Commission Regulation (EU) 2017/1151Show full title

[F1 Sub-Annex 6

Type 1 test procedures and test conditions U.K.

1. Description of tests U.K.

1.1. The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number, CO ₂ mass emission, fuel consumption, electric energy consumption and electric ranges over the applicable WLTP test cycle. U.K.

1.1.1. The tests shall be carried out in accordance with the method described in paragraph 2. of this Sub-Annex or paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate matter and particle number shall be sampled and analysed by the prescribed methods. U.K.

1.2. The number of tests shall be determined in accordance with the flowchart in Figure A6/1. The limit value is the maximum allowed value for the respective criteria emission as specified in Table 2 of Annex I of Regulation (EC) No 715/2007. U.K.

1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to single phases. U.K.

1.2.2. The test results shall be the values after the target speed, REESS energy change-based, Ki, ATCT and Deterioration Factor corrections are applied. U.K.

1.2.3. Determination of total cycle values U.K.

1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected. U.K.

1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle value of the CO ₂ mass emission, the electric energy consumption, fuel consumption for NOVC-FCHV as well as PER and AER in accordance with Table A6/1. U.K.

1.2.3.3. The declared value of the electric energy consumption for OVC-HEVs under charge-depleting operating condition shall not be determined in accordance with Figure A6/1. It shall be taken as the type approval value if the declared CO ₂ value is accepted as the approval value. If that is not the case, the measured value of electric energy consumption shall be taken as the type approval value. U.K.

1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle. U.K.

1.2.3.5. After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row 2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle. U.K.

1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value. U.K.

1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or second test, at the request of the manufacturer and with the approval of the approval authority, the values may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges, in order to reduce the required number of tests for type approval. U.K.

1.2.3.8. Determination of the acceptance value dCO2 ₁ , dCO2 ₂ and dCO2 ₃ U.K.

1.2.3.8.1. Additional to the requirement of paragraph 1.2.3.8.2., the following values for dCO2 ₁ , dCO2 ₂ and dCO2 ₃ shall be used in relation to the criteria for the number of tests in Table A6/2: U.K.

• dCO2 ₁  = 0,990

• dCO2 ₂  = 0,995

• dCO2 ₃  = 1,000

1.2.3.8.2. If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and the dCO2x value is below 1,0, the dCO2x value shall be replaced by 1,0. U.K.

1.2.3.9. In the case that a test result or an average of test results was taken and confirmed as the type approval value, this result shall be referred to as the ‘ declared value ’ for further calculations. U.K.

Table A6/1

Applicable rules for a manufacturer's declared values (total cycle values) ^a

a The declared value shall be the value to which the necessary corrections are applied (i.e. Ki, ATCT and DF corrections
b Rounding xxx,xx
c Rounding xxx,x
Vehicle type		M CO2 b (g/km)	FC (kg/100 km)	Electric energy consumption c (Wh/km)	All electric range/Pure Electric Range c (km)
Vehicles tested in accordance with Sub-Annex 6 (pure ICE)		M CO2 Paragraph 3. of Sub-Annex 7.	—	—	—
NOVC-FCHV		—	FC CS Paragraph 4.2.1.2.1. of Sub-Annex 8.	—	—
NOVC-HEV		M CO2,CS Paragraph 4.1.1. of Sub-Annex 8.	—	—	—
OVC-HEV	CD	M CO2,CD Paragraph 4.1.2. of.	—	EC AC,CD Paragraph 4.3.1. of Sub-Annex 8.	AER Paragraph 4.4.1.1. of Sub-Annex 8.
	CS	M CO2,CS Sub-Annex 8 Paragraph 4.1.1. of Sub-Annex 8.	—	—	—
PEV		—	—	EC WLTC Paragraph 4.3.4.2. of Sub-Annex 8.	PER WLTC Paragraph 4.4.2. of Sub-Annex 8.

Figure A6/1 Flowchart for the number of Type 1 tests U.K.

