Commission Delegated Regulation (EU) No 134/2014Show full title

ANNEX VI

Test type V requirements: durability of pollution-control devices

Appendix Number	Appendix title	Page
1	The Standard Road Cycle for L-Category Vehicles (SRC-LeCV)	194
2	The USA EPA Approved Mileage Accumulation durability cycle	204

0. Introduction

0.1. This Annex describes the procedures for type V testing to verify the durability of pollution-control devices of L-category vehicles in accordance with Article 23(3) of Regulation (EU) No 168/2013.

0.2. The type V test procedure includes mileage accumulation procedures to age the test vehicles in a defined and repeatable way and also includes the frequency of applied type I emission verification test procedures conducted before, during and after the mileage accumulation of the test vehicles.

1. General requirements

1.1. The test vehicles’ powertrain and pollution-control device type fitted on the test vehicles shall be documented and listed by the manufacturer. The list shall include at a minimum such items as the specifications of the propulsion type and its powertrain, where applicable, the exhaust oxygen sensor(s), catalytic converter(s) type, particulate filter(s) or other pollution-control devices, intake and exhaust systems and any peripheral device(s) that may have an impact on the environmental performance of the approved vehicle. This documentation shall be added to the test report.

1.2. The manufacturer shall provide evidence of the possible impacts on type V test results of any modification to the emission abatement system configuration, the pollution-control device type specifications or other peripheral device(s) interacting with the pollution-control devices, in production of the vehicle type after environmental performance type-approval. The manufacturer shall provide the approval authority with this documentation and evidence upon request in order to prove that the durability performance of the vehicle type with regard to environmental performance will not be negatively affected by any change in vehicle production, retrospective changes in the vehicle configuration, changes in the specifications of any pollution-control device type, or changes in peripheral devices fitted on the approved vehicle type.

1.3. Category L4e motorcycles with side-car shall be exempted from type V durability testing if the manufacturer can provide the evidence and documentation referred to in this Annex for the L3e two-wheel motorcycle on which the assembly of the L4e vehicle was based. In all other cases, the requirements of this Annex shall apply to category L4e motorcycles with side-car.

2. Specific requirements

2.1 Test vehicle requirements

2.1.1. The test vehicles used for type V durability testing and in particular the pollution-control and peripheral devices that are relevant for the emission abatement system shall be representative of the vehicle type with regard to environmental performance produced in series and placed on the market.

2.1.2. The test vehicles shall be in good mechanical order at the start of mileage accumulation and it shall not have more than 100 km accumulated after it was first started at the end of the production line. The propulsion and pollution-control devices shall not have been used since its manufacture, with the exception of quality control tests and accumulation of the first 100 km.

2.1.3. Regardless of the durability test procedure selected by the manufacturer, all pollution-control devices and systems, both including hardware, powertrain software and powertrain calibration, fitted on the test vehicles shall be installed and operating for the entire mileage accumulation period.

2.1.4. The pollution-control devices on the test vehicles shall be permanently marked under surveillance of the technical service before the start of mileage accumulation and be listed together with the vehicle identification number, powertrain software and powertrain calibration sets. The manufacturer shall make that list available at the request of the approval authority.

2.1.5. Maintenance, adjustments and the use of the controls of the test vehicles shall be as recommended by the manufacturer in the appropriate repair and maintenance information and in the user manual.

2.1.6. The durability test shall be conducted with a suitable commercially available fuel at the discretion of the manufacturer. If the test vehicles is/are equipped with a two-stroke engine, lubricating oil shall be used in the proportion and of the grade recommended by the manufacturer in the user manual.

2.1.7. The test vehicles’ cooling system shall enable the vehicle to operate at temperatures similar to those obtained during normal road use conditions (oil, coolant, exhaust system, etc.).

2.1.8. If the durability test is completed on a test track or road, the reference mass of the test vehicle shall be at least equal to that used for type I emission tests conducted on a chassis dynamometer.

2.1.9. If approved by the technical service and to the satisfaction of the approval authority, the type V test procedure may be carried out using a test vehicle of which the body style, gear box (automatic or manual) and wheel or tyre size differ from those of the vehicle type for which the environmental performance type-approval is sought.

2.2. In the type V test procedure, mileage shall be accumulated by driving the test vehicles either on a test track, on the road or on a chassis dynamometer. The test track or test road shall be selected at the discretion of the manufacturer.

