximum design vehicle speed as determined according to the test procedure in Appendix 1 to Annex X Discharging shall stop a when the vehicle is unable to run at 65 per cent of the maximum thirty minutes speed or b when the standard on board instrumentation indicates that the vehicle should 272 2 4 1 2
358. ll be fitted in the dilution tunnel as specified in Appendices 3 4 and 5 The mixing chamber described above shall be a vessel such as those illustrated in Figures 4 1 and 4 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 paragraph 1 3 3 below 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 Should any component in the system heat exchanger cyclone separator blower etc change the concentration 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 d
359. lometre 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 Sub appendix 3C Dav average distance between two battery recharges Day 287 EN 443 4 44 4 4 4 1 4 4 4 2 4 km for L category vehicle with an engine capacity of 150 cm 6 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 and Vmax Z 130 km h The fuel consumption values shall be Equation Ap3 23 C 100 ci Diesi and Equation Ap3 24 100 c Dieso 1 100 km where and Di the actual distances driven in the tests performed under Conditions A paragraph 4 2 and B paragraph 4 3 respectively c and c test results determined in paragraphs 4 2 4 5 and 4 3 2 5 respectively The weighted fuel consumption values shall be calculated as below For testing in accordance with paragraph 4 2 4 2 1 Equation Ap3 25 C De C1 Dav C2 De Day where C fuel consumption in 1 100 km fuel consumption in 1 100 km with a fully charged electrical energy power storage device fuel consumption in 1 100 km with an electrical energy power storage device in minimum state of charge maximum discharge of capacity D vehicle s electric range according to the p
360. lt A x x 253 81 9 82 1 82 3 82 4 312 36 5 313 40 1 x x x 46 8 x x 198 199 200 201 202 70 9 72 2 72 8 72 8 71 9 gt lt x gt gt lt 258 82 4 82 3 82 3 82 2 82 2 gt lt gt lt 317 52 8 318 53 9 gt lt 53 7 54 3 203 204 205 206 207 70 5 68 8 67 1 65 4 63 9 gt gt 262 263 82 1 82 1 82 0 82 0 81 9 gt lt 322 323 c T 56 8 58 1 58 2 Xx gt lt 208 209 210 211 212 62 8 61 8 60 4 60 0 267 268 81 9 81 9 81 9 81 9 82 0 327 328 52 6 49 2 47 6 48 4 c c oo e gt lt gt lt gt lt gt lt gt lt 213 214 60 2 61 4 272 273 82 0 82 1 332 333 51 4 54 2 Xx 215 216 217 63 3 65 5 67 4 gt lt 274 275 82 2 82 3 82 4 gt lt gt lt 334 335 56 9 59 4 61 8 gt lt gt lt 218 219 68 5 68 7 gt lt gt lt 277 278 82 5 82 5 gt lt gt lt 337 338 64 1 66 2 gt lt gt lt 220 221 222 68 1 67 3 66 5 gt lt gt lt 279 280 82 5 82 5 82 4 gt lt gt lt 339 340 68 2 70 2 72 0 gt lt gt lt 223 224 65 9 65 5 gt lt gt
361. lt lt ox 2 x lt lt gt lt gt lt gt lt J gt lt x x gt lt gt lt gt lt gt lt x gt lt gt lt Table Ap 6 17 WMTC stage 2 cycle part 2 for vehicle classes 2 2 and 3 361 to 540 s EN 132 roller speed phase indicators x in km h 111111 11111220 rr EA B A rH Table 6 18 stage 2 cycle part 2 for vehicle classes 2 2 and 3 541 to 600 s 133 EN 4 1 stage 2 part 3 c eo I Roller speed km h B 26 mihi CO 1200 1300 1400 1500 1600 1700 1800 5 Vehicle class 3 2 Vehicle class 3 1 Figure Ap 6 8 stage 2 part 3 The characteristic roller speed versus test time of WMTC stage 2 part 3 is set out in the tables below 134 EN roller speed phase indicators 2002 roller speed phase indicators A 5 time in s i time in s inkm h stop acc cruise dec inkm h stop acc cruise dec inkm h stop acc cruise dec 73 9 IAM 121 53 0 74 1 x 122 51 6 754 2 1 123 50 9 76 8 x 124 50 5 78 7 125 50 2 80 4 x 126 50 3 6 817 127 50 6 82 6
362. luding the reference speed point s 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 Atp shall be calculated from the results The set running resistance force FR vj at the specified speed on the chassis dynamometer is calculated using the following equation Equation 1 28 v m 1 2Av xm F 1 3 6 At 22 The setting error 6 at the specified speed is calculated using the following equation Equation 1 29 Ev 5 T x100 The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria e 2 per cent for v gt 50 km h E lt 3 per cent for 30 km h lt v lt 50 km h X 10 per cent for v lt 30 km h The procedure described above 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
363. m assistance factor of an Lle category vehicle designed to pedal referred to in Article 2 94 of Regulation EU No 168 2013 365 EN Appendix 1 Requirements concerning the method for measuring the maximum design vehicle speed 1 1 2 1 22 2 2 1 2 2 2 2 2 3 22 amp 2 2 9 2 216 3 1 3 1 1 3 1 2 Scope and exemption Scope Measurement of the maximum design vehicle speed is obligatory for L category vehicles that are limited in maximum design vehicle speed which concerns sub categories Lle L2e L6e and L7e B1 and L7e C Test vehicle The test vehicle s used for propulsion performance tests shall be representative of the vehicle type 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 the test shall be in operation The 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 transmission and tyres of the test vehicle shall have been properly run 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 lo
364. m s average wind speed parallel 3 m s average wind speed perpendicular 2 m s maximum relative humidity 95 per cent air temperature 278 2 K to 308 2 K Standard ambient conditions shall be as follows pressure P4 100 kPa temperature T 293 2 relative air density d 0 9197 air volumetric mass p 1 189 kg m 154 EN 2 5 2 6 3 1 3 2 3 3 4 EN The relative air density when the vehicle is tested calculated in accordance with the formula below shall not differ by more than 7 5 per cent from the air density under the standard conditions The relative air density dT shall be calculated using the following formula Equation Ap 7 1 ENG T 0 d T where pjis the mean ambient pressure during test in kPa 1 the mean ambient temperature during test in Condition of the test vehicle The test vehicle shall comply with the conditions described in paragraph 6 2 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 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 adjustme
365. matter mass emissions if applicable and fuel consumption while simulating real world operation The test consists of engine start ups and L category vehicle 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 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 species 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 by 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
366. ments 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 axle s Requirements for the equipment The instrumentation for the speed and time measurement shall have the accuracies specified in paragraph 4 5 7 Inertia mass setting The equivalent inertia mass for the chassis dynamometer shall be the flywheel equivalent inertia mass mfi closest to the actual mass of the vehicle The actual mass Mg is obtained by adding the rotating mass of the non driven wheel s to the total mass of the vehicle rider and instruments measured during the road test Alternatively the equivalent inertia mass m can be derived from Appendix 5 The value of in kilograms may be measured or calculated as appropriate or estimated as 3 per cent of m If the actual mass mg cannot be equalised to the flywheel equivalent inertia mass to make the target running resistance force F equal to the running resistance force FR which is to be set to the chassis dynamometer the corrected coast down time ATR may be adjusted in accordance with the total mass ratio of the target coast down time in the following sequence Equation 1 9 251 Equation 1 10 AT em Equation 1 11 F F Equation 1 12 AT x 44 EN 4 5 6 2 4 5 6
367. 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 Parameter ETSI Limits Minimum Maximum Reference fuel G20 Unit Test method 84 EN Methane per cent mole 100 99 100 Balance per cent mole 1 per cent mole Sulphur content mg m 10 Wobbe Index net MJ m 48 2 47 2 49 2 Reference fuel G35 Methane per cent mole 86 84 88 Balance per cent mole 1 per cent mole 14 12 16 Sulphur content mg m3 2 10 Wobbe Index net MJ m3 3 394 38 2 40 6 Inerts different from C Value to be determined at 203 2 20 C and 101 3 kPa Value to be determined at 273 2 0 C and 101 3 kPa Type Hydrogen for internal combustion engines Parameter Unit Minimum 10 Test method Hydrogen purity mole 98 100 ISO 14687 Total hydrocarbon umol mol 0 100 ISO 14687 Water umol mol 0 e ISO 14687 Oxygen umol mol 0 e ISO 14687 Argon umol mol 0 ISO 14687 Nitrogen umol mol 0 a ISO 14687 CO umol mol 0 1 ISO 14687 Sulphur umol mol 0 ISO 14687 Permanent particulates ISO 14687 1 Not to be condens
368. minimum accuracy of 0 5 per cent of the measured value or 0 1 per cent 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 manufacturers 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 above 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 299 E N 2 2 3 1 3 2 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 Kr and set out in Appendix 3 and the
369. 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 The emission values including pollutant and carbon dioxide emission values and fuel consumption during regeneration shall be calculated in accordance with Annex II and paragraph 3 3 The number of operating cycles d measured for complete regeneration shall be recorded Calculation of the combined exhaust emissions of a single regenerative system Equation Ap13 1 Equation Ap13 2 194 EN Equation 13 3 M D M My SL Il where for each pollutant 1 considered mass emissions of pollutant 1 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 1 mass emissions of CO in g km and fuel consumption in 1 100 km over one type I operating cycle during regeneration when n 1 the first type I test is run cold and subsequent cycles are hot Msi mean mass emissions of pollutant 1 in g km or mean mass emissions of in g km and fuel consumption in 1 100 km over on
370. multiple periodic regenerating systems Equation Ap13 5 ny gt M sik j j l ny Mii m nj 2 Equation Ap13 6 4 tik j 1 1 j Equation Ap13 7 Y Ma Dx k l DP k l Equation Ap13 8 Ma dy k l 2 4 k 1 Equation Ap13 9 My Myg k l 1 d k l Equation Ap13 10 M S1 M T Mj X by Mj Dy Maj 4 1 d k 1 Equation Ap13 11 M 5 M where for each pollutant 1 considered M i mass emissions of event of pollutant i in g km mass emissions of in g km and fuel consumption in 1 100 km over one type I operating cycle without regeneration mass emissions of event of pollutant i in g km mass emissions of in g km and fuel consumption in 1 100 km over one type I operating cycle 197 EN during regeneration if d gt 1 the first type I test is run cold and subsequent cycles are hot M six mass emissions of event of pollutant 1 in g km mass emissions of in g km and fuel consumption in 1 100 km over one type I operating cycle without regeneration measured at point j 1 lt j lt n mass emissions of event of pollutant 1 in g km mass emissions of 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 cycl
371. n 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 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 1 2 1 Setting of injection pump delivery system 2 Ignition or injection setting timing curve 3 Electronic Throttle control 4 Any other rotational speed governor setting 5 Noise and tailpipe emission abatement system settings and devices Table Ap2 2 2 setting conditions Test conditions The maximum torque and net power tests shall be c
372. n paragraph 3 3 12 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 45 mbar in the extraction flue at the point of connection with the vehicle s exhaust system 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 390 E N Appendix 2 3 Determination of the maximum torque and maximum net power of L category vehicles 1 1 1524 1 3 1 4 1 5 1 6 1 7 1 8 equipped with a 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 90 Engine speed shall be measured preferably with an automatically synchronised revolution counter and chronometer or counter timer Fuel consumption 1 of measured consumption Fuel temperature 2 Engine inlet air temperature 2 Barometric pressure 100 Pa Pressure in inlet manifold 50 Pa Pressure in vehicle exhaust pipe 200 Pa Tests to measure the maximum torque and maximum net engine power Accessori
373. n paragraph 4 2 4 1 The possible positions of the adjustment components shall be limited by the larger of the following two values the lowest idling speed which the engine can reach the speed recommended by the manufacturer minus 100 revolutions per minute or the smallest of the following three values a the highest speed the engine can attain by activation of the idling speed components b the speed recommended by the manufacturer plus 250 revolutions per minute c the cut in 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 CO2 content by volume of the exhaust gases emitted in OJ L 141 6 6 2009 p 12 OJ L xxx x x 2010 p x 203 E N 5 1 9 2 5 3 6 1 6 2 6 3 6 4 1 c hydrocarbons HC in ppm d the oxygen O2 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 f the engine oil temperature at the time of the test Alternatively for liqu
374. n the weighing room for at least one day If the weighing room stability criteria outlined in paragraph 4 5 3 12 1 3 4 are not met but the reference filter weighings meet the above criteria 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 Minimum internal diameter Wall thickness 1 mm Material stainless steel Figure 1 6 Particulate sampling probe configuration Reference gases Pure gases The following pure gases shall be available if necessary for calibration and operation Purified nitrogen purity lt 1 ppm C lt 1 ppm CO lt 400 ppm lt 0 1 ppm NO Purified synthetic air purity 1 ppm C1 lt 1 ppm CO lt 400 ppm lt 0 1 ppm NO oxygen content between 18 and 21 per cent by volume 56 EN 5 2 3 6 2 5 2 3 6 524 5 2 4 1 3 2 4 2 5 2 4 3 Purified oxygen purity gt 99 5 per cent vol O2 Purified hydrogen and mixture containing helium purity lt 1 ppm lt 400 ppm Carbon monoxide minimum purity 99 5 per cent Propane minimum purity 99 5 per cent Calibration and span gases Mixtures of gases with the following chemical compositions shall be available a C3Hs and purified synthetic air see paragraph 5 2 3 5 1 above b CO and purified nitrogen c and purified nitrogen
375. n which there are no significant acoustic disturbances may be used as a test site Flat surfaces which are covered with concrete asphalt or some other hard material and are highly reflective are suitable surfaces consisting of earth which has been tamped down shall not be used The test site shall be in the form of a rectangle the sides of which are at least 3 m from the outer edge of the moped handlebars excluded There shall be no significant obstacles e g no persons other than the rider and the observer may stand within this rectangle The moped shall be positioned within the rectangle so that the microphone used for measurement is at least 1 m from any kerb 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 18 taken of its effect on the microphone s sensitivity Method of measurement Nature and number of measurements The maximum noise level expressed in A weighted decibels dB A shall be measured during the period of operation laid down in paragraph 2 2 4 3 At least three measurements shall be taken at each measuring point Positioning of the microphone Figure Ap8 1 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 321 224 3
376. nal 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 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 90 of the wetted surface The centre line of the heating strips should 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
377. nce and installation requirements Specifications for noise levels The acoustic efficiency of the replacement exhaust systems or components thereof shall be tested using the methods described in paragraphs 2 3 2 4 2 5 and 2 6 With a replacement exhaust system or component thereof fitted to the vehicle referred to in paragraph 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 paragraph 3 2 3 3 using the same vehicle fitted with the original equipment silencer both during the test in motion and during the stationary test Testing of vehicle performance The replacement silencer shall be such as to ensure that the vehicle s performance 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 paragraph 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 requiremen
378. nce 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 of Appendix 6 The exhaust gases shall be analysed according to Annex II 185 EN 3 2 27 32 3 3 23 1 323 2 3 2 3 3 3 2 3 4 3 2 3 4 1 3 2 3 4 2 3 2 3 4 3 3 2 3 4 4 3 233 3 2 4 3 2 4 1 The test results shall be compared to the limits in paragraph 5 3 1 4 of this Regulation and the average emission of each pollutant expressed in grams per kilometre for Condition A shall be calculated Mj The test result of each combined cycle run Miia multiplied by the appropriate deterioration and 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 paragraph 3 2 4 Mj shall be calculated according to Equation 11 1 Condition B Conditioning of vehicle The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6 The electrical energy power storage device of the vehicle shall be discharged according to paragraph 3 2 2 2 After this preconditioning and before testing the vehicle shall be kept in a room in which the temperature remains relatively constant between
