Vehicle Standard (Australian Design Rule 111/00 – Advanced Emission Control for Light Vehicles) 2024

I, CATHERINE KING, Minister for Infrastructure, Transport, Regional Development and Local Government, determine this national road vehicle standard under section 12 of the Road Vehicle Standards Act 2018.

Dated: 9 April 2024

[SIGNED]

Catherine King

Minister for Infrastructure, Transport, Regional Development and Local Government

Contents

1. LEGISLATIVE PROVISIONS

2. FUNCTION

3. APPLICABILITY

4. DEFINITIONS

5. REQUIREMENTS

6. EXEMPTIONS AND ALTERNATIVE PROCEDURES

7. ALTERNATIVE STANDARDS

APPENDIX A

1.              LEGISLATIVE PROVISIONS

1.1.              Name of Standard

1.1.1.              This standard is the Vehicle Standard (Australian Design Rule 111/00 – Advanced Emission Control for Light Vehicles) 2024.

1.1.2.              This standard may also be cited as Australian Design Rule 111/00 – Advanced Emission Control for Light Vehicles, the Australian Design Rule 111/00, or ADR 111/00.

1.2.              Commencement

1.2.1.              This standard commences on the day after it is registered.

2.              FUNCTION

2.1.              The function of this vehicle standard is to specify performance based requirements for exhaust and evaporative emissions requirements for light vehicles to reduce air pollution and improved test procedures for the measurement of criteria emissions, emissions of carbon dioxide and fuel consumption, electric energy consumption and electric range.

3.              APPLICABILITY

3.1.              This vehicle standard applies to category MA, MB, MC, MD and NA vehicles with a gross vehicle mass not exceeding 3,500kg from the dates set out in clauses 3.1.1 to 3.1.2 and the table under clause 3.4 below.

3.1.1.              1 December 2025 for all new model vehicles.

3.1.2.              1 July 2028 for all vehicles.

3.2.              For the purposes of clause 3.1.1 above, a “new model” is a vehicle model first produced with a ‘Date of Manufacture’ on or after the agreed date in that clause.

3.3              Vehicles complying with ADR 79/05 via one of the alternative standards specified in Section 7 of ADR 79/05 need not comply with this vehicle standard.

3.4.              Applicability Table

4.              DEFINITIONS

4.1.              For vehicle categories, definitions and meanings used in this standard, refer to:

4.1.1                                Definitions in Appendix A of this standard; and where there is no conflict

4.1.2                                Vehicle Standard (Australian Design Rule – Definitions and Vehicle Categories) 2005.

4.1.3                                Supporting Information has the same meaning as in the Road Vehicle Standards Rules 2019.

4.2                                      For Vehicle Category Definitions refer to:

4.2.1                                Vehicle Standard (Australian Design Rule – Definitions and Vehicle Categories) 2005.

5.              REQUIREMENTS

5.1.              All vehicles must comply with either:

a) the ‘Level 1A’ requirements of Appendix A, as varied by Section 6 - Exemptions and Alternative Procedures; or

b) the technical requirements of one of the alternative standards set out in Section 7.

6.              EXEMPTIONS AND ALTERNATIVE PROCEDURES

6.1.              Compliance with the following parts, sections and annexes of Appendix A is not required for the purposes of this standard:

              Section 4 Application for approval

              Section 5 Approval

              Section 7 Modification of vehicle type and extension of approval

              Section 8 Conformity of production

              Section 9 Penalties for non-conformity of production

              Section 10 Production definitively discontinued

              Section 11. Introductory Provisions

              Section 12. Transitional Provisions

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

Appendix 1. Type 1 test CoP verification for specific vehicle types

Appendix 2. Verification of conformity of production for Type 1 test - statistical method

Appendix 3. Run-in test procedure to determine run-in factors

Appendix 4. Conformity of production for Type 4 test

Annexes

Annex A1. Engine and vehicle characteristics and information concerning the conduct of tests (‘information document’)

Annex A2  Communication

Annex A3 Arrangements of the approval mark

Annex B8, Appendix 8 Determination of additional electric energy consumption values required for checking the Conformity of Production of PEVs and OVC-HEVs

Annex C4, Appendix 3b The kilometre accumulation cycles

6.2 The documentation required in the following parts of Appendix A are not required to be submitted in an application to obtain a road vehicle type approval or component type approval to this vehicle standard under Section 16 or 174 of the Road Vehicle Standards Rules, but shall be recorded in the ‘Supporting Information’ held by the ‘Manufacturer’ and provided to the Department on request:

Appendix 6, clauses 8.6 and 8.7

Annex B6, clauses 2.4.2.2, 2.6.6.1

Annex B6, Appendix 2, clause 2.2.2

Annex B6a, clause 2.1

Annex B7, clause 3.2.3.2.2.3.2.1.

Annex B8, clauses 3.4.1 and 3.4.4.2.1.2(b)

Annex B8, Appendix 3, clauses 1.4, 2.2 and 3.3

Annex B8, Appendix 6, clause 1.2

Annex C3, clauses 5.1.3.3 and 5.2.7

6.3 References to “by the approval authority if requested by a regional authority” in Clauses 2.6.8.4 and 2.6.8.5 of Annex B6 of Appendix A shall be read as “to the Department upon request.”

6.4 Subject to Clauses 6.4.1 to 6.4.2, the ‘Level 1B’ requirements for the Type 1 test specified in Annexes B1 to B8 of Appendix A may be used in lieu of the ‘Level 1A’ requirements specified in Annexes B1 to B8 of Appendix A.

6.4.1 Vehicles tested in accordance with Clause 6.4 must comply with the ‘Level 1A’ emission limits specified in Table 1A of Appendix A.

6.4.2 Deterioration factors for vehicles tested in accordance with Clause 6.4 must be determined in accordance with the ‘Level 1A’ requirements as specified in Paragraph 6.7 of Appendix A.

7.              ALTERNATIVE STANDARDS

UN Regulation No. 154

7.1.              The ‘Level 1A’ or ‘Level 2’ technical requirements of United Nations Regulation No. 154 - Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP) incorporating the 00, 01, 02 or 03 series of amendments.