2.2.1. Chassis dynamometer used for mileage accumulation

2.2.1.1. Chassis dynamometers used to accumulate test type V durability mileage shall enable the durability mileage accumulation cycle in Appendix 1 or 2, as applicable, to be carried out.

2.2.1.2. In particular, the dynamometer shall be equipped with systems simulating the same inertia and resistance to progress as those used in the type I emission laboratory test in Annex II. Emission analysis equipment is not required for mileage accumulation. The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer referred to in Annex II, used to accumulate mileage with the test vehicles.

2.2.1.3. The test vehicles may be moved to a different bench in order to conduct type I emission verification tests. The mileage accumulated in the type I emission verification tests may be added to the total accumulated mileage.

2.3. The type I emission verification tests before, during and after durability mileage accumulation shall be conducted according to the test procedures for emissions after cold start set out in Annex II. All type I emission verification test results shall be listed and made available to the technical service and to the approval authority upon request. The results of type I emission verification tests at the start and the finish of durability mileage accumulation shall be included in the test report. At least the first and last type I emission verification tests shall be conducted or witnessed by the technical service and reported to the approval authority. The test report shall confirm and state whether the technical service conducted or witnessed the type I emission verification testing.

2.4. Type V test requirements for an L-category vehicle equipped with a hybrid propulsion

2.4.1. For OVC vehicles:

The electrical energy/power storage device may be charged twice a day during mileage accumulation.

For OVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned (normal mode).

During the mileage accumulation, a change to another hybrid mode is allowed if necessary in order to continue the mileage accumulation, after agreement of the technical service and to the satisfaction of the approval authority. This hybrid mode change shall be recorded in the test report.

Pollutant emissions shall be measured under the same conditions as specified by Condition B of the type I test (points 3.1.3. and 3.2.3.).

2.4.2. For NOVC vehicles:

For NOVC vehicles with an operating mode switch, mileage accumulation shall be driven in the mode which is automatically set after the ignition key is turned on (normal mode).

Pollutant emissions shall be measured in the same conditions as in the type I test.

3. Test type V, durability test procedure specifications

The specifications of the three durability test procedures set out in Article 23(3) of Regulation (EU) No 168/2013 are as follows:

3.1. Actual durability testing with full mileage accumulation

The durability test procedure with full mileage accumulation to age the test vehicles shall refer to Article 23(3)(a) of Regulation (EU) No 168/2013. Full mileage accumulation shall mean full completion of the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013. by repeating the driving manoeuvres laid down in Appendix 1 or, if applicable in Appendix 2.

3.1.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A or B of Annex VI to Regulation (EU) No 168/2013, of the aged test vehicles are not exceeded when starting mileage accumulation, during the accumulation phase and after full mileage accumulation has been finalised.

3.1.2. Multiple type I emission tests shall be conducted during the full mileage accumulation phase with a frequency and amount of type I test procedures at the choice of the manufacturer and to the satisfaction of the technical service and approval authority. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to environmental performance as placed on the market (see Figure 5-1).

Figure 5-1

Test type V – durability test procedure with full mileage accumulation

3.2. Actual durability testing with partial mileage accumulation

The durability test procedure for L-category vehicles with partial mileage accumulation shall refer to Article 23(3)(b) of Regulation (EU) No 168/2013. Partial mileage accumulation shall involve completion of a minimum of 50 % of the test distance specified in Part A of Annex VII to Regulation (EU) No 168/2013 and compliance with the stop criteria in point 3.2.3.

3.2.1. The manufacturer shall provide evidence that the emission limits in the applicable type I emission laboratory test cycle, as set out in Part A of Annex VI to Regulation (EU) No 168/2013, of the tested aged vehicles are not exceeded at the start of mileage accumulation, during the accumulation phase and after the partial accumulation.

3.2.2. Multiple type I emission tests shall be conducted during the partial mileage accumulation phase, with the frequency and number of type I test procedures chosen by the manufacturer. The type I emission test results shall provide sufficient statistical relevance to identify the deterioration trend, which shall be representative of the vehicle type with regard to the environmental performance placed on the market (see Figure 5-2).