379. nce shall be made to a document in accordance with paragraph 5 1 364 E N ANNEX X Testing procedures and technical requirements as regards propulsion performance Appendix Appendix title Page Number 8 1 Requirements concerning the method for measuring the maximum design vehicle speed L1 Procedure for defining the correction coefficient for the annular 1 vehicle speed test track Requirements concerning the methods for measuring the 2 maximum torque and maximum net power of a propulsion containing a combustion engine Determination of the maximum torque and maximum net power of 2 1 vor spark ignition engines for vehicle categories L1e L2e and L6e 22 Determination of the maximum torque and maximum net power of spark ignition engines for vehicle categories L3e L4e L5e and L7e 221 Measurement of maximum torque and maximum net engine power by means of the engine temperature method 2 3 Determination of the maximum torque and maximum net power of L Li category vehicles equipped with a compression ignition engine 24 Determination of the maximum torque and maximum power of L 5 category vehicles equipped with a hybrid propulsion Requirements concerning the methods for measuring the 3 maximum torque and maximum continuous rated power of a pure electric propulsion Requirements concerning the method for measuring the maximum 4 continuous rated power switch off distance and maximu
380. nd diesel or in kg per 100 km in the case of NG biomethane H2NG and hydrogen is calculated using the following formulae for vehicles with a positive ignition engine fuelled with petrol E5 Equation Apl 1 FC 0 118 D 0 848 HC 0 429 CO 0 273 COx for vehicles with a positive ignition engine fuelled with LPG Equation 1 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 Equation 1 3 0 1212 0 538 cf 0 825 HC 0 429 CO 0 273 CO The correction factor is determined as follows Equation 1 4 cf 0 825 0 0693 Nactuals where Nactual the actual H C ratio of the fuel used for vehicles with a positive ignition engine fuelled with NG biomethane Equation Ap1 5 FCnorm 0 1336 0 654 0 749 HC 0 429 CO 0 273 CO2 in for vehicles with a positive ignition engine fuelled by HoNG Equation Ap1 6 _ 910 4 A 13 600 7 848 44 655 667 08 AL 9 104 A 136 3 HC 0 429 CO 0 273 in for vehicles fuelled with gaseous hydrogen Equation Apl 7 a 2802 LIL ZT For vehicles fuelled with gaseous or liquid hydrogen the manufacturer may alternati
381. nitial 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 1500 rpm without 204 E N 6 5 7 1 running wheels or without gear this maximum engine speed shall be reached The average concentration level of the particulate matter in m in the exhaust flow opacity shall be measured during five free acceleration tests Test type II free acceleration test results and requirements The test value measured in accordance with paragraph 6 5 shall be in compliance with the test result requirements in paragraph 8 2 2 2 of Annex II to Directive 2009 40 EC as amended by Directive 2010 40 EC 205 E N 2 1 2 2 2 2 1 22 2 23 2 4 2 9 3 1 3 2 ANNEX IV Test type III requirements emissions of crankcase gases Introduction This Annex describes the procedure for the type III test defined in Article 7 of this Regulation General provisions The manufacturer shall provide the approval authority with technical details and drawings to prove that the engine s is 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 cases below shall the technical service and approval authority require the manufacturer to carry out the type III tes
382. nitrogen oxides and hydrocarbons More specifically a considerable reduction in hydrocarbon emissions from L category vehicles is necessary to improve air quality and comply with limit values for pollution not only directly to significantly reduce the disproportionately high hydrocarbon tailpipe and evaporative emissions from these vehicles but also to help reduce volatile particle levels in urban areas and possibly also smog A standardised method for measuring vehicles fuel consumption and carbon dioxide emissions is necessary to ensure that no technical barriers to trade arise between Member States and that customers and users are supplied with objective and precise information By Council Decision 97 836 EC the Union acceded 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 and or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions Revised 1958 Agreement Manufacturers apply for approval for L category vehicles their systems components or separate technical units in accordance with Regulation EU No 168 2013 They have the choice of meeting the requirements of either the relevant EU regulations or the corresponding UNECE regulations Most of the requirements of EU regulations on vehicle parts are taken from the
383. nly in strategy parameters i e such as D and 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 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 should be performed and the test results Ms in combination with the changed parameters D and or 47 may be introduced into the relevant formula e to update the multiple K factor in mathematically by substituting the existing basic factor formula e 200 EN ANNEX III Test type II requirements tailpipe emissions at increased idle free acceleration test 241 2 2 2 3 3 1 3 2 3 24 3 22 3 3 3 4 3 5 18 19 Introduction This Annex describes the procedure for type II testing as defined in Article 6 designed to ensure the requisite measurement of emissions during roadworthiness testing The purpose of the requirements of this Annex is to demonstrate that the approved vehicle complies with the requirements of Directive 2009 40 EC 5 as amended by Directive 2010 48 EC Scope During the typ
384. ns of Annex II 188 EN Type I test procedure for L category vehicles fuelled with LPG NG biomethane flex fuel 1 1 L2 1 3 2 1 Appendix 12 HNG or hydrogen Introduction This Appendix describes the special requirements as regards the testing of LPG NG biomethane H2NG or hydrogen gas for the approval of vehicles that run on those fuels or can run on petrol LPG NG biomethane H2NG 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 representative LPG NG biomethane or HNG 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 It shall be demonstrated that the parent vehicle equipped with a representative LPG NG biomethane HNG 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 C3 C composit
385. nt 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 v2 as specified in Table Ap 7 1 depending on the vehicle class as defined in paragraph 6 3 155 EN 42 43 5 1 design in km h v1 in km h v2 in km h lt 25 km h 20 25 15 B 20 10 10 15 5 lt 45 km h 40 45 35 30 35 25 20 25 15 45 maximum design speed lt 130 km h and 130 km h 120 130 110 100 110 90 80 90 70 60 70 50 40 45 35 20 25 15 Table 7 1 Coast down time measurement beginning speed and ending speed When the running resistance is verified in accordance with paragraph 7 2 2 3 2 the test can be executed at vj 5 km h provided that the coast down time accuracy referred to in paragraph 6 5 7 in this Regulation 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 156 EN 3 2 9 9 5 4 5 5 5 6 5 7 5 8 Since shifting the transmission to neutral can be dangerous and complicated by the vehicle s construction the coasting may be performed
386. nt of EU type approval for L category vehicles standards were established at Member State level The legislation often varied and manufacturers were obliged to vary their production of vehicles systems components or separate technical units accordingly Also these had to be tested for each Member State market which was time consuming and costly Different national rules consequently hindered trade and had a negative effect on the establishment and functioning of the internal market It was therefore necessary to take measures at EU level especially to address EU wide concerns regarding safety Framework Directive 2002 24 EC which was based on Article 95 of the Treaty establishing the European Community aimed to establish an internal market in this area while ensuring a high level of protection for health safety and the environment There is still a need for EU action to avoid fragmentation of the internal market and ensure consistently high levels of protection across Europe A further advantage of EU level legislation are the economies of scale through harmonised legal requirements vehicles systems components and separate technical units can be produced for the whole European market rather than customised to obtain type approval in individual Member States Also updating the legal framework in line with technical progress will ensure a level playing field for manufacturers with regard to new technology Due to EU wide competition consumers
387. ntary 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 below 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 EN 2 1 Duration of each Gear to be used in the Acceler Cumulati case ofa ation Speed Operati ve time manual shift Nature of operation Phase m s km h on s s gearbox 1 Idling 0 11 11 11 6sPM 5s lt Ho Deceleration clutch disengaged Idling 21 21 49 16sPM 5s K i 0 74 1 According to 0 32 7 E 32 manufacturer 075 32 10 s instructions 0 0 0 21 21 117 16s PM 5 5 KE 0 Steady speed 10 Deceleration clutch disengaged Idling 3 Steady speed Deceleration 15 Steady speed 0 s manufacturer 8 840 9 17 Deceleration clutch 0 92 10 0 3 188 K disengaged PM gears in neutral clutch engaged clutch disengaged P Table 6 2 ECE R40 elementary urban cycle characteristi
388. nturi inlet pressure For sonic flow Ky 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 per 103 EN 3 1 3 2 3 2 1 32 2 3 3 3 3 1 3 3 2 cent of the average 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 then analysing and calculating the pollutant mass according to the formula in paragraph 4 below except that the density of propane shall be taken as 1 967 grams per litre at standard conditions The two techniques below are known to give sufficient accuracy The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 per cent CFO method Metering a constant flow of pure gas CO or C3Hg using a critical flow orifice device A known quantity of pure gas CO or C5Hy 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 indep
389. o be used is propane with balance 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 below 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 237 4 1 4 2 4 3 4 4 4 5 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 polynomial 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 paragraph 4 2 a table of indicated reading against true concentration 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 a date of calibration b span and zero potentiometer readings where applicable nominal scale c reference data of each calibration gas used d the actua
390. o in section 3 4 1 This test is carried out according to the applicable procedure set out in Annex X The maximum total torque and power as well as the maximum attainable vehicle speed if applicable measured with the replacement catalytic converter or particulate trap shall not deviate by more than 5 from those measured under the same conditions with the type approved original device As provided for in this Regulation in the version applicable to the type approval of that vehicle 177 EN 1 1 1 2 1 3 1 4 3 1 13 Appendix 11 Type I test procedure for hybrid L category vehicles Introduction This Annex defines the specific provisions regarding type approval of hybrid electric L category vehicles HEV as defined in paragraph 4 of this Regulation In principle for the 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 paragraph 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 72 g of Regulation EU No 168 2013 The emissions test results shall comply with the limits under all test conditions specified in this Regulation Categories of hybrid vehicles
391. o take account of frictional losses This accuracy may be 2 for the measurements carried out at power levels less than 50 of the maximum value It will in all cases be 1 90 for the measurement maximum torque 381 EN Exhaust system Exhaust manifold Exhaust clean up system secondary air system where fitted Pipe work Silencer Exhaust pipe Electrical control device where fitted If series mounted yes Carburettor If series mounted yes Fuel injection system Upstream filter Filter Fuel supply pump and high pressure pump if applicable High pressure lines Injector Air inlet where fitted Fuel pressure flow regulator where fitted If series mounted yes Maximum rotational speed and or power governors If series mounted yes Liquid cooling equipment Engine bonnet Radiator Fan Fan cowl Water pump Thermostat 33 If series mounted yes Air cooling Cowl Blower Cooling temperature regulating device s Auxiliary bench blower If series mounted yes Electrical equipment 34 If series mounted yes 10 Supercharging equipment or turbo compressor where fitted Compressor driven directly by the engine and or by the exhaust gases If series mounted yes 382 EN 22 2 3 2 3 1 2 3 2
392. o that originally fitted to the vehicle when the information document according to the template referred to in Article 72 b of Regulation EU No 168 2013 was issued 356 EN 3 2 3 3 3 2 3 3 1 Bin 3 2 3 4 3 3 3 3 1 3 4 3 4 1 3 5 3 5 1 3 5 1 1 3 5 1 2 Sob 3 5 1 4 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 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 paragraph 2 2 1 3 during the stationary test is may not exceed by more than 3 0 dB A the value indicated on the manufacturer 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 was first put into service a separate engine identical to that fitted to the vehicle referred to above 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 Articl
393. o the method in Sub appendix 1 Starting within four hours of to the applicable type I test shall be run twice on a chassis dynamometer following which the distance covered in km Di is recorded 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 273 2 44 The vehicle shall be charged according to the normal overnight charge procedure in paragraph 2 4 1 2 1 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 to 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 E Des expressed in Wh km and rounded to the nearest whole number where Die is the distance covered during the test in km 274 EN Appendix 3 Method of measuring the carbon dioxide emissions fuel cons
394. oard diagnostic OBD system on the vehicle by simulating failure of emission relevant components in the powertrain management system and emission control system 1 2 The manufacturer shall make available the defective components and 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 per cent the OBD thresholds set out in Annex VI B to Regulation EU No 168 2013 1 3 When the vehicle is tested with the defective component or device fitted the OBD system shall be approved if the malfunction indicator is activated The system shall also be approved if the indicator is activated below the OBD threshold limits 2 stage I and stage II 2 1 OBD stage I The test procedures in this Annex shall be mandatory for L category vehicles equipped with an OBD stage I system as referred to in Article 19 of and Annex IV to Regulation EU No 168 2013 This obligation concerns compliance with all provisions below except those relating to OBD stage II requirements paragraph 25241 2 2 OBD stage II 2 2 1 An L category vehicle may be equipped with OBD stage II system at the choice of the manufacturer 2 222 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 appli
395. of its Annex V with regard to the environmental and propulsion performance requirements for two or three wheel vehicles and quadricycles Text with EEA relevance THE EUROPEAN COMMISSION Having regard to the Treaty on the Functioning of the European Union and in particular Article290 thereof Having regard to Regulation EU No 168 2013of the European Parliament and of the Council on the approval and market surveillance of two or three wheel vehicles and quadricycles and in particular Articles 18 23 24 and 73 thereof Whereas 1 The internal market comprises an area without internal frontiers in which the free movement of goods persons services and capital is ensured To that end comprehensive EU type approval and a strengthened market surveillance system for L category vehicles and its systems components and separate technical units as defined by Regulation EU No 168 2013 apply 2 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 four wheel vehicles quadricycles such as on road quads all terrain vehicles and quadrimobiles 3 By Council Decision 97 836 the Union acceded to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles equipment and parts