APPENDIX A

Uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to criteria emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range (WLTP)

Text based on UN Regulation No. 154 (Revision 1, Amendment 2)

Incorporating by the Department of Infrastructure, Transport, Regional Development and Communications and the Arts, all valid text up to:

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

Contents

1. Scope

2. Abbreviations

3. Definitions

4. Application for approval

5. Approval

6. Specifications and tests

7. Modification and extension of the type approval

8. Conformity of production (COP)

9. Penalties for non-conformity of production

10. Production definitively discontinued

11. Introductory Provisions

12. Transitional Provisions

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

Appendix

1. Type 1 test CoP verification for specific vehicle types

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

3. Run-in test procedure to determine run-in factors

4. Conformity of production for Type 4 test

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

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

Annexes

Annexes Part A

A1. Engine and vehicle characteristics and information concerning the conduct of tests
(‘information document’)

 Appendix

 1. WLTP Test Report

 2. WLTP Road Load Test Report

 3. WLTP Test Sheet

 4. Evaporative Emissions Test Report

A2. Communication

A3. Arrangements of the approval mark

Annexes Part B

B1. Worldwide light-duty test cycles (WLTC)

B2. Gear selection and shift point determination for vehicles equipped with manual transmissions

B3. Specifications of reference fuels

B4. Road load and dynamometer setting

B5. Test equipment and calibrations

B6. Type 1 test procedures and test conditions

 Appendix

 1. Emissions test procedure for all vehicles equipped with periodically regenerating systems

 2. Test procedure for rechargeable electric energy storage system monitoring

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

B6a. Ambient Temperature Correction Test for the determination of CO2 emissions under representative regional temperature conditions (Level 1A only)

B6b. Correction of CO2 results against the target speed and distance (Level 1A only)

B7. Calculations

B8. Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles

 Appendix

 1. REESS state of charge profile

 2. REESS energy change-based correction procedure

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

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

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

 6. Selection of driver-selectable modes

 7. Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles

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

B9. Determination of method equivalency (Level 1A only)

Annexes Part C

C1. (Reserved)

C2. (Reserved)

C3. Type 4 test Determination of evaporative emissions from vehicles with engines
fuelled with petrol

C4. Type 5 test – Durability

 Appendix

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

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

 3. Standard Road Cycle (SRC)

 3b. The kilometre accumulation cycles (Level 1B only)

 4. Special requirements for Hybrid Vehicles

C5. On-Board Diagnostics (OBD) for motor vehicles

 Appendix

1. Functional aspects of On-Board Diagnostic (OBD) systems

Introduction

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

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

In addition, this new Regulation includes an update to the Type 5 test for verifying the durability of pollution control devices and updated On-Board Diagnostic (OBD) requirements. These updates are in order to reflect the changes from the previous NEDC based Type 1 test to the new WLTP Type 1 test.

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

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

1. Scope

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

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

1.1. Scope for Level 1A;

This Regulation applies to the type approval of vehicles of categories M1, M2, N1 and N2 with a reference mass not exceeding 2,610 kg with regard to the WLTP Type 1 test for emissions of gaseous compounds, particulate matter, particle number and to emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range and to the Type 4 test on evaporative emissions.

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

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

1.2. Scope for Level 1B;

This Regulation applies to the type approval of vehicles of categories M2 and N1 with a technical permissible maximum laden mass not exceeding 3,500 kg and to all vehicles of category M1 with regard to the WLTP Type 1 test for emissions of gaseous compounds, particulate matter, particle number and to emissions of carbon dioxide and fuel efficiency and/or the measurement of electric energy consumption and electric range and to the Type 4 test on evaporative emissions.

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

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

2. Abbreviations

2.1. General abbreviations

2.2. Chemical symbols and abbreviations

3. Definitions

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

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

(a) Do not differ with respect to the criteria constituting an "interpolation family" as defined in paragraph 6.3.2.;

(b) Fall in a single "CO2 interpolation range" within the meaning of paragraph 2.3.2. of Annex B6;

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

(i) Types and sequence of pollution control devices (e.g. three-way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, particulate trap or combinations thereof in a single unit);

(ii) Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high/combined pressure).

3.0.2. "Engine capacity" means:

For reciprocating piston engines, the nominal engine swept volume.

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

3.0.3. "Engine displacement" means:

For reciprocating piston engines, the nominal engine swept volume.

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

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

3.1. Test equipment

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

3.1.2. "Calibration" means the process of setting a measurement system's response so that its output agrees with a range of reference signals.

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

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

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

3.1.6. "Linearization" means the application of a range of concentrations or materials to establish a mathematical relationship between concentration and system response.

3.1.7. "Major maintenance" means the adjustment, repair or replacement of a component or module that could affect the accuracy of a measurement.

3.1.8. "Non-Methane Hydrocarbons" (NMHC) are the Total Hydrocarbons (THC) minus the methane (CH4) contribution.

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

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

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

3.1.12. "Span" means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use.

3.1.13. "Total hydrocarbons" (THC) means all volatile compounds measurable by a flame ionization detector (FID).

3.1.14. "Verification" means to evaluate whether or not a measurement system's outputs agrees with applied reference signals within one or more predetermined thresholds for acceptance.

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

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

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

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

Figure 1

Definition of accuracy, precision and reference value

3.2. Road load and dynamometer setting

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

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

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

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

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

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

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

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

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

3.2.10. "Reference atmospheric conditions (regarding road load measurements)" means the atmospheric conditions to which these measurement results are corrected:

(a) Atmospheric pressure: p0 = 100 kPa;

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

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

(d) Wind speed: 0 m/s.

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

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

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

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

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

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

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

3.2.18. "Standard equipment" means the basic configuration of a vehicle which is equipped with all the features that are required under the regulatory acts of the Contracting Party including all features that are fitted without giving rise to any further specifications on configuration or equipment level.

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

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

3.2.21. "Vehicle coastdown mode" means a system of operation enabling an accurate and repeatable determination of road load and an accurate dynamometer setting.

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

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

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

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

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

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

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

3.2.29. "Single roller dynamometer" means a dynamometer where each wheel on a vehicle's axle is in contact with one roller.