Figure 5-2

Test type V – accelerated durability test procedure with partial mileage accumulation

3.2.3. Stop criteria for the durability test procedure with partial mileage accumulation

Partial mileage accumulation may stop if the following criteria are met:

3.2.3.1.

if a minimum of 50 % of the applicable test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 has been accumulated; and

3.2.3.2.

if all the type I emission verification test results are below the emission limits laid down in Part A of Annex VI to Regulation (EU) No 168/2013 at all times during the partial mileage accumulation phase; or

3.2.3.3.

if the manufacturer cannot prove that the stop criteria in points 3.2.3.1. and 3.2.3.2. are met, the mileage accumulation shall continue to the point where those criteria are met or to the fully accumulated mileage set out in Part A of Annex VII to Regulation (EU) No 168/2013.

3.2.4. Data processing and reporting for the durability test procedure with partial mileage accumulation

3.2.4.1. The manufacturer shall use the arithmetic mean of the type I emission test results at each test interval, with a minimum of two emission tests per test interval. All arithmetic mean type I emissions test results shall be plotted per THC, CO, NOx, and if applicable NMHC and PM, emission constituent, against accumulation distance rounded to the nearest kilometre.

3.2.4.2. The best fit linear line (trend line: ) shall be fitted and drawn through all these data points based on the method of least squares. This best-fit straight trend line shall be extrapolated over the full durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013. At the request of the manufacturer, the trend line may start as of 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013, in order to take into account possible run-in effects of the pollution-control devices.

3.2.4.3. A minimum of four calculated arithmetic mean data points shall be used to draw each trend line, with the first at, or before, 20 % of the durability mileage laid down in Part A of Annex VII to Regulation (EU) No 168/2013 and the last one at the end of mileage accumulation; at least two other data points shall be equally spaced between the first and final type I test measurement distances.

3.2.4.4. The applicable emission limits set out in Part A of Annex VI to Regulation (EU) No 168/2013 shall be plotted in the graphs per emission constituent laid down in points 3.2.4.2. and 3.2.4.3. The plotted trend line shall not exceed these applicable emission limits at any mileage data point. The graph per THC, CO, NOx, and if applicable NMHC and PM, emission constituent plotted against accumulation distance shall be added to the test report. The list with all the type I emission test results used to establish the best-fit straight trend line shall be made available to the technical service upon request.

Figure A5-3

Theoretical example of the plotted type I total hydrocarbon (THC) emission test results, the plotted type I THC Euro 4 test limit (170 mg/km) and the best-fit straight trend line of a Euro 4 motorcycle (L3e with v_max > 130 km/h ), all versus accumulated mileage

3.2.4.5. Trend line parameters a, x and b of the best-fit straight lines and the calculated pollutant value at the end mileage according to the vehicle category shall be stated in the test report. The graph for all emission constituents shall be plotted in the test report. In the test report it shall also be stated which measurements were taken or witnessed by the technical service and which by the manufacturer.

3.3. The mathematical durability procedure

L-category vehicles using the mathematical durability procedure shall refer to point 3(c) of Article 23 of Regulation (EU) No 168/2013.

3.3.1. The emission results of the vehicle that has accumulated more than 100 km after it was first started at the end of the production line, the applied deterioration factors set out in Part B of Annex VII to Regulation (EU) No 168/2013, and the product of the multiplication of both and the emission limit set out in Annex VI to Regulation (EU) No 168/2013 shall be added to the test report.

3.4. Durability mileage accumulation cycles

One of the following two durability mileage accumulation test cycles shall be conducted to age the test vehicles until the assigned test distance laid down in Part A of Annex VII to Regulation (EU) No 168/2013 is fully completed according to the full mileage accumulation test procedure set out in point 3.1. or partially completed according to the partial mileage accumulation test procedure in point 3.2.:

3.4.1. The Standard Road Cycle (SRC-LeCV) for L-category vehicles

The Standard Road Cycle (SRC-LeCV) custom tailored for L-category vehicles is the principle durability type V test cycle composed of a set of four mileage accumulation durability cycles. One of these durability mileage accumulation cycles shall be used to accumulate mileage by the test vehicles according to the technical details laid down in Appendix 1.

3.4.2. The USA EPA Approved Mileage Accumulation cycle

At the choice of the manufacturer, the AMA durability mileage accumulation cycle may be conducted as alternative type V mileage accumulation cycle up to and including the last date of registration set out in point 1.5.2. of Annex IV to Regulation (EU) No 168/2013. The AMA durability mileage accumulation cycle shall be conducted according to the technical details laid down in Appendix 2.