396. 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 5000 rpm 38 4 if S is not more than 5 000 rpm where 5 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 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 72 b 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 The highest of the three measurements shall be taken as the test result 350 E N 2 4 2 4 1 B B P Microphone Microphone A Figure 8 3 2 Positions for testing the vehicle in motion
397. of the fuel line shall be plugged with impermeable material The words fuel tank in paragraphs 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 or b the manufacturer may use a proprietary test procedure if it can be demonstrated to the approval authority that this test is just as severe as test method 219 EN 71 2 7 3 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 paragraph 7 1 Physical testing of fuel line assembly permeation is not required if a the fuel lines meet the R11 A 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 tightness 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 220 E N Appendix 3 SHED test procedure 1 Scope 1 1 As of the application date laid down in Annex IV to Regulation EU No 168 2013 th
398. om 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 384 EN 2 3 7 2 3 8 2 3 9 2 3 10 2 3 11 2 9 12 2 23 3s 2 3 14 3 13 2 3 16 2 4 No data shall be taken until torque speed and temperature have remained substantially constant for at least 30 seconds The engine speed during a run or reading shall not deviate from the selected speed by more than 1 or 10 min whichever is greater 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 The temperature of the coolant at the outlet from the engine shall be kept within t 5 K 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 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 The temperature of the lubric
399. omatically and not by the driver after a pre determined period of time Test temperature and pressure The test temperature and ambient pressure shall meet the requirements of the type I test as set out in Annex II Test equipment Chassis dynamometer The chassis dynamometer shall meet the requirements of Annex II OBD test procedures The operating test cycle on the chassis dynamometer shall meet the requirements of Annex II Vehicle preconditioning According to the propulsion type and after introduction of one of the failure modes referred to in paragraph 8 3 the vehicle shall be preconditioned by driving at least two consecutive appropriate type I tests For vehicles equipped with a compression ignition engine additional preconditioning of two appropriate type I test cycles is permitted At the request of the manufacturer alternative preconditioning methods may be used Failure modes to be tested For positive ignition propelled vehicles Replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure Engine misfire conditions in line with those for misfire monitoring referred to in Annex II C11 to Regulation EU No 168 2013 Replacement of the oxygen sensor with a deteriorated or defective sensor or electronic simulation of such a failure 309 E N 8 3 1 4 8 3 1 5 8 3 2 8 3 2 1 8 3 2 2 8 3 2 3 8 3 2 4 8 3 2 5 8 3 3 8 3 4 8
400. ometer are equalised The tyre pressure shall be indicated in the test report L category vehicle sub classification Figure 1 0 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 25 EN 4 3 1 4 3 2 4 33 110 100 90 80 70 7 60 50 40 30 20 max vehicle speed in km h 0 T r 0 150 300 450 600 750 900 1050 1200 1350 1500 engine capacity in cm Figure 1 1 L category vehicle sub classification for environmental testing test types I VII and VIII Class 1 L category vehicles that fulfil the following specifications belong to class 1 engine capacity lt 150 cm and Vmax lt 100 km h class 1 Table 1 1 sub classification criteria for class 1 L category vehicles Class 2 L category vehicles that fulfil the following specifications belong to class 2 and shall be sub classified in Engine capacity lt 150 cm and 100 km h lt Vmax lt 115 km h or engine capacity 2150 cm and Vmax lt 115 km h 115 km h Vmax lt 130 km h sub class 2 2 Table 1 2 sub classification criteria for class 2 L category vehicles Class 3 L categor
401. ommended 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 paragraph 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 give a representative average inlet temperature The engine speed during a measurement run shall not deviate by more than 1 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 The fuel consumption readings shall begin when it is certain that the engin
402. omponents 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 Ap8 3 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 gas back pressure measured at least 100 mm downstream of the intake flange reaches a value of between 0 35 and 0 40 bar Should the engine characteristics prevent this the valve shall open when the gas back pressure reaches a level equivalent to 90 of 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 The time lapse relay shall be set for the period in which exhaust gases are produced calculated on the basis of the requirements of paragraph 2 4 1 4 2 3 Engine speed shall be 75 90 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 96 of engine speed S Any drainage holes shall be closed off during the test The entire test shall be completed within 48 hours If nece
403. on less than 400 ppm c propane C3H3 99 5 minimum purity Calibration and span gases shall be available containing mixtures of propane C3Hs and purified synthetic air The true concentrations of a calibration gas shall be within 2 of the stated figures The accuracy of the diluted gases obtained when using a gas divider shall be to within 2 of the true value The concentrations specified in Appendix 1 may also be obtained by the use of a gas 224 4 9 4 9 1 5 2 3 2 1 5 2 2 5 2 3 EN divider using synthetic air as the diluting gas Additional equipment The relative humidity in the test area shall be measurable to within 5 90 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 50 2 96 of its rated capacity Sensors shoul
404. on as defined in paragraph 6 1 1 6 L represents the limit values to Ls as defined in Parts A B and C of Annex VI to Regulation EU No 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 46 EN 9 2 3 2 T 5 2 1 1 First Test 1 yes no Second Test Y Ri lt 0 85 L and R lt L and Ri lt 1 7 L gt 1 1 L or Ri gt and R 2 L no Third Test i Ri lt b and R lt L and lt L Ri Ri Rig 3 lt L accepted yes gt accepted accepted yes accepted Figure 1 5 Flowchart for the number of type I tests Type I tests Overview The type I test consists of prescribed sequences of dynamometer preparation fuelling parking and operating conditions 47 EN 2 2 1 2 5 2 1 3 5 2 1 4 5 2 1 5 5 2 2 2 2 1 3 242 Lek a a 5 2 2 1 3 9 2 2 2 The test is designed to determine hydrocarbon carbon monoxide oxides of nitrogen carbon dioxide particulate
405. on establishes the detailed technical requirements and test procedures regarding environmental and propulsion performance for the approval and market surveillance of L category vehicles and the systems components and separate technical units intended for such vehicles in accordance with Articles 18 23 24 and 73 of Regulation EU No 168 2013 and sets out a list of UNECE regulations and amendments thereto Article 2 Definitions The definitions of Regulation EU No 168 2013 shall apply In addition the following definitions shall apply stage 1 refers to the World harmonised Motorcycle Test Cycle laid down in UNECE Global Technical Regulation GTR No 2 WMTC stage 2 refers to the World harmonised Motorcycle Test Cycle laid down in UNECE Global Technical Regulation No 2 and includes a WMTC stage 1 b addendum 2 corrigendum 2 to GTR No 2 c amendment 1 corrigendum 1 to GTR No 2 stage 3 or revised means WMTC stage 2 applicable to L3e L4e L5e A L5e B L7e A L7e B and L7e C sub category vehicles WMTC stage 2 part 1 cold and part 1 warm applicable to Lle A Lle B L2e L6e A and L6e B sub category vehicles Measurement procedure for two wheel motorcycles equipped with a positive or compression ignition engine with regard to the emissions of gaseous pollutants emissions and fuel consumption UN document reference ECE TRANS 180 Add2e of 30 August 200
406. on of the approval authority may differ from the value in paragraph 7 by 5 371 EN 3 1 3 2 Sub appendix 1 1 Procedure for defining the correction coefficient for the annular test track Coefficient k relating to the annular test track shall be plotted up to the maximum permitted vehicle speed 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 For each vehicle speed selected the test shall be carried out in line with the requirements of this Regulation in two possible ways Vehicle speed measured in a straight line Vehicle speed measured on the annular test track va For each vehicle speed measured values v and v shall be entered on a diagram similar to that in Figure 1 1 1 with the successive points linked by a segment of a straight line Va Figure Apl 1 1 The coefficient k is given by the following formula for each vehicle speed measured Equation Apl 1 1 Vd Va 372 Appendix 2 Requirements concerning the methods for measuring the maximum torque and maximum net power of a propulsion containing a combustion engine or a hybrid propulsion 1 General requirements 2 Sub 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 L6e 3 Sub appendix 2 2 shall ap
407. on the pedals by the driver CHAPTER II OBLIGATIONS OF MANUFACTURERS REGARDING THE ENVIRONMENTAL PERFORMANCE OF VEHICLES Article 3 Fitting and demonstration requirements related to environmental and propulsion performance In order to comply with the vehicle construction requirements as laid down in Articles 23 and 24 of and Annexes V VI and VII to Regulation EU No 168 2013 manufacturers shall equip L category vehicles with systems components and separate technical units affecting environmental protection 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 In accordance with Articles 4 to 15 the manufacturer shall demonstrate to the approval authority by means of physical demonstration testing that the L category vehicles made available on the market registered or entering into service in the Union comply with the environmental requirements of Articles 23 and 24 of Regulation EU No 168 2013 and comply with the detailed technical requirements and test procedures laid down in this Regulation 2 If the manufacturer modifies the characteristics of the emission abatement system or performance of any of the emission relevant components after the approved vehicle type is placed on the market this shall be reported to the approval authority without delay The manufac
408. onducted at full load fuel injection pump setting the engine being equipped as specified in Table Ap2 2 1 The measurements shall be carried out under normal stabilised operating conditions with an adequate fresh air supply to the engine The engine shall have 394 E N 2 3 3 2 3 4 2 3 7 2 3 8 2 3 9 2 3 10 2 3 11 2312 2 3 13 2 3 14 2 3 15 been run in accordance with the manufacturer s recommendations Combustion chambers may contain deposits but in limited quantities The test conditions selected such as air inlet temperature shall resemble reference conditions see paragraph 3 2 as closely as possible in order to minimise the magnitude of the correction factor 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 No data shall be taken until torque speed and temperature have remained substantially constant for at least 30 seconds The engine speed during a run or reading shall not deviate from the selected speed by more than 1 or 10 min whichever is greate
409. one of the individual components which 344 EN 2 2 2 2 1 22 2 22 21 22 22 2 53 2 2 3 1 2 2 3 1 1 together form the exhaust system such as exhaust pipe work the silencer proper and the intake system air filter if any If the engine has to be equipped with an intake system air filter and or intake noise absorber in order to comply with maximum permissible sound levels the filter and 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 a tricycle L5e a light quadricycle L6e or 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 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
410. onents 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 Ap8 2 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 gas back pressure measured at least 100 mm downstream of the intake flange reaches a value of between 0 35 and 0 40 bar Should the engine characteristics prevent this the valve shall open when the gas back pressure reaches a level equivalent to 90 of that which can be measured before the engine stops It shall close when this pressure differs by no more than 10 from its stabilised value with the valve open The time lapse relay shall be set for the period in which exhaust gases are produced calculated on the basis of the requirements of paragraph 2 3 1 4 2 3 Engine speed shall be 75 90 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 96 of engine speed S Any drainage holes shall be closed off during the test The entire test shall be completed within 48 hours If necessar
411. ontrols the engine s drive train control unit means the on board computer that partly or entirely controls the vehicle s drive train communication protocol means a system of digital message formats and rules for messages exchanged in or between computing systems or units 2 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 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 actuator means a converter of an output signal from a control unit into motion heat or other physical state in order to control the powertrain engine s or drive train common rail means a fuel supply system to the engine in which a common high pressure is maintained 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 induction system or 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 manifol
412. opping from cycle speed to 30 km h The test vehicle shall then gradually be accelerated again until the cycle speed shown in Table AP2 2 18 attained The 10 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 11 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 260 E N Test type VII requirements measurement of emissions fuel consumption electric ANNEX VII
413. opulsion and warming up The warm or hot phase is the last 448 s four cycles when the propulsion is further warming up and finally running at operating temperature 108 Duration of Total No of Obera Acceleration Roller speed apemiti n duration operation m s km h 5 of one cycle s 1 Idling 8 2 full throttle 0 max 8 3 Constant full throttle max 57 speed de AES 20 65 5 20 36 101 speed 6 c 0 93 20 0 6 107 7 Idling 5 112 Table Ap 6 1 ECE R47 single cycle characteristic vehicle speed profile versus test time 109 EN 47 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 10 575755 4 o lm do 3 30 10 100 8 65 101 te 12 Figure Ap 6 2 ECE R47 based test cycle tolerances 110 EN 2 UNECE Regulation No 40 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 graph below 60 40 Roller speed km h 0 100 210 300 400 500 600 700 800 900 1000 1100 1 t s Figure Ap 6 3 ECE R40 based test cycle The ECE R40 based test cycle lasts 1170 seconds and consists of six eleme
414. or 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 5000 rpm or 38 4 if S 15 not more than 5000 rpm where 5 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 according to the template referred to in Article 72 g 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 335 EN 229 3 The highest of the three measurements will be taken as the test result Test for vehicle in motion Microphone Microphone C Figure Ap8 2 2 Test for vehicle in motion
415. or hydrogen as member of the propulsion family in Annex XI a type I test shall be performed with one gaseous reference fuel For LPG NG biomethane and H2NG vehicles this reference fuel may be either of the reference fuels in Appendix 2 The gas 190 EN 2 2 1 2 2 2 22 3 2 24 2 2 5 2 2 6 2 21 2 2 7 1 2 2 1 2 25211533 2 2 1 4 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 is reference fuel A for LPG or G20 for NG biomethane the emission result shall be multiplied by the relevant factor r ifr 1 ifr lt 1 no correction is needed If the test fuel is reference fuel B for LPG or G25 for NG biomethane the emission result shall be divided by the relevant factor r ifr 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 in Annex I to Regulation EU No 168 2013 for both measured and calculated emissions If repeated tests are conducted on the same engine an average shall first be taken of the 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 For
416. or 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 performance value shall be taken as the final test result of the propulsion 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 feature resulting in a higher propulsion performance in terms of maximum design vehicle speed maximum total torque or maximum total power shall be regarded as a defeat device 400 E N Appendix 3 Requirements concerning the methods for measuring the maximum torque and maximum 1 continuous rated power of L category vehicles equipped with a pure electric propuls