3.2.30. "Twin-roller dynamometer" means a dynamometer where each wheel on a vehicle's axle is in contact with two rollers.

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

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

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

3.2.34. "Dynamometer in 2WD operation" means a 2WD dynamometer, or a 4WD dynamometer which only simulates inertia and road load on the powered axle of the test vehicle and where the rotating wheels on the non-powered axle shall have no influence on the measurement results compared to a situation where the wheels on the non-powered axle are not rotating.

3.2.35. "Dynamometer in 4WD operation" means a 4WD dynamometer which simulates inertia and road load on both axles of the test vehicle.

3.2.36. "Coasting" means a functionality of either an automatic transmission or a clutch which, when no propulsion or a slow reduction of speed is needed, decouples the engine from the drivetrain automatically and neither a propulsion energy is applied to the wheels nor recuperation energy is taken from the wheels nor friction braking is applied. During application of this function the engine may be idling or switched off.

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

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

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

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

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

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

3.3.5. "Charge-depleting operating condition" means an operating condition in which the energy stored in the REESS may fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation.

3.3.6. "Charge-sustaining operating condition" means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven.

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

3.3.8. "Electric machine" (EM) means an energy converter transforming between electrical and mechanical energy.

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

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

3.3.9.2. "Category of propulsion energy converter" means (i) an internal combustion engine, or (ii) an electric machine, or (iii) a fuel cell.

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

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

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

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

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

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

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

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

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

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

3.3.16. "Off-vehicle charging hybrid electric vehicle" (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

3.4. Powertrain

3.4.1. "Powertrain" means the total combination in a vehicle of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices.

3.4.2. "Auxiliary devices" means energy consuming, converting, storing or supplying non-peripheral devices or systems which are installed in the vehicle for purposes other than the propulsion of the vehicle and are therefore not considered to be part of the powertrain.

3.4.3. "Peripheral devices" means any energy consuming, converting, storing or supplying devices, where the energy is not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of the powertrain and are therefore considered to be part of the powertrain.

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

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

3.5. General

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

3.5.2. (Reserved)

3.5.3. (Reserved)

3.5.4. (Reserved)

3.5.5. (Reserved)

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

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

3.5.8. "Driver-selectable mode" means a distinct driver-selectable condition which could affect emissions, or fuel and/or energy consumption.

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

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

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

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

3.6. PM/PN

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

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

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

3.7. WLTC

3.7.1. "Rated engine power" (Prated) means maximum net power of the engine or motor in kW as per the requirements of UN Regulation No. 85.

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

3.8. Procedure

3.8.1. "Periodically regenerating system" means an exhaust emissions control device (e.g. catalytic converter, particulate trap) that requires a periodical regeneration.

3.9. Evaporative emissions

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

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

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

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

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

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

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

3.9.8. "Sealed fuel tank system" means a fuel tank system where the fuel vapours do not vent during parking over the 24-hour diurnal cycle defined in paragraph 6.5.9. of Annex C3 when performed with the applicable reference fuel defined in paragraph 7 of Annex B3.

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

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

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

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

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

3.10. On-Board Diagnostics (OBD)

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

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

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

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

3.10.5. "Malfunction" means the failure of an emission-related component or system that would result in emissions exceeding the OBD thresholds in paragraph 6.8.2. or if the OBD system is unable to fulfil the basic monitoring requirements of Annex C5.

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

3.10.7. "Engine misfire" means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, poor fuel metering, poor compression or any other cause. In terms of OBD monitoring it is that percentage of misfires out of a total number of firing events (as declared by the manufacturer) that would result in emissions exceeding the OBD thresholds given in paragraph 6.8.2. or that percentage that could lead to an exhaust catalyst, or catalysts, overheating causing irreversible damage.

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

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

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

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

3.10.12. "Permanent emission default mode" refers to a case where the engine management controller permanently switches to a setting that does not require an input from a failed component or system where such a failed component or system would result in an increase in emissions from the vehicle to a level above the OBD thresholds given in paragraph 6.8.2.

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

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

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

3.10.15. "Unrestricted" means:

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

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

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

3.10.17. (Reserved)

3.10.18. "Deficiency" means, in respect of vehicle OBD systems, that components or systems that are monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD monitoring of those components or systems or do not meet all of the other detailed requirements for OBD.

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

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

3.10.21. "Readiness" means a status indicating whether a monitor or a group of monitors have run since the last erasing by an external request or command (for example through an OBD scan-tool).

3.11. Ambient Temperature Correction Test (Annex B6a)

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

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

4. Application for approval

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

4.1.1. The application referred to in paragraph 4.1. shall be drawn up in accordance with the model of the information document set out in Annex A1 to this Regulation.

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

(a) In the case of vehicles equipped with positive ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that would either result in emissions exceeding the OBD thresholds given in paragraph 6.8.2., if that percentage of misfire had been present from the start of a Type 1 test as described in Annexes Part B to this Regulation, or that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;

(b) Detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system;

(c) A description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the vehicle;

(d) This paragraph is applicable to Level 1A only:

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

(e) This paragraph is applicable to Level 1A only:

A plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of each monitor that shall fulfil the requirements of paragraphs 7.2. and 7.3. of Appendix 1 to Annex C5 to this Regulation, as well as for disabling numerators, denominators and the general denominator under the conditions outlined in paragraph 7.7. of Appendix 1 to Annex C5 to this Regulation;

(f) A description of the provisions taken to prevent tampering with and modification of the emission control computer;

(g) If applicable, the particulars of the OBD family as referred to in paragraph 6.8.1.;

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

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

4.2. A model of the information document relating to exhaust emissions, emissions of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range, evaporative emissions, durability and OBD, is given in Annex A1 to this Regulation. The information mentioned under item 3.2.12.2.7.6. of Annex A1 to this Regulation is to be included in Appendix 1 "OBD - Related information" to the type approval communication given in Annex A2 to this Regulation.