3.5. Test type V durability verification testing using ‘golden’ pollution-control devices

3.5.1. The pollution-control devices may be removed from the test vehicles after:

3.5.1.2.

full mileage accumulation according to the test procedure in point 3.1. is completed, or

3.5.1.3.

partial mileage accumulation according to the test procedure in point 3.2. is completed.

3.5.2. At the choice of the manufacturer, ‘golden’ pollution-control devices may repeatedly be used for durability performance verification and approval demonstration testing on the same vehicle type with regard to the environmental performance by fitting them on (a) representative parent vehicles representing the propulsion family set out in Annex XI, later on in vehicle development.

3.5.3. The ‘golden’ pollution-control devices shall be permanently marked and the marking number, the associated type I test results and the specifications shall be made available to the approval authority upon request.

3.5.4. In addition, the manufacturer shall mark and store new, non-aged pollution-control devices with the same specifications as those of the ‘golden’ pollution-control devices and, in the event of a request under point 3.5.5., make these available also to the approval authority, as a reference base.

3.5.5. The approval authority and technical service shall be given access at any time during or after the environmental performance type-approval process both to the ‘golden’ pollution-control devices and ‘new, non-aged’ pollution-control devices. The approval authority or technical service may request and witness a verification test by the manufacturer or may have the ‘new, non-aged’ and ‘golden’ pollution-control devices tested by an independent test laboratory in a non-destructive way.

Appendix 1 The Standard Road Cycle for L-Category Vehicles (SRC-LeCV)

1. Introduction

1.1. The Standard Road Cycle for L-Category Vehicles (SRC-LeCV) is a representative kilometre accumulation cycle to age L-category vehicles and in particular their pollution-control devices in a defined, repeatable and representative way. The test vehicles may run the SRC-LeCV on the road, on a test track or on a kilometre accumulation chassis dynamometer.

1.2. The SRC-LeCV shall consist of five laps of a 6 km course. The length of the lap may be changed to accommodate the length of the kilometre accumulation test track or test road. The SRC-LeCV shall include four different vehicle speed profiles.

1.3. The manufacturer may request to be allowed alternatively to perform the next higher numbered test cycle, with the agreement of the approval authority, if it considers that this better represents the real-world use of the vehicle.

2. SRC-LeCV test requirements

2.1. If the SRC-LeCV is performed on a kilometre accumulation chassis dynamometer:

2.1.1.

the chassis dynamometer shall be equipped with systems equivalent to those used in the type I emission laboratory test set out in Annex II to Regulation (EU) No 168/2013, simulating the same inertia and resistance to progress. Emission analysis equipment shall not be required for mileage accumulation. The same inertia and flywheel settings and calibration procedures shall be used for the chassis dynamometer used to accumulate mileage with the test vehicles set out in Annex II to Regulation (EU) No 168/2013;

2.1.2.

the test vehicles may be moved to a different chassis dynamometer in order to conduct type I emission verification tests. This dynamometer shall enable the SRC-LeCV to be carried out;

2.1.3.

the chassis dynamometer shall be configured to give an indication after each quarter of the 6 km course has been passed that the test driver or robot driver shall proceed with the next set of actions;

2.1.4.

a timer displaying seconds shall be made available for execution of the idling periods;

2.1.5.

the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference.

2.2. If the SRC-LeCV is not performed on a kilometre accumulation chassis dynamometer:

2.2.1. the test track or test road shall be selected at the discretion of the manufacturer to the satisfaction of the approval authority;

2.2.2. the track or road selected shall be shaped so as not to significantly hinder the proper execution of the test instructions;

2.2.3. the route used shall form a loop to allow continuous execution;

2.2.4. track lengths which are multiples, half or quarter of this length shall be permitted. The length of the lap may be changed to accommodate the length of the mileage accumulation track or road;

2.2.5. four points shall be marked, or landmarks identified, on the track or road which equate to quarter intervals of the lap;

2.2.6. the distance accumulated shall be calculated from the number of cycles required to complete the test distance. This calculation shall take into account the length of the road or track and chosen lap length. Alternatively, an electronic means of accurately measuring the actual distance travelled may be used. The odometer of the vehicle shall not be used.