417. ordance with paragraph 3 2 1 or 4 2 2 of Appendix 3 3 vehicle conditioning in accordance with paragraph 3 2 2 or 4 2 3 of Appendix 3 4 charge during soak in accordance with paragraph 3 2 2 3 and 3 2 2 4 or 4 2 3 2 and 4 2 3 3 of Appendix 3 5 test in accordance with paragraph 3 2 3 or 4 2 4 of Appendix 3 6 charging in accordance with paragraph 3 2 4 or 4 2 5 of Appendix 3 Condition B 100 1 L 4 soc RP ESSI ERAS 1 1 I EN mimimum p 4 L i 1 I 1 e 8 4 Figure Ap3A 2 Condition B of the type VII test 1 initial state of charge 2 vehicle conditioning in accordance with paragraph 3 3 1 1 or 4 3 1 1 optional of Appendix 3 3 discharge in accordance with paragraph 3 3 1 1 or 4 3 1 1 of Appendix 3 4 soak in accordance with paragraph 3 3 1 2 or 4 3 1 2 of Appendix 3 297 EN 5 test in accordance with paragraph 3 3 2 or 4 3 2 of Appendix 3 6 charging in accordance with paragraph 3 3 3 or 4 3 3 of Appendix 3 7 discharging in accordance with paragraph 3 3 4 or 4 3 4 of Appendix 3 8 charging in accordance with paragraph 3 3 5 or 4 3 5 of Appendix 3 298 EN Sub appendix 3 Method for measuring the electricity balance of the battery of OVC NOVC 1 1 1 2 1 3 241 Introduction This Sub appendix sets out the method an
418. ords show the relevant instrument information 1 recorder charts identify zero span exhaust gas and dilution air sample traces j 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 per cent of the barometric pressure at the central barometer location k 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 should be recorded continuously or digitally to determine temperature variations 1 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 m 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 n 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 p the gear use schedule for the test q the emissions results of the type I te
419. osed type fuel tanks ns 3 1 T 0 3333 t 288 5 An initial vapour temperature up to 5 K above 294 K is permissible In this circumstance vapour shall not be heated at the start of the diurnal test When the fuel temperature has been raised to 5 5 K below the vapour temperature by following the T function the remainder of the vapour heating profile shall be followed 226 E N 5 3 1 7 5 3 1 8 5 3 1 9 5 3 1 10 5 3 2 5 3 2 1 5 3 3 5 3 3 1 Ty 0 3333 t 294 0 For non exposed type fuel tanks Equations Ap3 2 Tr 0 2222 t 288 5 Ty 0 2222 t 294 0 where T required temperature of fuel K T required temperature of vapour t time from start of the tank heat build in minutes The hydrocarbon analyser is zeroed and spanned immediately before the end of the test If the heating requirements in paragraph 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 Cyc The time or elapsed time of this is recorded together with the final temperature and barometric pressure T and pr 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 f
420. paces 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 Annex II C8 to Regulation EU No 168 2013 permeation means the losses through the walls of the fuel storage and delivery systems generally tested by weight loss 13 EN 58 59 60 61 62 63 64 65 66 67 68 69 evaporation means the breathing losses from the fuel storage fuel delivery system other sources through which hydrocarbons breathe into the atmosphere tank breathing losses are hydrocarbon emissions caused by temperature changes in the fuel tank hot soak losses are hydrocarbon emissions arising from the fuel system of a stationary vehicle after a period of driving assuming a ratio of H220 mileage accumulation means a representative test vehicle or a fleet of representative test vehicles driving a predefined distance as set out in Article 23 3 of and Part A of Annex VII to Regulation EU No 168 2013 in accordance with the test requirements of Annex V A to that Regulation combustion engine vehicle means a vehicle powered by an internal or external combustion engine only electric po
421. pe 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 and or intake silencer in order 355 3 1 3 2 3 2 1 3 22 3 2 2 T 252 225 3 22 3 3 2 3 3 2 3 1 3 2 9 2 to comply with the permissible noise level the filter and or silencer shall be regarded as part of the silencer and the requirements of paragraph 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 Definition Non original replacement exhaust system or components thereof means any exhaust system component as defined in paragraph 1 2 intended to be fitted to a three moped tricycle or quadricycle to replace t
422. plete 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 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 409 EN Amendment of Annex V to Regulation EU 168 2013 1 Annex V to Regulation EU No 168 2013shall be supplemented as follows Subclassification Heguirementsstest SERES procedures criteria im laid down in Regulation Test BE Requirements addition to 8 Description 2013 type limit values Article 2 and f environmental and Annex I propulsion performance requirements I ds ANNEX II II ide is ANNEX III III ds IV xs ANNEX V V ANNEX VI VI VII Vs X ANNEX VII VIII 24 ved ANNEX VIII IX 385 ANNEX IX Table 10 1 Amendments of part A of Annex V to Regulat
423. ply for the purpose of determining the maximum torque and maximum net power of spark ignition engines for vehicle categories L3e L4e L5e and L7e 4 Sub 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 3 Sub 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 6 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 be 2 of measured torque 7 The tests may be carried out in air conditioned test chambers where the atmospheric conditions can be controlled 8 In the case of non conventional propulsions and systems and hybrid applications particulars equivalent to those referred to in this Regulation shall be supplied by the manufacturer 9 Torque verification requirement 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 2 0 km h 373 App
424. pollution control devices VII Test type VII requirements measurement of CO emissions fuel consumption electric energy consumption and electric range determination VIII Test type VIII requirements environmental on board diagnostic OBD tests IX Test type IX requirements sound level X Test procedures and technical requirements on propulsion performance XI Vehicle and propulsion family definition XII Amendment of part A of Annex V to Regulation EU No 168 2013 21 1 List of UNECE regulations which apply on a compulsory basis UNECE Subject Series of OJ Applicability regulation amendments Reference No Noise emissions of E 41 04 14 11 2012 motorcycles 1 85 Measurement of net power EN Explanatory note The fact that a system or component is included in this list does not make its installation mandatory For certain components however mandatory installation requirements are laid down in other annexes to this Regulation 22 EN Test type I requirements tailpipe emissions after cold start Appendix UNT Number Appendix title Page 1 Symbols used in Annex II 2 Reference fuels 3 Chassis dynamometer system 4 Dilution system 5 Equivalent inertia mass and running resistance 6 Driving cycles for type I tests 7 Road tests of an L category vehicle equipped with one wheel on the power
425. porative emission control devices 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 Sub appendix Carbon canister ageing Clean air Fuel tank Carbon Figure Ap3 2 1 carbon canister gas flow diagram and ports A 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 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 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 as follows Canister loading part of the test cycle Loading of the canister shall start within one minute of completing the purge portion of the test cycle The clean air vent port of the canister shall be open and the purge port shall be capped A mix by volume of 50 96 air and 50 90 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
426. pplicable for Lle A 1 1 L2e L5e B L6e A and L6e B sub category vehicles and is equivalent to the vehicle speed trace WMTC stage 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 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 paragraphs and tables below 145 EN 3 21 roller speed in km h 0 0 phase indicators Qa roller speed in km h 25 0 phase indicators stop time in s in km h 121 25 0 roller speed phase indicators 122 25 0 cruise dec 123 124 25 0 25 0 125 25 0 X X X Dx 126 25 0 127 25 0 128 25 0 129 25 0 130 25 0 134 16 8 135 17 7 136 21 1 137 25 0 138 25 0 139 25 0 140 25 0 141 25 0 142 25 0 143 25 0 144 25 0 145 25 0 146 20 3 147 A o o ole gt lt ps gt lt gt
427. pplicable for Lle A and Lle B Vmax 25 km h sub category vehicles cold warm 181 to 360 s 147 EN 3 2 3 time in 361 roller speed phase indicators stog acd cruisd ded 25 0 roller speed phase indicators time in in km h stop acc cruisd 421 25 0 481 roller speed phase indicators inkm stog acc eruise ded 0 0 X 362 25 0 422 25 0 482 363 364 25 0 25 0 423 424 25 0 25 0 483 484 365 25 0 425 25 0 485 0 0 366 25 0 426 25 0 367 250 x 427 250 368 25 0 428 25 0 TETTE x 487 45 x 486 488 14 8 8 gt lt gt x x 369 25 0 429 25 0 489 13 4 370 gt lt lt 430 431 25 0 490 17 3 432 433 434 435 0 25 0 436 25 0 437 25 0 378 250 x 438 250 x 439 25 0 440 25 0 dud 441 442 25 0 443 444 445 446 25 0 506 447 23 4 507 gt lt gt lt 448 21 8 450 19 3 508 gt lt 451 18 7 452 453 18 3 454 455 456 457 16 3 16 5 458 17 6 459 461 19 2 22 2 462 23 0 463 464 23 0 22 0 465 20 1 466 468 17
428. prescriptions as defined in Annex II 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 mz g and c 1 respectively Within 30 minutes of the end of the cycle the electrical energy power storage device shall be charged in accordance with paragraph 3 2 2 5 The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the energy charge eo Wh delivered from the mains The electrical energy power storage device of the vehicle shall be discharged in accordance with paragraph 4 2 2 1 Within 30 minutes of the discharge the electrical energy power storage device shall be charged in accordance with paragraph 3 2 2 5 The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the energy charge e3 Wh delivered from the mains The electric energy consumption e4 Wh for Condition B shall be Equation Ap3 19 2 3 Test results The CO values shall be Equation Ap3 20 Mi mi Diesi g km and Equation Ap3 17 m Drestz g km 286 E N 4 4 2 4 4 2 1 4 4 2 2 where Disi and Dio the actual distances driven in the tests performed under Conditions A paragraph 4 2 and B paragraph 4 3 respectively and m and
429. quipped 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 vehicle s 241 EN 2 2 1 3 23 2 4 2 4 1 2 42 3 1 The test vehicle s 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 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 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 verific
430. quirements on 1 Test type I requirements tailpipe emissions after cold start 2 Test type II requirements tailpipe emissions at increased idle free acceleration test 3 Test type III requirements emissions of crankcase gases 4 Test type IV requirements evaporative emissions 5 Test type V requirements durability of pollution control devices 6 Test type VII requirements measurement of emissions fuel consumption electric energy consumption and electric range determination 7 Test type VIII requirements environmental on board diagnostic OBD tests 8 Test type IX requirements sound level 9 Testing procedures and technical requirements on maximum design vehicle speed maximum torque and maximum continuous rated or net power 10 Vehicle and propulsion family definition and 11 Amendment of section A of Annex V to Regulation EU No 168 2013 b a Regulation on vehicle functional safety requirements and c Regulation on vehicle construction requirements and An Implementing Act Article 291 of TFEU sets out the administrative provisions regarding the information document the definitions in the type approval certificate the certificate of conformity and associated production conformity requirements etc EN COMMISSION DELEGATED REGULATION EU No of XXX supplementing Regulation EU No 168 2013 of the European Parliament and of the Council and amending Part A
431. r 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 more than 2 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 The fuel temperature shall be measured at the inlet of the injection system and 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 maintained within the limits established by the engine manufacturer The outlet temperature of the exhaust gases shall be measured at right angles to the exhaust flange s manifold s or orifices An auxiliary regulating system may be used if necessary to maintain the temperature within the limits specified in paragraphs 2 3 10 2 3 11 and 2 3 12 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 i
432. r 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 per cent At roller speeds of less than 10 km h air velocity may be zero The above mentioned air velocity 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 each of the nine points shall be within 10 per cent 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 1 Exhaust gas measurement system The gas collection device shall be a closed type device that can collect all exhaust gases at the vehicle exhaust outlet s on condition that it satisfies the bac
433. raph below for sub category L1e A Lle B L2e L6e A and L6e B vehicles 50 45 40 35 30 25 20 Roller Speed km h 15 10 0 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 Time s Vehicle class 1 Vehicle class 1 45km h limit 25 km h limit Figure Ap 6 10 WMTC stage 3 for Lle A Lle B L2e L5e B L6e A and L6e B vehicles The blue vehicle speed trace limited to 25 km h is applicable for Lle A and Lle B vehicles with a limited maximum vehicle speed of 25 km h 2 1 The cold and warm vehicle speed traces are identical EN 144 EN 3 1 3 2 Description of the WMTC stage 3 test cycle for L1e A L1e B L2e L5e B L6e A and L6e B sub category vehicles 50 45 ally 20 1 Roller Speed km h 15 4 10 4 0 100 200 300 400 500 600 TIT Vehicle class 1 Vehicle class 1 45km h limit 25 km h limit Figure Ap 6 11 WMTC stage 3 for Lle A Lle B L2e L5e B L6e A and L6e B sub category vehicles The blue vehicle speed trace limited to 25 km h is applicable for Lle A and Lle B vehicles with a limited maximum vehicle speed of 25 km h The vehicle speed trace WMTC stage 3 shown in Figure Ap 6 10 is a
434. ration of the load indicator at other speeds The procedures described in paragraph 2 2 above shall be repeated as often as necessary for the chosen 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 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 F at 80 km h Note the load absorbed at 120 100 80 60 40 and 20 km h 90 EN 4 2 4 2 1 Draw the curve F V and verify that it corresponds to the requirements of paragraph 1 1 3 1 of this Appendix Repeat the procedure set out in paragraphs 3 1 1 to 3 1 4 above for other values of power F at 80 km h and for other values of inertia Verification of simulated inertia 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 the chassis dynamometer shall specify a method for verifying the specifications according to paragraph 4 3 below Principle Drawing up working equations Since the dynamometer is subjected to variations in the rotating speed of the roller s the force at the surface o
435. ration phases c in the cruising phases the whole speed range between downshift speed and upshift speed may be used 212 Where vehicle speed increases gradually during cruise phases upshift speeds V152 V2 53and vi 444 in km h may be calculated using the following equations Equation Ap9 3 0 03 x S n idle D idle x Equation Ap9 4 Ph E 75 1 5 0 5753 k 0 1 x S Nigie 1 idle Ea V1 Equation Ap9 5 0 5753xe x s njge D idle X 1 3 tong 1 1 170 6000 1 acc gear 1 gear 2 5000 _ gear 3 acc gear 4 gear 5 4000 1 acc gear 6 rated speed idling speed Co engine speed min n2 1000 0 10 20 30 40 50 60 70 80 90 100 110 120 13 vehicle speed in km h Gear use during acceleration phases 6000 5000 dec gear 1 dec gear2 dec gear 3 4000 dec 4 dec gear5 dec gear 6 ated speed idling speed 3000 7 o c 2 2000 1000 0 10 20 30 40 50 60 70 80 90 100 110 120 13 vehicle speed in km h Figure Ap9 1 Example of a gearshift sketch Gear use during deceleration and cruise phases
436. rature correction factor of rolling resistance taken to be equal to 3 6 x 107 K tis the road test ambient temperature in K to is the reference ambient temperature 293 2 K d is the air density at the test conditions kg m s air density at the reference conditions 293 2 100 kPa 1 189 g m The ratios Rr Rr 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 is not satisfied the following figures for the rolling total resistance ratio given by the following formula may be used Equation Ap 8 7 aM h Rr where is the test mass and for each speed the coefficients a and b are as shown in the following table Vm a b 100 1 63 10 80 185 10 157 10 164 EN 3 2 3 2 1 3 222 3 2 2 1 3 2 2 2 3 2 2 3 32 531 Table 8 3 Setting of the chassis dynamometer 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 Test procedure Install the vehicle on the chassis dynamometer Adjust the tyre pressure cold of the driving wheels as required for the chassis dynamometer