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

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

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

4.3.2. For the purposes of subparagraphs 4.1.2. (d) and (e), Type Approval Authorities shall not approve a vehicle if the information submitted by the manufacturer is inappropriate for fulfilling the requirements of paragraph 7. of Appendix 1 to Annex C5 to this Regulation. Paragraphs 7.2., 7.3. and 7.7. of Appendix 1 to Annex C5 to this Regulation shall apply under all reasonably foreseeable driving conditions. For the assessment of the implementation of the requirements set out in the paragraphs 7.2. and 7.3. of Appendix 1 to Annex C5, the Type Approval Authority shall take into account the state of technology.

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

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

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

4.4. The Type Approval Authority shall verify the existence of satisfactory provisions to ensure an effective check of conformity of production before approval of the vehicle type is granted.

5. Approval

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

5.2. An approval number shall be assigned to each type approved.

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

Section 1: The capital letter 'E' followed by the distinguishing number of the Contracting Party which has granted the type approval2F[1].

Section 2: The number 154, followed by the letter 'R', successively followed by:

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

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

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

Section 3: A four-digit sequential number (with leading zeros as applicable). The sequence shall start from 0001.

Section 4: A two-digit sequential number (with leading zeros if applicable) to denote the extension. The sequence shall start from 00.

All digits shall be Arabic digits.

5.2.2. Example of an Approval Number to this Regulation:

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

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

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

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

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

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

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

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

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

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

5.6. The approval mark shall be clearly legible and be indelible.

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

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

5.8. Additional requirements for approval of flex fuel vehicles

This paragraph is only applicable for Level 1A

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

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

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

5.10. Requirements for approval regarding the OBD system

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

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

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

5.10.4. When tested with a defective component in accordance with Appendix 1 to Annex C5 to this Regulation, the OBD system malfunction indicator shall be activated. The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD thresholds specified in paragraph 6.8.

5.10.5. This paragraph is applicable to Level 1A only:

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

5.10.6. This paragraph is applicable to Level 1A only:

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

5.11. This paragraph is only applicable for Level 1A

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

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

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

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

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

6. Specifications and tests

6.1. General

6.1.1. The vehicle and its components liable to affect CO2 and fuel consumption or electric energy consumption and the emissions of gaseous compounds, including evaporative emissions, particulate matter, particle number shall be so designed, constructed and assembled as to enable the vehicle in normal use and under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of this Regulation during its useful life. This shall include the security of all hoses, joints and connections used within the emission control systems and the evaporative emission control systems.

For exhaust emissions, CO2 and fuel consumption or electric energy consumption these provisions are deemed to be met if the provisions of paragraph 6.3. and paragraph 8.2. are complied with.

For evaporative emissions, these conditions are deemed to be met if the provisions of paragraph 6.6. and paragraph 8.3. are complied with.

6.1.2. The test vehicle shall be representative in terms of its emissions-related components and functionality of the intended production series to be covered by the approval. The manufacturer and the responsible authority shall agree which vehicle test model is representative.

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

6.1.4. Vehicle testing condition

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

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

6.1.4.3. All emissions controlling systems, including evaporative emissions controlling systems shall be in working order.

6.1.4.4. The engine shall be designed to avoid crankcase emissions.

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

6.1.5. Fuel tank inlet orifices

6.1.5.1. For Level 1A;

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

For Level 1B;

No requirement for fuel tank inlet orifices.

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

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

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

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

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

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

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

6.1.7. Provisions for electronic system security

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

6.1.7.1.1. Only features directly associated with emissions calibration or prevention of vehicle theft may be protected in accordance with paragraph 6.1.7.1.

6.1.7.2. Computer-coded engine operating parameters shall not be changeable without the use of specialized tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) enclosures).

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

6.1.7.4. Manufacturers using programmable computer code systems shall deter unauthorised reprogramming. Manufacturers shall include enhanced tamper protection strategies and write-protect features requiring electronic access to an off-site computer maintained by the manufacturer. Methods giving an adequate level of tamper protection shall be approved by the responsible authority.

6.1.8. Rounding

Unless specified elsewhere in this Regulation, paragraphs 6.1.8.1. and 6.1.8.2. provide rules for rounding to fulfil the requirements of this Regulation.

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

Example:

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

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

Example:

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

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

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

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

or

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

6.1.10. Division by zero

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

6.2. Test procedure

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

  1  Specific test procedures for hydrogen vehicles will be defined at a later stage.

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

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

  4  Only NOx emissions shall be determined when the vehicle is running on hydrogen.

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

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

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

FT-nnnnnnnnnnnnnnn-WMI

Where:

FT is an identifier of the family type:

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

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

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

(d) PR = Periodically regenerating systems (Ki) family as defined in paragraph 6.3.5.

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

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

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

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

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

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

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

nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, restricted to using the characters 0-9, A-Z and the underscore character '_'.

WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner defined in ISO 3780:2009.

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

6.3. Description of Type 1 test (WLTP)

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

6.3.1. The Type 1 test shall be performed according to:

(a) The WLTCs as described in Annex B1;

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

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

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

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

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

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

6.3.2. Interpolation family

6.3.2.1. Interpolation family for pure ICE vehicles

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

(a) They belong to different vehicle classes as described in paragraph 2. of Annex B1;

(b) They have different levels of downscaling as described in paragraph 8. of Annex B1;

(c) They have different capped speeds as described in paragraph 9. of Annex B1.

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

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

(b) Operation strategy of all CO2 emission influencing components within the powertrain;

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

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

(e) Number of powered axles.

6.3.2.1.3. If an alternative parameter such as a higher nmin_drive, as specified in paragraph 2.(k) of Annex B2, or ASM, as defined in paragraph 3.4. of Annex B2 is used, this parameter shall be the same within an interpolation family.