2.2.7. Examples of test track configurations:

Figure Ap1-1

Simplified graphic of possible test track configurations

2.3. The total distance travelled shall be the applicable durability mileage set out in Part A of Annex VII to Regulation (EU) No 168/2013, plus one complete SRC-LeCV sub-cycle (30 km).

2.4. No stopping is permitted mid-cycle. Any stops for type I emission tests, maintenance, soak periods, refuelling, etc. shall be performed at the end of one complete SRC-LeCV sub-cycle, i.e. the culmination of step 47 in Table Ap1-4. If the vehicle travels to the testing area under its own power, only moderate acceleration and deceleration shall be used and the vehicle shall not be operated at full throttle.

2.5. The four cycles shall be selected on the basis of the maximum design vehicle speed of the L-category vehicle and the engine capacity or, in the case of pure electric or hybrid propulsions, the maximum design speed of the vehicle and the net power.

2.6. For the purpose of accumulating mileage in the SRC-LeCV, the L-vehicle categories shall be grouped as follows:

Table Ap1-1

L-vehicle category groups for the SRC-LeCV

Cycle	WMTC Class	Vehicle maximum design speed (km/h)	Vehicle engine capacity (PI)	Net power (kW)
1	1	vmax ≤ 50 km/h	Vd ≤ 50 cm3	≤ 6 kW
2		50 km/h < vmax < 100 km/h	50 cm3 < Vd < 150 cm3	< 14 kW
3	2	100 km/h ≤ vmax < 130 km/h	Vd ≥ 150 cm3	≥ 14 kW
4	3	130 km/h ≤ vmax	—	—

where:

V_d

=

engine displacement volume in cm³

v_max

=

maximum design vehicle speed in km/h

2.7. SRC-LeCV general driving instructions

2.7.1. Idle instructions

2.7.1.1. If not already stopped, the vehicle shall decelerate to a full stop and the gear shifted to neutral. The throttle shall be fully released and ignition shall remain on. If a vehicle is equipped with a stop-start system or, in the case of a hybrid electric vehicle, the combustion engine switches off when the vehicle is stationary; it shall be ensured that the combustion engine continues to idle.

2.7.1.2. The vehicle shall not be prepared for the following action in the test cycle until the full required idle duration has passed.

2.7.2. Acceleration instructions:

2.7.2.1.

accelerate to the target vehicle speed using the following sub-action methodologies:

2.7.2.1.1. moderate

:

normal medium part-load acceleration, up to approximately half throttle.

2.7.2.1.2. hard

:

high part-load acceleration up to full throttle.

2.7.2.2.

if moderate acceleration is no longer able to provide a noticeable increase in actual vehicle speed to reach a target vehicle speed, then hard acceleration shall be used and ultimately full throttle.

2.7.3. Deceleration instructions:

2.7.3.1.

decelerate from either the previous action or from the maximum vehicle speed attained in the previous action, whichever is lower.

2.7.3.2.

if the next action sets the target vehicle speed at 0 km/h, the vehicle shall be stopped before proceeding.

2.7.3.3.

moderate deceleration: normal let-off of the throttle; brakes, gears and clutch may be used as required.

2.7.3.4.

coast-through deceleration: full let-off of the throttle, clutch disengaged and in gear, no foot/hand control actuated, no brakes applied. If the target speed is 0 km/h (idle) and if the actual vehicle speed is ≤ 5 km/h, the clutch may be disengaged, the gear shifted to neutral and the brakes used in order to prevent engine stall and to entirely stop the vehicle. An upshift is not allowed during a coast-through deceleration. The rider may downshift to increase the braking effect of the engine. During gear changes, extra care shall be afforded to ensure that the gear change is performed promptly, with minimum (i.e. < 2 seconds) coasting in neutral gear, clutch and partial clutch use. The vehicle manufacturer may request to extend this time with the agreement of the approval authority if absolutely necessary.

2.7.3.5.

coast-down deceleration: deceleration shall be initiated by de-clutching (i.e. separating the drive from the wheels) without the use of brakes until the target vehicle speed is reached.

2.7.4. Cruise instruction:

2.7.4.1.

if the following action is ‘cruise’, the vehicle may be accelerated to attain the target vehicle speed.

2.7.4.2.

the throttle shall continue to be operated as required to attain and remain at the target cruising vehicle speed.

2.7.5. A driving instruction shall be performed in its entirety. Additional idling time, acceleration to above, and deceleration to below, the target vehicle speed is permitted in order to ensure that actions are performed fully.