437. re exhaust gases are returned to the tunnel where Vmix volume V of diluted exhaust gases under standard conditions see equation 6 1 Vep volume of exhaust gas flowing through particulate filter under standard conditions particulate mass collected by filter s S is the distance defined in paragraph 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 paragraph 6 2 4 In this case the particulate mass g km shall be calculated as follows Equation 1 42 SU DF d where exhaust gases are vented outside the tunnel Equation 1 42 P Moe es ae 1 5 Mui P VQ 4 where exhaust gases are returned to the tunnel 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 paragraph 6 1 1 4 7 67 EN 6 1 1 4 6 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 g km particulate mass Carbon dioxide CO2 The mass of carbon dioxide emitted by the vehicle s exhaust during the test shall be calculated using the following formula Equation 1 43 1 CO V d 2m 5
438. re is set out in paragraph 3 2 The requirement of paragraphs 1 1 and 1 2 is also met if only noise absorption has been measured and found to be a lt 0 10 Texture depth The texture depth TD measured according to the volumetric method see paragraph 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 should be noted that if the rolling process results in more effective rolling in some places than others the 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 359 with time b for texture depth TD when the surface is new when the noise testing starts n b at least four weeks after laying and every twelve months thereafter 25 Test surface design 2 1 Area When designing
439. re 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 per cent of the particulate sample mass flow rate Should the volume of flow 32 EN 4 5 3 12 1 3 3 4 5 3 12 1 3 3 1 4 5 3 12 13 3 2 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 change unacceptably as 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 that the mass collected on the 47 mm diameter filter P is gt 20 ug and that the filter loading is maximised in line with the requirements of paragraphs 4 5 3 12 1 2 3 and 4 5 3 12 1 3 3 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 um DOP di octylphth
440. re than 4 per cent where the same factor is applicable The type approval may also be extended to vehicles of the same type but with a different K factor provided the corrected CO value measured by the technical service does not exceed the type approved value by more than 4 per cent 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 265 E N 4 4 1 4 4 2 4 4 3 4 4 4 4 5 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 per cent 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 extrapolation of the measurement the base configuration taking into account the capacities 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 authority Special provisions Vehicles produced in the future with new energy efficient technologies may be subject to complementary test programmes to
441. red 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 per cent 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 per cent 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 per cent 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 approval will be valid for the modified vehicle type or 264 E N 3 2 3 3 4 4 3 4 4 EN require a further test report from the technical service responsible for conducting the tests in accordance with paragraph 4 Confirmation or extension of approval specifying the alterations shall be communicated by the procedure referred to in Article
442. 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 e g exhaust pipe work the silencer proper and the intake system air filter if any If the engine has to be equipped with an intake system air filter and or intake noise absorber in order to comply with permissible noise levels the filter and or the absorber shall be treated as components having the same importance as the exhaust system 329 EN 212 2 2 1 3 1 2 1 3 2 EN Component type approval in respect of the ound 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 testin
443. rer when the tyres are at the ambient temperature The viscosity of the oils for the mechanical moving parts shall conform to the vehicle manufacturer s specifications The lighting and signalling and auxiliary devices except those required for the testing and usual daytime operation of the vehicle shall be off 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 recommended by the vehicle manufacturer in order to keep the battery temperature in the normal operating range The manufacturer shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced 301 EN 3 2 4 1 41 2 1 41 2 1 1 4 1 2 12 4 1 2 2 4 1 2 2 1 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 K and 305 2 K 5 C and 32 C The indoor testing shall be performed at a temperature of between 293 2 K and 303 2 K 2 C and 30 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 rang
444. ribed 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 304 E N 4 2 2 14 4 2 2 1 5 4 2 2 2 4 2 2 21 4 2 2 2 2 4 2 2 2 3 4 2 2 2 4 2 2 3 4 2 2 4 4 2 2 5 speed required for the test cycle the accelerator pedal shall remain fully depressed 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 using the electrical motor only De is the electric range of the hybrid electric vehicle It shall be rounded to the nearest whole number Where the vehicle operates both in electric and in hybrid mode during the test the periods of electric only operation will be determined by measuring current to the injectors or ignition Determining the OVC range of a hybrid electric vehicle The applicable type I test cycle and accompanying gearshift arrangements as set out in paragraph 4 4 5 of Anne
445. ring instruments A precision sound level meter conforming in accuracy to paragraph 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 During the measurements the gearbox shall be in neutral gear If it is impossible to disconnect the transmission the driving wheel s 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 8 3 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 1 m from any kerb Miscellaneous Instrument readings caused by ambient noise and wind effects s
446. ring the calibration The laminar flow meter is sensitive to inlet temperature oscillations which cause the data points to be scattered Gradual changes of 1 K in temperature are acceptable as long as they occur over a period of several minutes All connections between the flow meter and the CVS pump shall be free of any leakage During an exhaust emission test the measurement of these same pump parameters enables the user to calculate the flow rate from the calibration equation 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 Ap4 3 is used the following data shall be found within the limits of precision given Barometric pressure corrected Pp 0 03 kPa Ambient temperature T 0 2 K 99 EN 225 2 2 6 2 221 Air temperature at LFE ETI 40 15 Pressure depression upstream of LFE EPI 40 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 PTO 0 2 K Pressure depression at CVS pump inlet PPI 0 22 kPa Pressure head at CVS pump outlet PPO 0 22 kPa Pump revolutions during test period n 1 min Elapsed time for period minimum 250 8 1 40 1 8 Figure Ap 4 3 PDP calibration configuration After the system has been connected as shown in Figure Ap 4
447. roach speed The moped shall approach line AA at a steady speed of 30 km h or at its top speed if this 15 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 72 g 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 Only measurements which vary by 2 0 dB A or less in two consecutive tests on the same side of the moped shall be used To take account of inaccuracies 1 0 dB A shall be deducted from each value obtained in accordance with paragraph 2 1 5 2 If the average of the four measurements does not exceed the maximum permissible level for the category of moped in question the limits laid down in paragraph 2 1 1 will be deemed as being complied with This average value shall be taken as the result of the test 319 EN Microphone Microphone Figure Ap8 1 2 Test for vehicle in motion Test for st
448. rocedure described in Sub appendix 3C where the manufacturer shall provide the means for performing the measurement with the vehicle running in pure electric operating state Da average distance between two battery recharges Day 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 130 km h 10 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 2 130 km h For testing in accordance with paragraph 4 2 4 2 2 Equation Ap3 26 C Dove Cit Dav C2 Dove Dav 288 EN 4 4 5 4 4 6 4 4 6 1 where C fuel consumption in 1 100 km C fuel consumption in 1 100 km with a fully charged electrical energy power storage device 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 Sub appendix 3C Dav average distance between two battery recharges Day 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 10 km for L category vehicle with an engine capacity of gt 150 cm and Vmax Z 130 km h The electric energy consumption values shall be Equation Ap3 27 El e Drest and Equation Ap3
449. rom 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 Driving cycle Following the tank breathing losses test the vehicle is pushed or otherwise manoeuvred onto the chassis dynamometer with the 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 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 paragraph 5 3 2 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 227 5 3 3 2 5 3 3 3 5 3 3 4 5 3 3 5 5 3 3 6 5 3 3 7 5 4 5 4 1 6 1 mixing fan s shall also be turned on at this time The hydrocarbon analyser shall be zeroed and spanned immediately prior to the test The vehicle shall be pushed or otherwise moved into the measuring chamber with the engine switched off The enclosure
450. rvice 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 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 temperature 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 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 181 EN 3 1 4 1 3 1 4 2 Condition B shall be calculated Mz The test results multiplied by the appropriate deterioration and Kj factors shall be less than the limits prescribed in Part A of Annex VI to Regulation EU
451. s Measurements shall be taken using equipment that fulfils the accuracy requirements in Table 1 7 below Measurement items At measured value Resolution a Running resistance force F 2 per cent b Vehicle speed v1 v2 1 per cent 0 2 km h c Coast down speed interval 2Av vl v2 1 per cent 0 1 km h 45 EN 5 1 1 1 5 1 1 2 5 1 1 2 1 5 1 1 2 2 EN d Coast down time At 0 5 per cent 0 01 s e Total vehicle mass mk KOS ner cent 1 0 kg mrid f Wind speed 10 per cent 0 1 m s g Wind direction 5 deg h Temperatures 1K 1K i Barometric pressure 0 2 kPa j Distance 0 1 per cent 1m k Time 0 1 0 1 Table 1 7 Required accuracy of measurements Test procedures Description of the type I test The test vehicle shall be subjected according to its category to test type I as specified below Type I test verifying the average emission of gaseous pollutants emissions and fuel consumption in a characteristic driving cycle The test shall be carried out by the method described in paragraph 5 2 below 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 5 1 Ri to Rig describe the final measurement results for the first No 1 test to the fourth No 4 test and the gaseous pollutant carbon dioxide emission or fuel consumpti
452. s goals in terms of environmental objectives and setting harmonised uniform rules for vehicle manufacturers and other stakeholders to determine the propulsion performance of L category vehicles 2 CONSULTATIONS PRIOR TO THE ADOPTION OF THE a Consultation of interested parties The European Commission launched a public consultation to gather the views of interested parties on its proposals for new legislation on L category vehicle approval The consultation document provided background and asked for opinions on the proposals The consultation targeted the groups most affected including type approval authorities manufacturers suppliers and consumers It was published in English French and German on a dedicated website The Commission has acknowledged the receipt of all responses to the consultation and these have been made publicly available b Consultation methods main sectors targeted and general profile of respondents The Commission consulted stakeholders in a number of ways The public consultation covering possible controversial aspects of the Codecision proposal took place on the internet between 22 December 2008 and 27 February 2009 Reactions were received from Member States the L category vehicle and component manufacturing industry transport organisations user organisations other non governmental organisations and private individuals The contents of the draft Codecision proposal and the delegated acts were dis
453. s manually controlled it shall measure for at least 20 seconds 395 E N 2 3 15 2 3 16 2 4 29 2 6 Test fuel The test fuel to be used shall be the reference fuel referred to in Annex II Appendix 2 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 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 Measurement of smoke index In the case of compression ignition engines the exhaust gases shall be examined during the test
454. s measured over parts 1 2 and 3 if applicable for the type I test cycle set out in Annex II CO emission correction coefficient defined by the manufacturer The CO emission correction coefficient Kco shall be determined as follows from a set of n measurements This set should contain at least one measurement with Qi lt 0 and one with Q 0 If this second measurement cannot be taken on the type I test cycle used in this test the technical service shall judge the statistical significance of the extrapolation necessary to determine the CO emission value at AEpar 0 to the satisfaction of the approval authority The CO emission correction coefficient shall be defined as Equation AP 39 n XQ M XQ ZM ZQ in g km Ah where CO emission measured during i th manufacturer s test g km electricity balance during i th manufacturer s test Ah number of data The CO emission correction coefficient shall be rounded to four significant figures e g or xx xx 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 295 E N 6 3 6 6 3 6 1 6 3 6 2 consumption values measured over CO emission at zero battery energy balance Mo The CO
455. s shall be 1 10 0 the correction factor for the efficiency of the transmission and shall be 1 05 unless the real values of the losses are determined P the power measured power observed at the tyre Atmospheric test conditions During the test the atmospheric conditions shall lie within the following range 278 2 K T 3182 where T test temperature 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 rotation frequency of 90 min 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
456. scharge of capacity The operating mode switch shall be positioned in accordance with Annex II Appendix 11 paragraph 3 2 1 3 Table 11 2 Condition A If the electric range of the vehicle as measured in accordance with Sub appendix 3C 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 in paragraph 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 paragraph 4 2 2 1 below 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 per cent 5 per cent of the maximum design vehicle speed in pure electric mode determined in accordance with the test procedure in Appendix 1 to Annex X Discharge shall stop when the vehicle is unable to run at 65 per cent of the maximum thirty minutes speed or when the standard on board instrumentation indicates that the vehicle should be stopped or 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
457. se consisting of two parts L see paragraph 4 2 3 1 Equation 1 4 3 6x2L la L E 4 V where L length of measuring base m t total time s needed to travel along both measuring bases L m Measuring base coinciding with the total length of the annular test track see paragraph 3 1 4 2 3 3 Equation 1 5 where Equation Ap1 6 3 6 1 t Va vehicle speed measured km h where L length of trajectory actually followed on the annular speed test track m t time s needed to complete a full lap Equation Apl 7 370 EN 6 9 8 1 where n number of laps ti time s needed to complete each lap correction factor 1 00 lt 1 05 this factor 1s specific to the annular test track used and is determined experimentally in line with Sub appendix 1 1 The average speed shall be measured at least twice in succession 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 90 If this arithmetical mean lies exactly between two whole numbers it shall be rounded up to the next highest number Maximum vehicle speed measurement tolerances The maximum vehicle speed as determined by the technical service to the satisfacti