6.3.2.2. Interpolation family for NOVC-HEVs and OVC-HEVs

In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and NOVC-HEVs that are identical with respect to the following characteristics may be part of the same interpolation family:

(a) Type and number of electric machines: construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on CO2 emission and electric energy consumption under WLTP conditions;

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

(c) Type of electric energy converter between the electric machine and traction REESS, between the traction REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other characteristics having a non-negligible influence on CO2 emission and electric energy consumption under WLTP conditions. At the request of the manufacturer and with the approval of the approval authority, electric energy converters between recharge-plug-in and traction REESS with lower recharge losses may be included in the family;

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

6.3.2.3. Interpolation family for PEVs

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

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

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

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

(d) Number of powered axles;

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

(f) Operation strategy of all components influencing the electric energy consumption within the powertrain;

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

6.3.2.4. Interpolation family for OVC-FCHVs and NOVC-FCHVs

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

(a) Type and number of electric machines: construction type (asynchronous/ synchronous, etc.), type of coolant (air, liquid) and any other characteristics having a non-negligible influence on fuel consumption (or fuel efficiency) and electric energy consumption under WLTP conditions;

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

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

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

(e) Number of powered axles;

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

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

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

6.3.3. Road load family

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

(a)  Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of gears, number of clutches, etc.). At the request of the manufacturer and with approval of the responsible authority, a transmission with lower power losses may be included in the family;

(b) Number of powered axles.

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

If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible influence on road load, that vehicle shall not be considered to be part of the family unless approved by the responsible authority.

6.3.4. Road load matrix family

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

Vehicles with a technically permissible maximum laden mass ≥ 2,500 kg may be part of the road load matrix family provided the driver seat R-point height is above 850 mm from the ground.

“R-point” means “R” point or “seating reference point” as defined in paragraph 2.4. of Annex 1 to the Consolidated Resolution on the Construction of Vehicles (R.E.3.).

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

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

(b) Number of powered axles.

6.3.5. Periodically regenerating systems (Ki) family

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

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

(b) Periodically regenerating system (i.e. catalyst, particulate trap);

(i) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);

(ii) Type and working principle;

(iii) Volume ±10 per cent;

(iv) Location (temperature ±100 °C at second highest reference speed).

(c) The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for the Ki demonstration test plus 250 kg.

6.3.6. Gas Fuelled Vehicles (GFV) Family

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

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

6.3.6.3. Member of the GFV family

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

(a) It is produced by the same manufacturer;

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

(c) If the gas fuelling system has a central metering for the whole engine:

It has a certified power output between 0.7 and 1.15 times that of the GFV parent vehicle;

(d) If the gas fuelling system has an individual metering per cylinder:

It has a certified power output per cylinder between 0.7 and 1.15 times that of the GFV parent vehicle;

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

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

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

6.3.6.3.2. With regard to requirements of paragraph 6.3.6.3.1. (c) and (d):

In the case where a demonstration shows that two gas-fuelled vehicles could be members of the same family with the exception of their certified power output, respectively P1 and P2 (P1 < P2), and both are tested as if were parent vehicles the family relation will be considered valid for any vehicle with a certified power output between 0.7 P1 and 1.15 P2.

6.3.7. Additional requirements for vehicles fuelled by LPG or NG/biomethane

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

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

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

6.3.7.4. This paragraph applies to Level 1A only.

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

6.3.8. Additional requirements for flex fuel vehicles

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

6.3.9. OBFCM

For Level 1A only:

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

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

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

Table 1A

This table is only applicable for L1A

Emissions limits for the Type 1 test

Table 1B

This table is only applicable for L1B

Emissions limits for the Type 1 test

6.3.11. KCO2 correction factor family for OVC-HEVs and NOVC-HEVs

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

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

Two or more interpolation families are merged:

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

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

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

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

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

Different electric energy converters between recharge-plug-in and traction REESS shall not be considered as a criterion in the context of the correction factor family.

6.4. (Reserved)

6.5. (Reserved)

6.6. Type 4 test (Determination of evaporative emissions)

6.6.1. The Type 4 test shall be carried out on all vehicles with a petrol tank in accordance with the requirements of paragraphs 6.6.2. to 6.6.4. and Annex C3.

For Level 1A;

Mono-fuel gas vehicles are exempted.

6.6.2. When tested in accordance with Annex C3 to this Regulation, evaporative emissions shall be less than that specified in Table 2.

Table 2

Emission limit for evaporative emissions test

6.6.3. Evaporative emission family

6.6.3.1. Only vehicles that are identical with respect to the characteristics listed in (a), (d) and (e), technically equivalent with respect to the characteristics listed in (b) and (c) and similar or, where applicable, within the stated tolerance regarding the characteristics listed in (f) and (g) may be part of the same evaporative emission family:

(a) Fuel tank system material and construction;

(b) Vapour hose material;

(c) Fuel line material and connection technique;

(d) Sealed tank or non-sealed tank system;

(e) Fuel tank relief valve setting (air ingestion and relief);

(f) Carbon canister butane working capacity (BWC300) within a 10 per cent range of the highest value (for carbon canisters with the same type of charcoal, the volume of charcoal shall be within 10 per cent of that for which the BWC300 was determined);

(g) Purge control system (for example, type of valve, purge control strategy).

The manufacturer shall demonstrate the technical equivalence of points (b) and (c) to the responsible authority.

6.6.3.2. The vehicle shall be considered to produce worst-case evaporative emissions and shall be used for testing if it has the largest ratio of fuel tank capacity to BWC300 within the family. The vehicle selection shall be agreed in advance with the responsible authority.

6.6.3.3. The use of any innovative system calibration, configuration, or hardware related to the evaporative control system shall place the vehicle model in a different family.

6.6.4. The responsible authority shall not grant type approval if the information provided is insufficient to demonstrate that the evaporative emissions are effectively limited during the normal use of the vehicle.

6.7. Type 5 test (Description of the endurance test for verifying the durability of pollution control devices)

6.7.1. This test shall be carried out on all vehicles referred to in paragraph 1. to which the test specified in paragraph 6.3. applies. The test represents an ageing test up to the target useful life driven in accordance with the programme described in Annex C4 to this Regulation on a test track, on the road or on a chassis dynamometer.

For Level 1A;

The target useful life is 160,000 km.

For Level 1B;

The target useful life is 80,000 km. For vehicles having engine displacement less than or equal to 0.660 litre, vehicle length less than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg the target useful life is 60,000 km.

6.7.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type 5 test on petrol only. In that case the deterioration factor found with unleaded petrol will also be taken for LPG or NG.