2.7.6. Gear changes should be carried out according to the guidance laid down in point 4.5.5. of Appendix 9 of Annex II. Alternatively, guidance provided by the manufacturer to the consumer may be used if approved by the approval authority.

2.7.7. Where the test vehicle cannot reach the target vehicle speeds set out in the applicable SRC-LeCV, it shall be operated at wide open throttle and using other available options to attain maximum design speed.

2.8. SRC-LeCV test steps

The SRC-LeCV test shall consist of the following steps:

2.8.1.

the maximum design speed of the vehicle and either the engine capacity or net power, as applicable, shall be obtained;

2.8.2.

the required SRC-LeCV shall be selected from Table Ap1-1 and the required target vehicle speeds and detailed driving instructions from Table Ap1-3.

2.8.3.

the column ‘decelerate by’ shall indicate the delta vehicle speed to be subtracted either from the previously attained target vehicle speed or from the maximum design vehicle speed, whichever is lower.

Example lap 1:

• vehicle No 1: L1e-B low-speed moped with maximum design vehicle speed of 25 km/h, subject to SRC-LeCV No 1

• vehicle No 2: L1e-B high-speed moped with maximum design vehicle speed of 45 km/h, subject to SRC-LeCV No 1

Table Ap1-2
Example L1e-B low-speed moped and L1e-B high-speed moped, actual vs. target vehicle speeds
Lap	Sub-lap	Action	Time(s)	To/at(Target vehicle speed in km/h)	By(Delta vehicle speed in km/h)	Vehicle No 1(Actual vehicle speed in km/h)	Vehicle No 2(Actual vehicle speed in km/h)
1	1st 1/4
		Stop & Idle	10
		Accelerate		35		25	35
		Cruise		35		25	35
	2nd 1/4
		Decelerate			15	10	20
		Accelerate		35		25	35
		Cruise		35		25	35
	3rd 1/4
		Decelerate			15	10	20
		Accelerate		45		25	45
		Cruise		45		25	45
	4th 1/4
		Decelerate			20	5	25
		Accelerate		45		25	45
		Cruise		45		25	45

2.8.4.

A table of target vehicle speeds shall be prepared indicating the nominal target vehicle speeds set out in Tables Ap1-3 and Ap-4 and the attainable target vehicle speeds of the vehicle in a format preferred by the manufacturer to the satisfaction of the approval authority.

2.8.5.

In accordance with point 2.2.5., quarter divisions of the lap length shall be marked or identified on the test track or road, or a system shall be used to indicate the distance being passed on the chassis dynamometer.

2.8.6.

After each sub-lap is passed, the required list of actions of Tables Ap1-3 and Ap-4 shall be performed in order and in accordance with point 2.7 regarding the general driving instructions to or at the next target vehicle speed.

2.8.7.

The maximum attained vehicle speed may deviate from the maximum design vehicle speed depending on the type of acceleration required and track conditions. Therefore, during the test the actual attained vehicle speeds shall be monitored to see if the target vehicle speeds are being met as required. Special attention shall be paid to peak vehicle speeds and cruise vehicle speeds close to the maximum design vehicle speed and the subsequent vehicle speed differences in the decelerations.

2.8.8.

Where a significant deviation is consistently found when performing multiple sub-cycles, the target vehicle speeds shall be adjusted in the table in point 2.8.4. The adjustment needs to be made only when starting a sub-cycle and not in real time.