458. se dec 361 841 142311 63 362 837 42 636 483 728 484 72 7 485 72 0 486 70 4 487 67 7 488 64 4 489 61 0 490 57 6 491 54 0 495 31 2 496 24 0 497 16 8 498 10 4 499 5 7 500 2 8 X X gt lt gt lt x gt lt ajo SIS gt lt gt lt gt gt lt 505 0 0 0 506 0 gt lt Xx lt lt lt lt x 515 0 0 516 0 0 X X 396 38 01 x 1 456 60 3 397 425 x 457 607 398 470 x 1 45e 61 3 gt lt gt lt gt lt gt lt gt lt gt lt A N g o o x ala Pla olo x x a Y o o x alo NIN ee olo x x c AB gt lt 1 3 1 4 0 528 0 529 0 408 597 48 707 X X X 49 67 x _ 49 703 40 amp 3 x 14 72 530 0 0 581 0 0 532 0 0 533 2 3 534 7 2 535 536 537 33 0 538 42 7 gt lt gt lt gt lt gt lt Xx Xx x x x x x lt lt lt lt lt ox ox ox ox lt
459. section of pump P kPa Pn Rated engine power kW PT Mean ambient pressure during the test kPa PO Standard relative ambient air volumetric mass kg m3 r i Gear ratio in gear i mg km R Final test result of pollutant emissions carbon dioxide emission or fuel g km consumption 1 100km RI Test results of pollutant emissions carbon dioxide emission or fuel prm d consumption for cycle part 1 with cold start Vl 00km R2 Test results of pollutant emissions carbon dioxide emission or fuel pu A consumption for cycle part 2 with hot condition 00km R3 Test results of pollutant emissions carbon dioxide emission or fuel 2 consumption for cycle part 1 with hot condition 1 100km Lot mg km Ril First type I test results of pollutant emissions vm Ri2 Second type I test results of pollutant emissions e Ri3 Third type I test results of pollutant emissions meki g km 5 Rated engine speed 1 TC Temperature of the coolant C TO Temperature of the engine oil 9 Temperature of the spark plug seat gasket C TO Standard ambient temperature K Temperature of the diluted gases during the test part measured in the intake section of pump P T Mean ambient temperature during the test K U humidity per cent Specified speed V Total volume of diluted gas m3 max Maximum design speed of test vehicle L category vehicle km h Reference speed km h V0 Volume of gas displaced by pump P during one revolution m3 re
460. sis dynamometers of the same type 168 EN 1 1 1 3 1 3 1 4 Appendix 9 Explanatory note on the gearshift procedure for a type I test This explanatory note is not a part of this Regulation but explains matters specified or described in the Regulation Annexes or Appendices and matters related thereto 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 between 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 transmission ratios They are most probably
461. sly and which may be located close to the vehicle so that the length of the transfer tube TT is minimised A dilution tunnel DT from which particulates and particles are sampled Some form of protection for the measurement system may be used e g a cyclone separator bulk stream filter etc A measuring critical flow venturi tube CFV to measure the flow volume of the diluted exhaust gas A blower BL of sufficient capacity to handle the total volume of diluted exhaust gas CVS calibration procedure 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 Various types of flow meter may be used e g calibrated venturi laminar flow meter calibrated turbine meter provided that they are dynamic measurement systems and can meet the requirements of paragraph 1 3 5 of this Appendix The following paragraphs give details of methods of calibrating PDP and CFV units using a laminar flow meter which gives the required accuracy together 98 EN 2 2 22 1 2 2 2 2 2 2 1 2 2 2 2 2 2 2 3 22 3 2 2 4
462. sound level meter of the type described in International Electrotechnical 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 Speed measurements Engine speed and vehicle speed on the test track shall be determined to within 3 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 345 E N 2 2 3 2 2 2 3 3 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
463. special procedure this shall be detailed in the service manual or equivalent media This special procedure shall not require the use of special equipment other than that provided with the vehicle Article 4 Application of UNECE regulations The UNECE regulations and amendments thereto set out in Annex II to this Regulation shall apply to type approval References to vehicle categories 1 1 L2 L3 L4 L5 L6 and L7 in the UNECE regulations shall be understood as references to vehicle categories Lle L2e L3e L4e L5e L6e and L7e respectively under this Regulation including any sub categories Vehicles with a maximum design vehicle speed of lt 25 km h shall meet all the relevant requirements of UNECE regulations applying to vehicles with a maximum vehicle design speed of 25 km h Article 5 Technical specifications on environmental requirements and test procedures The environmental and propulsion performance test procedures shall be performed in accordance with the test requirements laid down in this Regulation The test procedures shall be carried out or witnessed by the approval authority or if authorised by the approval authority by the technical service The manufacturer shall select a representative parent vehicle for type approval demonstration test purposes to the satisfaction of the approval authority complying with the requirements of Annex XI The measurement methods and test results shall be reported to the approval au
464. ssary 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 vehicle for which the exhaust system was designed The table shows the number of cycles for each category of vehicle Category of vehicle by cylinder capacity Number of cycles 250 6 2 250 500 9 353 3 500 Table Ap8 3 2 Number of conditioning cycles 2 4 1 4 3 3 Each test bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation 2 4 1 4 3 4 Each test bench cycle consists of six phases The engine conditions and duration are as follows for each phase Phase Conditions Duration of phase minutes 1 Idling 6 6 2 25 96 load at 75 S 40 50 50 load at 7596 S 40 50 100 96 load at 75 S 30 10 50 load at 100 S 12 12 25 96 load at 10096 S 22 22 Total time 2 hrs 30 mins 2 hrs 30 mins Table Ap8 3 3 Duration of test phases 2 4 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
465. ssions 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 formula below is used Equation Ap3 3 skvap Cast Pf arn 7 where mass of hydrocarbon emitted over the test phase grams 228 E N 6 2 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 m3 shall be subtracted T ambient chamber temperature K p barometric pressure in kPa H C hydrogen to carbon ratio k 1 2 12 where 1is 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 Overall results of test The overall evaporative hydrocarbon mass emission for the vehicle is taken to be Equation Ap3 4 Mru Mus where overall evaporative mass emissions of the vehicle grams evaporative hydrocarbon mass emission for the tank heat build grams Mus evaporative hydrocarbon mass emission for the hot soak grams Limit values When tested according to this Annex overall evaporative hydrocarbon mass
466. st down time M shall be calculated using the following equation Equation 1 16 ES 1 2 23 At t 23 t 49 EN 3 2 2 2 3 5 22 24 9 2 2 2 9 2 2 2 3 1 2 2 2 2 5 2 Total friction loss The total friction loss Fr vg at the reference speed vg is calculated using the following equation Equation 1 17 Calculation of power absorption unit force The force 0 to be absorbed by the chassis dynamometer at the reference speed v is calculated by subtracting Ff vQ from the target running resistance force F v9 as shown in the following equation Equation 1 18 Ea v F v F v Chassis dynamometer setting Depending on its type the chassis dynamometer shall be set by one of the methods described in paragraphs 5 2 2 2 5 1 to 5 2 2 2 5 4 The chosen setting shall be applied to the pollutant emission measurements as well as the CO emission measurements 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 paragraph 5 2 2 2 4 Chassis dynamometer with coefficient control In the case of a chassis dynamometer with coefficient control in
467. st for each part of the test r the second by second emission values of the type I tests if deemed necessary 74 s the emissions results of the type II test see Annex HI 75 EN Appendix 1 Symbols used in Annex II Symbol Definition Unit a Coefficient of polygonal function aT Rolling resistance force of front wheel N b Coefficient of polygonal function bT Coefficient of aerodynamic function N km h 2 c Coefficient of polygonal function CCO Concentration of carbon monoxide p n CCO corr Corrected concentration of carbon monoxide P 20 nt Carbon dioxide concentration of diluted gas corrected to take account of diluent 2c ai per cent 4 Carbon dioxide concentration in the sample of diluent air corrected to in bag percent 2 Carbon dioxide concentration in the sample of diluent air corrected to in bag per cent m Mass of carbon dioxide emitted during the test part g km CO Carbon monoxide concentration of diluted gas corrected to take account of diluent air ppm COq Carbon monoxide concentration in the sample of diluent air corrected to in bag B PP Carbon monoxide concentration in the sample of diluent air corrected to in p bag A COm Mass of carbon dioxide emitted during the test part mg km do Standard ambient relative air density 2 dco
468. stituents listed in the table except the particulates 86 EN 1 1 3 1 1 3 1 2 1 1 2 2 EN Appendix 3 Chassis dynamometer system Specification General requirements 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 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 paragraph4 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 below should be used 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 F total load absorbed by the chassis dynamometer N a value equivalent to rolling resistance N b value equivalent to coefficient of air resistance N km h v vehicle speed km h Feo load at 80 km h N Specific requir
469. sults 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 Positw e Displacement Pump Dilution System v background to gas analysers T E DAF sample 2 5 and bag sampling 2A PDP TEN V vent Figure Ap 4 1 Positive displacement pump dilution system vehicle exhaust toparticulate and particle 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 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 96 EN 1 4 1 2 1 4 1 3 1 4 1 4 1 4 1 5 1 4 2 outlet side It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the
470. suming 1 mode m Hybrid Battery state of Switch in Switch in Switch in Switch in charge position position position position Condition B Min state of charge Fuel consuming consuming Most Condition A i 2 Hybrid Hybrid Fully charged Table 11 2 Look up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position EN For instance sport economic urban extra urban position etc Most electric hybrid mode the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of paragraph 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 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 paragraph 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 183 EN 3 2 2 3952 2 T 3 22 2 322 3 3224 3 22 22 Condition A If the pure electric range of the vehicle is higher than one complete cycle the type I test may at the manufacturer s request be carried out in pure electric mode In this case the engine
471. t For new vehicle types 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 that 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 paragraph 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 referred to in Article 27 of Regulation EU No 168 2013 Test conditions The type III 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 III The vehicles tested shall have a leak proof engine s of a type other than those so designed that even a slight leak m
472. t during the test shall be calculated using the following formula 64 EN 6 1 1 4 4 CO 1 Equation 1 34 lt ES where 15 the mass of carbon monoxide emitted during the test part in mg km 5 is the distance defined in paragraph 6 1 1 3 V is the total volume defined in paragraph 6 1 1 4 1 dco is the density of the carbon monoxide dco 1 25 10 mg m at reference temperature and pressure 273 2 K and 101 33 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 1 35 CO 1 DF 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 paragraph 6 1 1 4 7 below Nitrogen oxides NOx The mass of nitrogen oxides emitted by the vehicle s exhaust during the test shall be calculated using the following formula Equation 1 36 NOx E V dxo 200 10 where NO is the mass of nitrogen oxides emitted during the test part in mg km 5 is the distance defined in paragraph 6 1 1 3 V is the total volume defined in paragraph 6 1 1 4 1 65 EN 6 1 1 4 5 dno is the dens
473. t in Part A of Annex VI to Regulation EU No 168 2013 shall be plotted in the graphs per emission constituent laid down in paragraphs 3 2 5 2 and 3 2 5 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 plotted 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 10000 15000 20000 25000 30000 35000 40000 Accumulated mileage km THCmeasured me km THC average mg km THC limit me km Linear THC averag e mg km 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 Trend line parameters a x and b of the best fit straight lines and the calculated pollutant value at the end mileage according to the 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 by the technical service and which by the manufacturer The mathematical durability procedure L
474. t power measurements lt 3 2 If not locked up EN 380 EN Appendix 2 2 Determination of the maximum torque and maximum net power of spark ignition engines 1 1 1 2 1 3 1 4 1 5 1 6 38 EN for vehicle categories L3e L4e L5e and L7e Accuracy of the measurements of maximum net power and maximum torque at full load Torque 1 of the torque measured Rotational speed the measurement shall be accurate to 1 96 Fuel consumption 1 overall for the apparatus used Engine inlet air temperature 1 Barometric pressure 70 Pa Exhaust pressure and drop in intake air 25 Pa 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 Fitted for the torque and No Accessories net power test 1 Induction system Induction manifold Air filter i If series mounted yes Induction silencer 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 The torque measuring device shall be calibrated in order t
475. t which are likely to be mounted on the engine shall be removed for the tests The power absorbed by fixed equipment under no load may be determined and added to the power measured 2 1 4 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 the radiator fan fan nozzle water pump and 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 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 1 Setting of carburettor s 2 Setting of fuel injection pump flow rate Setting carried out in 3 Ignition or injection setting advance curve ur denis the manufacturer s specifications for series 4 Electronic Throttle Control production applied without any other change to the use 5 Any other rotational speed governor setting under consideration 6 Noise and tailpipe emission abatement system settings and devices Table Ap2 1 2 setting conditions 2 3 Test conditions 2 3 1 The tests to determine maximum torque and maximum net power shall be carried Minimum generator output the generator supplies the current that is strictly ne
476. take 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 specifications or other peripheral device s interacting with the pollution control devices in production of the vehicle type after approval The manufacturer shall provide the approval authority with this documentation and evidence upon request in order to prove that the durability performance of the vehicle type 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 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 vehicle s used for type V durability testing and in particular the pollution control and peripher
477. 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 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 168 2013 The L category test vehicle s 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 paragraph 2 until the applicable durability mileage in Part A of Annex VII to Regulation EU No 168 2013has 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 L category vehicle class Engine capacity cm Vmax km h I 150 Not applicable II gt 150 lt 130 gt 150 gt 130 Table Ap2 1 Grouping of L category vehicles If the AMA test cycle is performed on a kilometre accumulation chassis dynamometer the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference One AMA test sub cycle shall be performed as follows 258 EN 2 5 1 11 gt THEN ACCELERATE TO LAP SPEED THEN ACCELERATE TO LAP SPEED 0 A
478. the charging prescribed in paragraph 4 2 3 3 below During soak the electrical energy power storage device shall be charged using the normal overnight charging procedure as defined in paragraph 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 paragraph 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 according to the criterion defined below end of sampling ES The electricity balance Q Ah is measured over each combined cycle using the procedure in Sub appendix 3B 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 1 284 E N 224223 4 2 4 3 4 2 4 4 4 2 4 5 4 2 5 4 2 6 43 4 3 1 4 3 1 1 4