6.7.1.2. Special requirements for hybrid vehicles are provided in Appendix 4 to Annex C4.

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

Table 3a

This table is only applicable for Level 1A

Multiplicative Deterioration factors

Table 3b

This table is only applicable for Level 1B

Additive Deterioration factors

6.7.2.1. This paragraph is applicable for Level 1B only

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

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

where :

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

6.7.3. This paragraph is applicable for Level 1A only

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

6.7.4. Deterioration factors are determined using one of the procedures specified in paragraph 1.1. of Annex C4 (as applicable). The factors are used to establish compliance with the requirements of paragraphs 6.3. and 8.2.

6.7.5. Durability family

Only vehicles whose engine or pollution control system parameters are identical or remain within the prescribed tolerances with reference to the vehicle used for the determination of the Deterioration Factor may be part of the same Durability family:

(a) Engine

(i) Ratio between engine cylinder capacity and the volume of each catalytic component and/or filter (-10 to +5 per cent);

(ii) Difference in engine capacity within either ±15 per cent of the capacity of the tested vehicle or ± 820 cm3 whichever value presents the least difference;

(iii) Cylinder configuration (number of cylinders, shape, distance between bores and other configurations);

(iv) Number of valves, control of valves, and camshaft driven method;

(v) Fuel type and fuel system,

(vi) Combustion process.

(b) Pollution control system parameters:

(i) Catalytic converters and particulate filters:

number and layout of catalytic converters, filters and elements,

type of catalytic activity (oxidizing, three-way, lean NOx trap, SCR, lean NOx catalyst or other), and filtering characteristics;

precious metal load (identical or higher),

precious metal type and ratio (± 15 per cent),

substrate (structure and material),

cell density.

(ii) Air injection:

with or without

type (pulsair, air pumps, other(s))

(iii) EGR:

with or without

type (cooled or non-cooled, active or passive control, high pressure/low pressure/combined pressure).

(iv) other devices having an influence on durability.

6.8. On-board diagnostics OBD – Test

This test shall be carried out on vehicle types as indicated in Table A. The test procedure described in paragraph 3. of Annex C5 to this Regulation shall be followed.

6.8.1. OBD family

6.8.1.1. Parameters defining the OBD family

The OBD family means a manufacturer's grouping of vehicles which, through their design, are expected to have similar exhaust emission and OBD system characteristics. Each engine of this family shall comply with the requirements of this Regulation.

The OBD family may be defined by basic design parameters which shall be common to vehicles within the family. In some cases there may be interaction of parameters. These effects shall also be taken into consideration to ensure that only vehicles with similar exhaust emission characteristics are included within an OBD family.

6.8.1.2. To this end, those vehicles whose parameters described below are identical may be considered to belong to the same OBD family.

Engine:

(a) Combustion process (i.e. positive ignition, compression-ignition, two-stroke, four-stroke/rotary);

(b) Method of engine fuelling (i.e. single or multi-point fuel injection); and

(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/  biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi-              fuel petrol/LPG).

Emission control system:

(a) Type of catalytic converter (i.e. oxidation, three-way, heated catalyst, SCR, other);

(b) Type of particulate trap;

(c) Secondary air injection (i.e. with or without); and

(d) Exhaust gas recirculation (i.e. with or without);

OBD parts and functioning:

The methods of OBD functional monitoring malfunction detection and malfunction indication to the vehicle driver.

6.8.2. OBD thresholds

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

Table 4A

This table is only applicable for Level 1A

OBD thresholds

PI Positive Ignition

  CI Compression Ignition.

1 Positive ignition particulate mass OBD thresholds apply only to vehicles with direct injection engines

Table 4B

This table is only applicable for Level 1B

OBD thresholds

G Petrol, LPG

D Diesel

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

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

6.9. Vehicles that use a reagent for the exhaust after-treatment system

6.9.1. Vehicles that use a reagent for the exhaust after-treatment system shall meet the requirements specified in Appendix 6 to this Regulation.

6.9.2. Exhaust after-treatment system using reagent (ER) family definition

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

(a) Reagent injector (principle, construction);

(b) Reagent injector location;

(c) Detection strategies (for reagent level, dosing and quality or for reagent level and monitoring NOx emissions);

(d) Warning display: messages, tell-tales lighting sequences and audible component sequences, if any;

(e) Inducement option;

(f) NOx sensor (application of option described in paragraph 6 of Appendix 6) or reagent quality sensor (application of option described in paragraphs 4 and 5 of Appendix 6).

The manufacturer and the approval authority shall agree which vehicle model is representative for the ER family.

7. Modification and extension of the type approval

7.1. Every modification of the vehicle type shall be notified to the Type Approval Authority that approved the vehicle type. The Type Approval Authority may then either:

7.1.1. Consider that the modifications made are contained within the families covered by the approval or are unlikely to have an appreciable adverse effect on the values of CO2 and fuel consumption or electric energy consumption and that, in this case, the original approval will be valid for the modified vehicle type; or

7.1.2. Require a further test report from the Technical Service responsible for conducting the tests.

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

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

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

7.4.1. The type-approval shall be extended without the need for further testing to vehicles if they conform to the criteria of paragraph 3.0.1. (a) and (c).

Additionally to the criteria above, in the cases when the Interpolation Family Vehicle High and/ or Vehicle Low are changed, the new Vehicle High and/or Vehicle Low shall be tested and the CO2 emission values of the tested vehicle resulting from step 9 of Table A7/1 of Annex B7 and step 8 of Table A8/5 in Annex B8 shall be less than or equal to the CO2 emission which lies on a straight line through the CO2 values of the original Vehicles Low and High when plotted against cycle energy and corresponding to the cycle energy demand of the tested vehicle.

The measured criteria emissions shall respect the limits set out in paragraph 6.3.10.

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

7.4.1.1.  If the type-approval has been granted only in relation to Vehicle High, it shall only be extended under the circumstances (a), (b) or (c) below:

(a) To include additional vehicles which conform to the criteria of paragraph 3.0.1. (a) and (c) and have a cycle energy lower than that of Vehicle High.

(b) To create an interpolation family by testing Vehicle Low (preferably using the vehicle which was tested as Vehicle High for the original approval). In this case all vehicles covered by the extended approval shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c).