2.9. SRC-LeCV detailed test cycle description

2.9.1. Graphical overview of the SRC-LeCV

Figure Ap1-2

SRC-LeCV, example distance accumulation characteristics for all four cycles

2.9.2. SRC-LeCV detailed cycle instructions

Table Ap1-3

Actions and sub-actions for each cycle and sub-cycle, lap 1, 2 and 3

Cycle:					1		2		3		4
Lap	Sub-lap	Action	Sub-action	Time (s)	To/at	By	To/at	By	To/at	By	To/at	By
1	1st 1/4				(km/h)
		Stop & Idle		10
		Accelerate	Hard		35		50		55		90
		Cruise			35		50		55		90
	2nd 1/4
		Decelerate	Moderate			15		15		15		15
		Accelerate	Moderate		35		50		55		90
		Cruise			35		50		55		90
	3rd 1/4
		Decelerate	Moderate			15		15		15		15
		Accelerate	Moderate		45		60		75		100
		Cruise			45		60		75		100
	4th 1/4
		Decelerate	Moderate			20		10		15		20
		Accelerate	Moderate		45		60		75		100
		Cruise			45		60		75		100
2	1st 1/2
		Decelerate	Coast-through		0		0		0		0
		Stop & Idle		10
		Accelerate	Hard		50		100		100		130
		Decelerate	Coast-down			10		20		10		15
		Optional acceleration	Hard		40		80		90		115
		Cruise			40		80		90		115
	2nd 1/2
		Decelerate	Moderate			15		20		25		35
		Accelerate	Moderate		50		75		80		105
		Cruise			50		75		80		105
3	1st 1/2
		Decelerate	Moderate			25		15		15		25
		Accelerate	Moderate		50		90		95		120
		Cruise			50		90		95		120
	2nd 1/2
		Decelerate	Moderate			25		10		30		40
		Accelerate	Moderate		45		70		90		115
		Cruise			45		70		90		115

Table Ap1-4

Actions and sub-actions for each cycle and sub-cycle, lap 4 and 5

Cycle:					1		2		3		4
Lap	Sub-lap	Action	Sub-action	Time (s)	To/at	By	To/at	By	To/at	By	To/at	By
4	1st 1/2				(km/h)
		Decelerate	Moderate			20		20		25		35
		Accelerate	Moderate		45		70		90		115
		Decelerate	Coast-down			20		15		15		15
		Optional acceleration	Moderate		35		55		75		100
		Cruise			35		55		75		100
	2nd 1/2
		Decelerate	Moderate			10		10		10		20
		Accelerate	Moderate		45		65		80		105
		Cruise			45		65		80		105
5	1st 1/4				(km/h)
		Decelerate	Coast-through		0		0		0		0
		Stop & Idle		45
		Accelerate	Hard		30		55		70		90
		Cruise			30		55		70		90
	2nd 1/4
		Decelerate	Moderate			15		15		20		25
		Accelerate	Moderate		30		55		70		90
		Cruise			30		55		70		90
	3rd 1/4
		Decelerate	Moderate			20		25		20		25
		Accelerate	Moderate		20		45		65		80
		Cruise			20		45		65		80
	4th 1/4
		Decelerate	Moderate			10		15		15		15
		Accelerate	Moderate		20		45		65		80
		Cruise			20		45		65		80
		Decelerate	Coast-through		0		0		0		0

2.9.3. Soak procedures in the SRC-LeCV

The SRC-LeCV soak procedure shall consist of the following steps:

2.9.3.1.

a full SRC-LeCV sub-cycle (approximately 30 km) shall be completed;

2.9.3.2.

a test type I emission test may be performed if deemed necessary for statistical relevance;

2.9.3.3.

any required maintenance shall be undertaken and the test vehicle may be refuelled;

2.9.3.4.

the test vehicle shall be set to idle with the combustion engine running for a minimum of one hour with no user input;

2.9.3.5.

the propulsion of the test vehicle shall be turned off;

2.9.3.6.

the test vehicle shall be cooled down and soaked under ambient conditions for a minimum of six hours (or four hours with a fan and lubrication oil at ambient temperature);

2.9.3.7.

the vehicle may be refuelled and mileage accumulation shall be resumed as required at lap 1, sub-lap 1 of the SRC-LeCV sub-cycle in Table Ap1-3.

2.9.3.8.

the SRC-LeCV soak procedure shall not replace the regular soak time for type I emission tests laid down in Annex II. The SRC-LeCV soak procedure may be coordinated so as to be performed after each maintenance interval or after each emission laboratory test.

2.9.3.9

Test type V soak procedure for actual durability testing with full mileage accumulation

2.9.3.9.1.

During the full mileage accumulation phase set out in point 3.1 of Annex VI, the test vehicles shall undergo a minimum number of soak procedures set out in Table Ap1-3. These procedures shall be evenly distributed over the accumulated mileage.

2.9.3.9.2.

The number of soak procedures to be conducted during the full mileage accumulation phase shall be determined according to the following table:

Table Ap1-3
Number of soak procedures depending on the SRC-LeCV in Table Ap1-1
SRC-LeCV, cycle No	Minimum number of test type V soak procedures
1 & 2	3
3	4
4	6

2.9.3.10.