479. 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 or 75 96 S in top gear The engine and or motorcycle speeds shall be determined with an accuracy of 3 90 EN 339 2 32 2 3 2 1 2 3 2 2 2 3 2 3 2 3 3 9 o Inlet flange or sleeve for connection to the rear of the test exhaust system Hand operated regulating valve e oO Compensating reservoir with a maximum capacity of 40 and a filling time of not less than 1 second Pressure switch with an operating range of 0 05 to 2 5 bar w Time delay switch Pulse counter e e 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 seconds Exhaust gas evaluation Flexible hose Pressure gauge eeu Figure Ap8 2 4 Test apparatus for conditioning by pulsation 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 72 b of Regulation EU No 168 2013 original silencers shall bear at least the following the e mark followed by the reference to the
480. the type approval of a flex fuel HNG vehicle as a member of a family two type I tests shall be performed the first test with 100 90 of either G20 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 manufacturer 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 r2 for the second test in paragraph 2 1 6 if the relevant factor gt 1 if the correspondent relevant factor lt 1 no correction is needed 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 rz for the second test calculated in accordance with paragraph 2 1 6 if this is lt 1 if the corresponding relevant factor gt 1 no correction is needed At the manufacturer s request the type I test shall be conducted with the four possible combinations of reference fuels in accordance with paragraph 2 1 6 so that no correction is needed If repeated tests are carried out on the same engine an average shall first be taken of the results on reference fuel G20 H5G20 and those on reference fuel G25 or H2G25 with the maximum hydrogen percentage specified by the manufacturer the r and factors shall then be cal
481. thority in the test report format set out in Article 72 g of Regulation EU No 168 2013 The type approval regarding test types I IL IV V VII and VIII shall be extended to different vehicle variants versions and propulsion families provided that the vehicle version propulsion and or pollution control system parameters specified in Annex XI are identical or remain within the prescribed and declared tolerances Hybrid applications or applications equipped with a stop start system shall be tested with the fuel consuming engine running if specified in the test procedure Article 6 Test type I requirements tailpipe emissions test procedure after cold start The test type I tailpipe emissions after cold start 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 II to this Regulation 16 Article 7 Test type II requirements tailpipe emissions at increased idle and free acceleration test procedure The type II tailpipe emissions at increased idle and free acceleration 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 III to this Regulation Article 8 Test type III requirements emission test procedure of crankcase gases The type III crankcase gas emission test procedures and requirements referred to in Part A of Annex V
482. thout prejudice to the provisions of paragraphs 4 3 and 4 4 The time tolerance shall be 0 5 sec The distance driven during the cycle shall be measured to 2 per cent 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 If the period of deceleration is shorter than that prescribed for the 113 EN 5 1 5 2 5 3 5 4 3 9 6 1 6 2 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 paragraph 4 1 shall not apply Sampling of the vehicle s exhaust flow in the ECE R40 and R47 test cycles Check 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 1230 Pa Sampling shall start as of 1 0 just before cranking and starting up of the combustion engine if that engine produces part of the propulsion The combustion engine shall be started up by means of the
483. til it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be determined by the technical service and the manufacturer or c in accordance with the manufacturer s recommendation The engine shall be stopped within ten seconds of being automatically started For NOVC vehicles 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 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 The preconditioning drive shall be carried out according to the type I test cycle in Appendix 6 to Annex I For OVC vehicles under the same conditions as specified by Condition B of the type I test in Appendix 11 to Annex II For NOVC vehicles under the same conditions as in the type I test 231 EN 2 1 2 1 1 1 2 1 1 2 2 1 1 3 Sub appendix 3 2 Ageing test procedure for eva
484. tion 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 R Using these emission g km and fuel consumption litres 100 km results the final result R depending on the vehicle class as defined in paragraph 6 3 shall be calculated using the following equations Equation 1 49 R R Rox w5 where weighting factor cold phase w2 weighting factor warm phase Weighting of WMTC results The average result of Part 1 or Part 1 is called the average result of Part 2 is called R2 and the average result of Part 3 is called R3 Using these emission g km and fuel consumption litres 100 km results the final result R depending on the vehicle class as defined in paragraph 6 3 shall be calculated using the following equations Equation 1 50 R Rico X Wi Riwarm X W2 where weighting factor cold phase w2 weighting factor warm phase 70 EN 6 1 1 6 2 6 1 1 6 2 1 Equation 1 51 R R xw R xw Equation 1 53 R R xw R xw R xw where Wn weighting factor phase n n 1 2 3 For each pollutant the carbon dioxide emission and fuel consumption weightings shown in Tables 1 8 and 1 9 respectively shall be used Vehicle Vehicle Test cycle Equation Weighting category category name factors Lle A Powered cycle Lle B Two wheel mop
485. tion 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 according to the criterion defined below end of sampling ES The electricity balance Q Ah is measured over each combined cycle according to the procedure in Sub appendix 3B 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 1 is not more than a 3 per cent 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 paragraphs 3 1 2 5 5 and 3 1 4 2 provided that the electricity balance 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 in paragr
486. tive 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 to 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 shall be maintained at 5 of the upper thermostat setting temperature specified by the manufacturer If the manufacturer does not indicate any values the temperature shall be 353 2 K 5 K 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 The fuel temperature shall be measured at the carburettor or injection system inlet and kept within the limits laid down by the manufacturer The temperature of the lubricating oil measured in the oil sump or at the outlet from the oil cooler
487. to be determined according to the test procedure in Appendix 1 to Annex X Discharging shall stop when the vehicle is unable to run at 65 per cent of the maximum thirty minutes speed or when the standard on board instrumentation indicates that the vehicle should be stopped or after 100 km 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 or if a vehicle cannot reach a steady speed of 50 km h without the fuel consuming engine starting up the speed shall be reduced until it can run at a lower steady speed at which the fuel consuming engine does not start up for a defined time distance to be determined by the technical service and the manufacturer to the satisfaction of the approval authority or 303 E N 4 2 4 2 1 4 2 1 1 4 2 1 2 4 2 1 3 4 2 1 4 4 2 1 5 422 4 2 2 1 1 222 12 2225 1 3 in accordance with the manufacturer s 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 paragraph 2 4 1 2 of Appendix 2 for a period not
488. to 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 Rf 1 15 or 1 00 Rf 1 05 for NG biomethane fuelled vehicles Propylene and purified air 0 90 lt Rf lt 1 00 Toluene and purified air 0 90 Rf 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 demonstrating 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 If the specific weight of any reference filter changes by more than 5ug between sample filter weighings the sample filter and reference filters shall
489. to the technical details laid down in Appendix 1 The US 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 registration 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 Test type V durability verification testing using golden pollution control devices The pollution control devices may be removed from the test vehicle s after full mileage accumulation according to the test procedure in paragraph 3 1 is completed or partial mileage accumulation according to the test procedure in paragraph 3 2 is completed 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 by fitting them on a representative parent vehicle s representing the propulsion family set out in Annex XI later on in vehicle development The golden pollution control devices shall be permanently marked and the marking number the associated type I and or IV emission test results and the specifications shall be made available to the type approval authority upon request 246 EN 3 5 4 3 5 5
490. ts of the corresponding UNECE Regulation including as regards sound limits Vehicle sub category Vehicle category name Applicable test procedure Lle A Two wheel moped Vmax lt 25 km h UNECE regulation No 63 Two wheel moped Vmax lt 45 km h L2e UNECE regulation No 9 Engine capacity lt 80 cm3 Two wheel motorcycle 80 cm3 L3e Engine capacity lt 175 cm3 UNECE regulation No 41 Two wheel motorcycle Engine capacity gt 175 cm L4e Two wheel motorcycle with side car L1e B OJ L 317 14 11 2012 p 1 314 3 1 3 2 L5e B Commercial tricycle L6e A Light quad UNECE regulation No 63 L7e A On road quad UNECE regulation No 9 L7e B All terrain vehicles Table 8 1 L category vehicle sub categories and the applicable UNECE regulations regarding sound requirements Test vehicle The test vehicle s used for type VIII sound tests and in particular the noise abatement system and components shall be representative of the vehicle type produced in series and placed on the market For vehicles propelled with compressed air the sound shall be measured at highest nominal storage pressure of the compressed air 0 15 96 315 EN 1 1 1 2 1 241 1 2 2 1 3 1 3 1 1 3 2 1 3 3 1 3 4 1 4 Appendix 1 Requirements for powered cycles and two wheel mopeds category 1 1 Definitions For the purposes of this Appendix type of powered cycl
491. ts set out in paragraph 2 4 1 are met Evaluation of the pollutant emissions of vehicles equipped with a replacement silencer system The vehicle referred to in paragraph 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 358 EN 1 1 1 2 1 3 1 4 1 5 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 paragraphs 1 1 to 1 4 and the design requirements paragraph 2 2 have been met Residual void content The residual void content V of the test track paving mixture shall not exceed 8 46 The measurement procedure is set out in paragraph 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 lt 0 10 The measurement procedu
492. tting error is calculated by the following equation Equation 1 27 F vo F vo vo The chassis dynamometer shall be readjusted if the setting error does not satisfy the following criteria lt 2 per cent for 0 gt 50 km h X 3 per cent for 30 km h lt vo lt 50 km h x100 e 10 per cent for vo 30 km h The procedure in paragraphs 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 Regulation for administrative requirements Dynamometer preparation if settings are derived from a running resistance table The specified speed for the chassis dynamometer The running resistance on the chassis dynamometer shall be verified at the specified 52 5 2 2 3 2 9 2 2432 3 2 2 3 252 2 2 2 3 2 3 52 2324 2 2 2 3 5 2 2 3 2 6 5 2 2 4 speed v At least four specified speeds should be verified The range of specified 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 axle s The specified speed points inc
493. turer 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 manufacturer 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 vj and in km h during acceleration phases shall be calculated using the following formulae 39 EN 4 5 5 2 1 2 Equation 1 1 1 9 Met V 1 52 0 5753 xe ETS Equation 1 2 Pn 1 Vi j 0 5753 xe x S idle idle 1 2 i where j is the gear number gt 2 ng is the total number of forward gears 718 the rated power in kW my is the kerb mass in kg niate 15 the idling speed in min 87 is the rated engine speed in min ndv is the ratio between engine speed in and vehicle speed in km h in gear i Downshift speeds v in km h durin
494. turer shall provide evidence to the approval authority that the changed emission abatement system or component characteristics do not result in a worse environmental performance than that demonstrated at type approval 3 Manufacturers shall ensure that spare parts and replacement pollution control devices that are made available on the market or are entering into service in the Union are compliant with the relevant requirements of Regulation EU No 168 2013 as specified by the detailed technical requirements and test procedures referred to in this Regulation An approved L category vehicle equipped with such a spare part shall meet the same test requirements and performance limit values as a vehicle equipped with an original item of equipment or device satisfying endurance requirements up to and including those set out in Articles 22 2 23 and 24 of Regulation EU No 168 2013 15 EN Where applicable the manufacturer shall submit a description of the measures taken to prevent tampering with and modification of the powertrain management system including the emission and functional safety control computers For hybrid applications or applications equipped with a stop start system the manufacturer shall provide a service mode that makes it possible subject to environmental and propulsion performance testing or inspection for the vehicle to continuously run the fuel consuming engine If this inspection or test execution requires a
495. uel tank s shall be emptied as described in paragraph 5 1 1 and refilled with test fuel at a temperature of between 283 2 and 287 2 10 C and 14 C to 50 2 of its normal volumetric capacity 5 3 1 4 The test vehicle shall be brought into the 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 5 3 1 5 The fuel and vapour may be artificially heated to the starting temperatures of 288 7 15 5 C and 294 2 21 0 C 1 respectively 5 3 1 6 As soon as the fuel temperature reaches 287 7 14 5 and the vapour temperature 292 7 19 5 C the chamber shall be sealed so that it is gas tight As soon as the fuel reaches a temperature of 288 7 15 5 C 1 and the vapour 294 2 21 0 C a the hydrocarbon concentration barometric pressure and the temperature shall be measured to give the initial readings 1 P 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 function below to within 1 7 or the closest possible function as described in 4 4 3 For exp
496. uipped with lean NO trap equipped with lean NO trap operation principle of lean NO trap air injection not equipped with air injection equipped with air injection operation principle of air injection pulsed air pumps etc duty cycle only limited time activated after cold start continuous operation 407 EN 1 4 2 2 2 3 2 3 2 4 2 5 2 6 sensor operation principle of sensor binary wide range interaction with closed loop fuelling system stoichiometry lean and or rich operation exhaust gas recirculation system equipped with EGR system not equipped with EGR system operation principle of system external internal maximum EGR rate 5 96 evaporative emission control system not equipped with evaporative emission control system equipped with evaporative emission control system operation principle of evaporative emission control system passive active On board diagnostic OBD system stage stage I or and system method of OBD functionality malfunction detection and indication communication protocol Evaporative emission family attribution with regard to type IV tests and extensions for evaporative emission approval The type approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the evaporative emission control
497. umption electric energy consumption and driving range of vehicles powered by a hybrid electric powertrain 1 Introduction 1 1 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 1 2 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 11 to Annex II except where modified by this Appendix 1 3 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 paragraph 3 shall be given in the test report 1 4 Driving cycles and gear shift points 1 4 1 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 paragraph 4 5 5 of Annex II 1 4 4 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 2 Categories of hybrid electric vehicles HEV Off Vehicle Charging Not off vehicle Charging Vehicle charging NOVO Operating mode switch Without With Without With