(c) To create an interpolation family by renaming Vehicle High as Vehicle Low and testing Vehicle High (preferably using the vehicle which was tested as Vehicle High for the original approval). In this case all vehicles covered by the extended approval shall conform to the criteria of paragraph 3.0.1. (a), (b) and (c).

7.4.2. Vehicles with periodically regenerating systems

For Ki tests undertaken under Appendix 1 to Annex B6, the type-approval shall be extended to vehicles if they conform to the criteria of paragraph 6.3.5.

7.5. Extensions for evaporative emissions (Type 4 test)

7.5.1. For tests performed in accordance with Annex C3 the type-approval shall be extended to vehicles belonging to an approved evaporative emission family as defined in paragraph 6.6.3.

7.6. Extensions for durability of pollution control devices (Type 5 test)

7.6.1. For tests performed in accordance with Annex C4 the deterioration factors shall be extended to different vehicles and vehicle types, provided that both of the following conditions apply:

(a) The vehicles belong to the same Durability family, as defined in the paragraph 6.7.5.;

(b) The worst case Deterioration Factor (DF) derived within the Durability Family is applied. If vehicles with a cycle energy demand higher than that of the vehicle for which the DFs were established are to be included by extension, the worst case DF is determined on the vehicle with the highest temperature at the inlet of the pollution control system, measured as prescribed in paragraph 7.6.2.

7.6.2. The temperature at the inlet of the pollution control device shall be lower than the temperature of the vehicle tested for DF determination plus 50°C. It shall be checked under following stabilized conditions. A vehicle meeting the requirements of paragraph 1.2. of Annex C4 for the extended durability family shall be brought to a speed of 120 km/h or the maximum vehicle speed minus 10km/h, whichever is lower, and kept at that constant speed for at least 15 minutes at the load setting of the Type 1 test. At any time after this period, the temperature at catalyst inlet shall be measured for at least 2 continued minutes while the vehicle is kept at that constant speed and the average temperature value shall be taken as representative value.

7.7. Extension for OBD

For OBD the type approval can be extended to vehicles belonging to an approved OBD family as defined in paragraph 6.8.1.

8. Conformity of production (COP)

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

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

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

The specific procedures for conformity of production are set out in paragraphs 8.2. to 8.4. and Appendices 1 to 4.

Table 8/1

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

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

Table 8/2

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

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

(2)  Only for vehicles fuelled by petrol

8.1.3. CoP family

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

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

For Level 1A:

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

For Level 1B:

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

8.1.3.1. CoP family for Type 1 test

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

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

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

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

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

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

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

8.1.3.2. CoP family for Type 4 test

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

8.1.3.3. CoP family for OBD

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

8.1.4. Test frequency for the Type 1 test

8.1.4.1. For Level 1A:

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

For Level 1B:

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

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

8.1.4.3. For Level 1A:

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

For Level 1B:

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

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

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

8.1.5. Test frequency for the Type 4 test

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

8.1.6. Audits by the responsible authority

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

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

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

For Level 1A only:

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

8.1.7. Physical test verifications by the responsible authority

For Level 1A:

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

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

For Level 1B:

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

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

8.1.8. Reporting

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

8.1.9. Non-conformity

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

8.2. Checking the conformity for a Type 1 test

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

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

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

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

8.2.3. Type 1 test procedure

8.2.3.1. Where applicable, in accordance with Table 8/1, the verification of the criteria emissions, CO2 emissions, fuel efficiency, electric energy consumption and OBFCM device accuracy, shall be carried out in accordance with the specific requirements and procedures in Appendix 1.

8.2.3.2. The statistical procedure for calculating the test criteria and to arrive at a pass or fail decision is described in Appendix 2 and in the flowchart of Figure 8/1.

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

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

Where applicable, in accordance with Table 8/1, when a pass decision has been reached for one criteria emission, that decision shall not be changed by any additional tests carried out to reach a decision for the other criteria emissions, CO2 emissions, fuel efficiency or electric energy consumption.

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

The maximum sample size shall be:

For Level 1A: 16 vehicles

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

Figure 8/1

Flowchart of the CoP test

8.2.4. Run-in factors

8.2.4.1. For Level 1A:

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

For Level 1B:

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

8.2.4.2. For the application of derived run-in factors, the system odometer of the CoP test vehicle Dj shall preferably be within -10 km of the mileage at the start of the 1st test and +10 km of the mileage at the start of the 2nd test on the run-in test vehicle Di, prior to when it was run in.

8.2.4.3. For Level 1A:

At the option of the manufacturer, for CO2 emissions, in g/km an assigned run-in factor of 0.98 may be applied if the system odometer setting at the start of the CoP test is less than or equal to 80 km. If the assigned run-in factor for CO2 emissions is applied, no run-in factors shall be applied for criteria emissions and electric energy consumption.

For Level 1B:

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

8.2.4.4. The run-in factor shall be applied to the CoP test result that is calculated according to Step 4c of Table A7/1 in Annex B7 or Step 4c in Table A8/5 of Annex B8.

8.2.4.5. Test cell correction

Only for Level 1B:

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

8.2.5. Test fuel

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

For Level 1A:

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

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

For Level 1B:

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

8.2.5.2. Tests for conformity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of one of the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to the responsible authority.

8.2.6. Criteria for validity of speed trace tolerances and drive trace indices of the Type 1 CoP test

The speed trace tolerances and drive trace indices shall fulfil the criteria specified in paragraph 2.6.8.3. of Annex B6.             

8.3. Checking the conformity for a Type 4 test

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

8.3.2. If the vehicle tested does not satisfy the requirements of paragraph 8.3.1., a further random sample of four vehicles shall be taken from the same family without unjustified delay and subjected to the Type 4 test described in Annex C3 or as an alternative at least the tests described in Appendix 4.

The production shall be deemed to conform if the requirements are met for at least three of these vehicles within 6 months after the initial failed test has been detected.

8.3.3. If the vehicles tested do not satisfy the requirements of paragraph 8.3.2., a further random sample shall be taken from the same family without unjustified delay and subjected to the Type 4 test described in Annex C3.