Test type V soak procedure for actual durability testing with partial mileage accumulation

During the partial mileage accumulation phase set out in point 3.2 of Annex VI, the test vehicles shall undergo four soak procedures as set out in point 3.1. These procedures shall be evenly distributed over the accumulated mileage.

Appendix 2 The USA EPA Approved Mileage Accumulation durability cycle (AMA)

1. Introduction

1.1. The Approved Mileage Accumulation durability cycle (AMA) by the environmental protection agency (EPA) of the United States of America (USA) is a mileage accumulation cycle used to age test vehicles and their pollution-control devices in a way that is repeatable but significantly less representative for the EU fleet and traffic situation than the SRC-LeCV. The AMA test cycle is to be phased out but it may be used in a transitional period up to and including the date of last registration set out in point 1.5.2. of Annex IV to Regulation (EU) No 168/2013, pending the confirmation in the environmental effect study referred to in Article 23(4) of Regulation (EU) No 168/2013. The L-category test vehicles may run the test cycle on the road, on a test track or on a kilometre accumulation chassis dynamometer.

1.2. The AMA test cycle shall be completed by repeating the AMA sub-cycle in point 2 until the applicable durability mileage in Part A of Annex VII to Regulation (EU) No 168/2013 has been accumulated.

1.3. The AMA test cycle shall be composed of 11 sub-sub-cycles covering six kilometres each.

2. AMA test cycle requirements

2.1. For the purpose of accumulating mileage in the AMA test cycle, the L-category vehicles shall be grouped as follows:

Table Ap2-1
Grouping of L-category vehicles for the purpose of the AMA mileage accumulation test
L-category vehicle class	Engine capacity (cm3)	vmax (km/h)
I	< 150	Not applicable
II	≥ 150	≤ 130
III	≥ 150	>130

2.2. If the AMA test cycle is performed on a kilometre accumulation chassis dynamometer, the distance travelled shall be calculated from the number of rotations of the roller and the roller circumference.

2.3. One AMA test sub-cycle shall be performed as follows:

2.5.1.

Figure Ap2-1

Driving schedule AMA test sub-sub-cycle

2.5.2.

The AMA test cycle consisting of 11 sub-sub-cycles shall be driven at the following sub-sub-cycle vehicle speeds:

Table Ap2-2
Maximum vehicle speed in one AMA sub-cycle
Sub-sub-cycle No	Class I vehicle(km/h)	Class II vehicle(km/h)	Class III vehicleOption I (km/h)	Class III vehicleOption II (km/h)
1	65	65	65	65
2	45	45	65	45
3	65	65	55	65
4	65	65	45	65
5	55	55	55	55
6	45	45	55	45
7	55	55	70	55
8	70	70	55	70
9	55	55	46	55
10	70	90	90	90
11	70	90	110	110

2.5.3.

Manufacturers may select one of two cycle vehicle speed options for class III L-category vehicles, completing the entire procedure on their selected option.

2.5.4.

During the first nine AMA sub-sub-cycles, the test vehicle is stopped four times with the engine idling each time for 15 seconds.

2.5.5.

The AMA sub-cycle shall consist of five decelerations in each sub-sub-cycle, dropping from cycle speed to 30 km/h. The test vehicle shall then gradually be accelerated again until the cycle speed shown in Table Ap2-2 is attained.

2.5.6.

The 10th sub-sub-cycle shall be carried out at a steady speed according to the L-category vehicle class as referred in Table Ap2-1.

2.5.7.

The 11th sub-sub-cycle shall begin with a maximum acceleration from stop point up to lap speed. At halfway, the brakes are applied normally until the test vehicle comes to a stop. This shall be followed by an idle period of 15 seconds and a second maximum acceleration. This completes one AMA sub-cycle.

2.5.8.

The schedule shall then be restarted from the beginning of the AMA sub-cycle.

2.5.9.

At the manufacturer’s request, and with the agreement of the approval authority, an L-category vehicle type may be placed in a higher class provided it is capable of complying with all aspects of the procedure for the higher class.

2.5.10.

At the manufacturer’s request, and with the agreement of the approval authority, should the L-category vehicle be unable to attain the specified cycle speeds for that class, the L-category vehicle type shall be placed in a lower class. If the vehicle is unable to achieve the cycle speeds required for this lower class, it shall attain the highest possible speed during the test and full throttle shall be applied if necessary to attain that vehicle speed.