498. ured in a concentration equal to 80 per cent of full scale A dilution device can be applied for diluting a 100 per cent calibration gas to required concentration Heated flame ionisation analyser FID 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 should be used on the most common operating range Calibration of the hydrocarbon analyser The analyser should be calibrated using propane in air and purified synthetic air see paragraph 3 of this Appendix A calibration curve should be established as described in paragraph 2 1 of this Appendix Response factors of different hydrocarbons and recommended limits The response factor Rf for a particular hydrocarbon species is the ratio of the FID reading to the gas cylinder concentration expressed as ppm The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of full scale deflection for the operating range The concentration shall be known to an accuracy of 2 per cent in reference to a 54 5 2 3 5 5 2 3 5 1 5 2 3 5 2 5 2 3 5 3 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 should be determined when introducing an analyser in
499. urement of emissions in the regeneration phase rather the emission test shall be carried out with the unchanged original equipment manufacturer s control unit Measurement of carbon dioxide emission and fuel consumption between two cycles where regenerative phases occur 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 per cent between regeneration phases In this case the carbon dioxide emissions and fuel consumption measured during the 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 paragraph 3 3 and for multiple regeneration systems in accordance with paragraph 3 4 The loading process and determination shall be carried out on a chassis dynamometer during the type I operating cycles These cycles may be run 193 EN 3 2
500. utlet 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 40 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 7 99 95 per cent 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 scrubber if used At the vehicle manufacturer s request the 94 EN 1 3 3 1 3 4 1 3 5 dilution 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 ve
501. v 78 EN Symbol Definition Unit Speed at which the measurement of the coast down time begins km h v2 Speed at which the measurement of the coast down time ends km h vi Specified speed selected for the coast down time measurement km h wl Weighting factor of cycle part 1 with cold start w1 hot Weighting factor of cycle part 1 with hot condition w2 Weighting factor of cycle part 2 with hot condition w3 Weighting factor of cycle part 3 with hot condition Table Ap 1 1 symbols used in Annex II 79 EN 1 Specifications of reference fuels for testing vehicles in environmental tests in particular for tailpipe and evaporative emissions testing 1 1 The tables below 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 UNECE regulation No 83 Rev 4 Annex 10 Appendix 2 Reference fuels Type Petrol E5 Limits Parameter Unit Test method Minimum Maximum Research octane number 95 0 _ 25164 prEN ISO 5164 Motor octane number 85 0 _ 25163 150 5163 3 150 3675 Density at 15 kg m 743 756 EN ISO 12185 Vapour pressure kPa 56 0 60 0 EN ISO 13016 1 DVPE Water content 0 015
502. val authority The fuel consumption correction coefficient shall be defined as Equation Ap 37 Knel nr EQIC XQ gt XQ in 1 100 km Ah where fuel consumption measured during i th manufacturer s test 1 100 km for liquid fuels and kg 100 km for gaseous fuels 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 294 E N 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 figures e g or xx xx The statistical significance of the fuel consumption correction coefficient shall be judged by the technical service to the satisfaction of the approval authority Separate fuel consumption correction coefficients shall be determined for the fuel consumption values measured over parts 1 2 and 3 if applicable for the type I test cycle set out in Annex II Fuel consumption at zero battery energy balance Co The fuel consumption at AEbatt 0 is determined by the following equation Equation AP 38 Co C Q in 1 100 km for liquid fuels and kg 100 km for gaseous fuels where C fuel consumption measured during test in 1 100 km or kg 100 km Q electricity balance measured during test Ah Fuel consumption at zero battery energy balance shall be determined separately for the fuel consumption value
503. vely with the prior agreement of the type approval authority choose 268 1 4 3 6 1 4 3 7 1 4 4 either the formula Equation Ap1 8 FC 0 1 0 1119 H 0 H or a method in accordance with standard protocols such as SAE J2572 for vehicles with a compression ignition engine fuelled with diesel B5 Equation 1 9 FC 0 116 D 0 861 HC 0 429 CO 0 273 CO5 for vehicles with a positive ignition engine fuelled with ethanol E85 Equation 1 10 0 1742 D 0 574 HC 0 429 CO 0 273 COz In these formulae FC z the fuel consumption in litres per 100 km in the case of petrol ethanol LPG diesel or biodiesel in m per 100 km in the case of natural gas and or in kg per 100 km in the case of hydrogen HC the measured emission of hydrocarbons in g km CO z the measured emission of carbon monoxide in g km the measured emission of carbon dioxide in g km the measured emission of in g km the measured emission of in g km A the quantity of NG biomethane in the HoNG mixture expressed in per cent by volume D the density of the test fuel In the case of gaseous fuels D is the density at 15 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 p pressure in gaseous fuel tank aft
504. 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 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 and be such that the test vehicle to be preconditioned can be parked in accordance with paragraph 5 2 4 of this Annex 24 EN 4 2 4 2 1 4 22 4 23 4 2 4 4 2 5 43 Test vehicle General components of the test vehicle shall conform to those of the production series or if the vehicle is different from the produ
505. wertrain means a system consisting of one or more electric energy storage devices e g a battery electromechanical flywheel or super capacitor 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 for vehicles powered by an electric powertrain only or by a hybrid electric powertrain with off vehicle charging means the distance that can be driven electrically on one fully charged battery or other electric energy storage device as measured in accordance with the procedure set out in sub appendix 3C to Appendix 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 sub appendix 3C to Appendix 3 to Annex VII maximum 15 minute speed of a vehicle means the maximum achievable vehicle speed measured during 15 minutes as a result of the 15 minute power set out in UNECE regulation No 85 approval of the propulsion performance of a vehicle means the approval of a vehicle type or variant with regard to the performance of the propulsion s as regards the following conditions a the maximum design vehicle speed s b the maximum continuous rated torque or ma
506. with Appendix 1 using the applicable driving cycle and gear shifting prescriptions in paragraph 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 intermediate soak using the applicable type I test cycle and gear shifting prescriptions in Annex II Test results The fuel consumption C 1 100 km and CO emission M g km results of this test shall be corrected in line with the energy balance of the vehicle s battery The corrected values Co 100 km for liquid fuels or kg 100 km for gaseous fuels and Mo g km shall correspond to a zero energy balance AEpa 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 AEpa shall represent AE storage the 293 E N 6 3 1 1 6 32 6 3 3 6 3 3 1 6 3 3 2 energy balance of the electric energy storage device The electricity balance Q Ah measured using the procedure in Sub appendix 3B is used as a measure of the difference between the vehicle battery s energy content at the end
507. wn in Figure 8 4 2 In addition Table 8 4 1 gives guidelines for obtaining the desired texture and durability The grading curve fits the following formula Equation Ap8 1 96 passing 100 d dmax where d dmax dmax dmax In addition square mesh sieve size in mm 8 mm for the mean curve 10 mm for the lower tolerance curve 6 3 mm for the upper tolerance curve the sand fraction 0 063 mm lt square mesh sieve size lt 2 mm should include no more than 55 natural sand and least 45 90 crushed sand the base and sub base should ensure good stability and evenness according to best road construction practice the chippings should be crushed 100 96 crushed faces and of a material with a high resistance to crushing the chippings used in the mix should be washed no extra chippings should be added onto the surface the binder hardness expressed as PEN value should be 40 to 60 60 to 80 or 80 to 100 depending on climatic conditions As hard a binder as possible should be used provided this is consistent with common practice the temperature of the mix before rolling should be such as to achieve the required void content by subsequent rolling In order to satisfy the specifications of paragraphs 1 1 to 1 4 as regards compactness attention should be paid to an appropriate choice of mixing temperature an appropriate number of passes and the choice of compacting vehicle EN 361 EN Grading
508. x II shall be carried out on a chassis dynamometer adjusted as described in Annex II until the test criteria are met To measure the OVC range 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 Appendix 3 paragraphs 3 2 3 2 2 or 4 2 4 2 2 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 accelerator 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 is the electric range of the hybrid electric vehicle It shall be rounded to the nearest whole number 305 E N Test type VIII requirements environmental diagnostic OBD tests 1 Introduction 1 1 This Annex sets out the procedure for test type environmental diagnostic OBD tests The procedure describes methods for checking the function of the on b
509. ximum net torque c the maximum continuous rated power or the maximum net power d the maximum total torque and power in the case of a hybrid application net power means the power available on the test bench at the end of the crankshaft or equivalent component at the speed laid down by the manufacturer together with the accessories listed in Tables Ap2 1 1 or Ap2 2 1 of Annex X If the power can be measured only with the gearbox fitted to the propulsion the efficiency of the gearbox shall be taken into account maximum net power means the maximum net power output measured from a propulsion that includes a combustion engine s under full engine load 4 70 torque means the torque measured under the conditions laid down in xx of Annex X 71 maximum torque means the maximum torque value measured under full engine load 72 accessories means all apparatus and devices listed in Table Ap2 1 1 or Ap2 2 1 of Annex X 73 standard production equipment or series mounted equipment means all equipment intended by the manufacturer for a specific application 74 propulsion type means a propulsion s whose characteristic s do not differ in any fundamental respect 75 power controlled pedal assistance means the auxiliary propulsion power relating to the driver s pedal power not exceeding three times the actual pedal power 76 driver s pedal power means the power exerted
510. xture in volume 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 1 32 HC HC HCa H DF where HC is the concentration of hydrocarbons expressed 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 DF is the coefficient defined in paragraph 6 1 1 4 6 below The non methane hydrocarbon NMHC concentration is calculated as follows Equation 1 33 Rf CH4 Cena where Cymuc corrected concentration of NMHC in the diluted exhaust gas expressed in ppm carbon equivalent Cruc 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 Ccu4 concentration of methane CHA in the diluted exhaust gas expressed in ppm carbon equivalent and corrected by the amount of contained in the dilution air Rf is the FID response factor to methane as defined in paragraph x of Appendix y to Annex II Carbon monoxide CO The mass of carbon monoxide emitted by the vehicle s exhaus
511. y 4 km for L category vehicle with an engine capacity of 150 cm 6 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 10 km for L category vehicle with an engine capacity of gt 150 cm and Vmax 2 130 km h For testing in accordance with paragraph 3 2 3 2 2 Equation Ap3 16 E Dove Ei Dav E4 Dove 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 Dove OVC range according to the procedure described in Sub appendix 3C 282 E N 4 2 4 2 1 4 2 2 42 21 Dav average distance between two battery recharges Day 4 km for an L category vehicle with an engine capacity of lt 150 cm 6 km for L category vehicle with an engine capacity of gt 150 and Vmax lt 130 km h 10 km for an L category vehicle with an engine capacity of gt 150 cm and Vmax 130 km h 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 di
512. y 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 motorcycle 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 motorcycle for which the exhaust system was designed The table below shows the number of cycles for each category of motorcycle Category of motorcycle by cylinder capacity Number of cycles cm 338 EN 1 lt 80 6 2 gt 80 lt 175 9 3 175 12 Table Ap8 2 2 Number of test bench cycles for conditioning 2 3 1 4 3 3 Each test bench cycle shall be followed by a break of at least six hours in order to reproduce the effects of cooling and condensation 2 3 1 4 3 4 Each test bench cycle consists of six phases The engine conditions and duration are as follows for each phase Duration of phase 22 minutes Conditions Engines of less than Engines of 175 175 cm or more 1 Idling 6 6 2 25 load at 75 S 40 50 3 50 load at 75 S 40 50 4 100 load at 75 S 30 10 5 50 load at 100 S 12 12 6 25 96 load at 100 S 22 22 Total time 2 hours 30 2 hours 30 Table Ap8 2 3 Test cycle phases for bench testing 2 3 1 4 3 5 During this conditioning procedure at the request of the manufacturer the engine and
513. y energy content AEbatt shall be calculated from the measured electricity balance Q as follows Equation Ap3 31 AE batt 96 0 0036 AAh Voa 0 0036 Q Vba MJ where Erebatt the total energy storage capacity of the battery MJ and the nominal battery voltage V Fuel consumption correction coefficient defined by the manufacturer The fuel consumption correction coefficient shall be determined from a set of n measurements which should contain at least one measurement with Qi lt 0 and at least one with Qj gt 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 AEbatt 0 to the satisfaction of the approval authority The fuel consumption correction coefficient shall be defined as Equation Ap3 32 EQ EO n EQ ZQ 5 1 100 km Ah where Ci fuel consumption measured during i th manufacturer s test 1 100 km or kg 100km 291 EN 5 3 3 3 5 3 4 5 3 4 1 5 3 4 2 5 3 5 5 3 5 1 5 3 5 2 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 judg
514. y vehicles that fulfil the following specifications belong to class 3 and shall be sub classified in 130 Vmax lt 140 km h subclass 3 1 26 EN 4 3 4 4 4 4 5 4 5 1 4 5 2 4 5 2 1 Vmax 2 140 km h subclass 3 2 Table 1 3 sub classification criteria for class 3 L category vehicles 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 paragraph 4 5 4 1 and its classification in terms of engine displacement and maximum design vehicle speed in accordance with paragraph 4 3 the following WMTC test cycle parts must be run L category vehicle Sub class Applicable part s of the as specified in Appendix 6 Class 1 part 1 reduced vehicle speed in cold condition followed by part 1 reduced vehicle speed in hot 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 hot condition Sub class 2 2 part 1 in cold condition followed by part 2 in hot condition Class 3 subdivided in Sub class 3 1 part 1 in cold condition followed by part 2 in hot condition followed by part 3 reduced vehicle speed in hot condition Sub class 3 2 part 1 in cold condition
515. ycle prior to start of mileage 1 SRC LeCV for all L vehicle categories or if applicable accumulation 100 km 2 AMA L3e for L3e amp L4e motorcycles only Figure 5 1 test type V durability test procedure with full mileage accumulation Actual durability testing with partial mileage accumulation The durability test procedure for L category 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 No 168 2013 and compliance with the stop criteria in paragraph 3 2 4 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 vehicle s 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 placed on the market see figure 5 2 243 EN 3 2 3 3 2 3 1 3 2 3 2 3 2 3 3

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