If the vehicle tested does not satisfy the requirements of Annex C3, a further random sample of four vehicles shall be taken from the same family and also subjected without unjustified delay to the Type 4 test described in Annex C3.

On request of the manufacturer, for CoP tests described in Annex C3 the Permeability Factor (PF) derived at Type Approval or the Assigned Permeability Factor (APF) may be applied.

The production shall be deemed to conform if the requirements are met for at least three of these vehicles within 24 months after the initial failed test has been detected.

8.3.4. For CoP tests described in Annex C3 which are performed on a vehicle which has completed a mileage of less than 20,000 km a canister which has been aged according to paragraph 5.1. of Annex C3 shall be used. This can be the original canister from the test vehicle or another canister of identical specification. On request of the manufacturer, for these tests either the Permeability Factor (PF) as defined in the paragraph 5.2. of Annex C3 which was established at Type Approval for the evaporative family or the Assigned Permeability Factor (APF) also defined in the paragraph 5.2. of Annex C3 shall be applied.

8.3.5. On request of the manufacturer, CoP tests described in Annex C3 may be carried out on a vehicle which has completed a minimum mileage of 20,000 km up to a maximum of 30,000 km with no modifications to the vehicle other than those described in the test procedure. When the test is carried out on a vehicle which has completed a mileage of between 20,000 km and 30,000 km, the canister aging shall be omitted and the Permeability Factor or Assigned Permeability Factor shall not be applied.

Independent of the accumulated mileage of the vehicle, non-fuel background emission sources (e.g. paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) can be eliminated according to paragraph 6.1. of Annex C3.

8.4. Checking the conformity of the vehicle for On-board Diagnostics (OBD)

8.4.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the family and subjected to the tests described in Appendix 1 to Annex C5.

8.4.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Appendix 1 to Annex C5.

8.4.3. If the vehicle tested does not satisfy the requirements of paragraph 8.4.1., a further random sample of four vehicles shall be taken from the same family and subjected to the tests described in Appendix 1 to Annex C5. The tests may be carried out on vehicles which have completed a maximum of 15,000 km with no modifications.

8.4.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Appendix 1 to Annex C5.

9. Penalties for non-conformity of production

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

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

10. Production definitively discontinued

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

11. Introductory provisions

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

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

12. Transitional provisions

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

12.2. This paragraph is only applicable for Level 1A

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

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

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

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

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

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

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

Appendix 1

Type 1 test CoP verification for specific vehicle types

1. Verifying CoP on the criteria emissions for pure ICE vehicles, NOVC-HEVs and OVC-HEVs

1.1. Each vehicle shall be tested on the chassis dynamometer set with the specific mass inertia setting and road load parameters of the individual vehicle. The chassis dynamometer shall be set to the target road load for the test vehicle according to the procedure specified in paragraph 7. of Annex B4.

For Level 1B only:

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

1.2. The applicable test cycle is the same used for the type approval of the interpolation family to which the vehicle belongs.

1.3. The preconditioning test shall be carried out according to the provisions of paragraph 2.6. of Annex B6, or of Appendix 4 to Annex B8, as applicable.

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

 For Level 1B only 

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

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

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

2.2. For Level 1A:

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

 For Level 1B:

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

2.3. For Level 1A:

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

 For Level 1B:

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

2.3.1. CO2 emission values for CoP / Fuel efficiency values for CoP

 For Level 1A:

 In the case the interpolation method is not applied, the CO2 emission value MCO2,c,7 according to step 7 of Table A7/1 of Annex B7 shall be used for verifying the conformity of production.

In the case the interpolation method is applied, the CO2 emission value MCO2,c,ind for the individual vehicle according to step 10 of Table A7/1 of Annex B7 shall be used for verifying the conformity of production.

 For Level 1B:

 In the case the interpolation method is not applied, the fuel efficiency value FEc,8 according to step 8 of Table A7/1 of Annex B7 shall be used for verifying the conformity of production.

 In the case the interpolation method is applied, the fuel efficiency value FEc,ind for the individual vehicle according to step 10 of Table A7/1 of Annex B7 shall be used for verifying the conformity of production.

3. Verification of CoP on CO2 emissions/ fuel efficiency of NOVC-HEVs

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

3.2. For Level 1A:

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

 For Level 1B:

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

3.3. The conformity of production with regard to CO2 emissions or fuel efficiency, as applicable, shall be verified on the basis of the values for the tested vehicle as described in paragraph 3.3.1. and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.

3.3.1. CO2 emission values for CoP / Fuel efficiency values for CoP

 For Level 1A:

 In the case the interpolation method is not applied, the charge-sustaining CO2 emission value MCO2,CS,c,7 according to step 7 of Table A8/5 of Annex B8 shall be used for verifying the conformity of production.

 In the case the interpolation method is applied, the charge-sustaining CO2 emission value MCO2,CS,c,ind for the individual vehicle according to step 9 of Table A8/5 of Annex B8 shall be used for verifying the conformity of production.

 For Level 1B:

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

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

4. Verification of CoP on electric energy consumption of PEVs

4.1. The vehicle shall be tested as described in paragraph 3.4. of Annex B8, whilst the break-off criterion for the Type 1 test procedure according to paragraph 3.4.4.1.3. of Annex B8 (consecutive cycle procedure) and paragraph 3.4.4.2.3. of Annex B8 (Shortened Test Procedure) shall be considered to have been reached when having finished the first applicable WLTP test cycle.

 The DC electric energy consumption from the REESS(s) shall be determined according to paragraph 4.3 of Annex B8 where ∆EREESS,j shall be the electric energy change of all REESS and dj shall be the actual driven distance during this test cycle.

4.2. The conformity of production with regard to electric energy consumption (EC) shall be verified on the basis of the values for the tested vehicle as described in paragraph 4.2.1. in the case that the type approval was conducted with the consecutive cycle Type 1 test procedure and in paragraph 4.2.2. in case that the type approval was conducted using the shortened Type 1 test procedure.

4.2.1. Consecutive cycle Type 1 test procedure values for CoP

 In the case the interpolation method is not applied, the electric energy consumption value according to step 9 of Table A8/10 of Annex B8 shall be used for verifying the conformity of production.