Table A6/2

Criteria for number of tests

For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test.
a Each test result shall fulfil the regulation limit.
	Test	Judgement parameter	Criteria emission	M CO2
Row 1	First test	First test results	≤ Regulation limit × 0,9	≤ Declared value × dCO2 1
Row 2	Second test	Arithmetic average of the first and second test results	≤ Regulation limit × 1,0 a	≤ Declared value × dCO2 2
Row 3	Third test	Arithmetic average of three test results	≤ Regulation limit × 1,0 a	≤ Declared value × dCO2 3

For OVC-HEVs charge-depleting Type 1 test.
a ‘ 0,9 ’ shall be replaced by ‘ 1,0 ’ for charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test contains two or more applicable WLTC cycles.
b Each test result shall fulfil the regulation limit.
	Test	Judgement parameter	Criteria emissions	M CO2,CD	AER
Row 1	First test	First test results	≤ Regulation limit × 0,9 a	≤ Declared value × dCO2 1	≥ Declared value × 1,0
Row 2	Second test	Arithmetic average of the first and second test results	≤ Regulation limit × 1,0 b	≤ Declared value × dCO2 2	≥ Declared value × 1,0
Row 3	Third test	Arithmetic average of three test results	≤ Regulation limit × 1,0 b	≤ Declared value × dCO2 3	≥ Declared value × 1,0

For PEVs
	Test	Judgement parameter	Electric energy consumption	PER
Row 1	First test	First test results	≤ Declared value × 1,0	≥ Declared value × 1,0
Row 2	Second test	Arithmetic average of the first and second test results	≤ Declared value × 1,0	≥ Declared value × 1,0
Row 3	Third test	Arithmetic average of three test results	≤ Declared value × 1,0	≥ Declared value × 1,0

For NOVC-FCHVs
	Test	Judgement parameter	FC CS
Row 1	First test	First test results	≤ Declared value × 1,0
Row 2	Second test	Arithmetic average of the first and second test results	≤ Declared value × 1,0
Row 3	Third test	Arithmetic average of three test results	≤ Declared value × 1,0

1.2.4. Determination of phase-specific values U.K.

1.2.4.1. Phase-specific value for CO ₂ U.K.

1.2.4.1.1. After the total cycle declared value of the CO ₂ mass emission is accepted, the arithmetic average of the phase-specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to compensate for the difference between the declared value and the test results. This corrected value shall be the type approval value for CO ₂ . U.K.

where:

where:

is the arithmetic average CO ₂ mass emission result for the L phase test result(s), g/km;

is the arithmetic average CO ₂ mass emission result for the M phase test result(s), g/km;

is the arithmetic average CO ₂ mass emission result for the H phase test result(s), g/km;

is the arithmetic average CO ₂ mass emission result for the exH phase test result(s), g/km;

D _L

is theoretical distance of phase L, km;

D _M

is theoretical distance of phase M, km;

D _H

is theoretical distance of phase H, km;

D _exH

is theoretical distance of phase exH, km.

1.2.4.1.2. If the total cycle declared value of the CO ₂ mass emission is not accepted, the type approval phase-specific CO ₂ mass emission value shall be calculated by taking the arithmetic average of the all test results for the respective phase. U.K.

1.2.4.2. Phase-specific values for fuel consumption U.K.

The fuel consumption value shall be calculated by the phase-specific CO ₂ mass emission using the equations in paragraph 1.2.4.1. of this Sub-Annex and the arithmetic average of the emissions.

1.2.4.3. Phase-specific value for electric energy consumption, PER and AER U.K.

The phase-specific electric energy consumption and the phase-specific electric ranges are calculated by taking the arithmetic average of the phase specific values of the test result(s), without an adjustment factor.

2. Type 1 test conditions U.K.

2.1. Overview U.K.

2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and operating conditions. U.K.

2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for the interpolation family. A proportional part of the diluted exhaust emissions shall be collected continuously for subsequent analysis using a constant volume sampler. U.K.

2.1.3. Background concentrations shall be measured for all compounds for which dilute mass emissions measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the dilution air. U.K.

2.1.3.1. Background particulate measurement U.K.

2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution tunnel background particulate mass from emissions measurements, these background levels shall be determined in accordance with the procedures listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. of this Sub-Annex. U.K.

2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test. U.K.

2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted. U.K.

2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the background level shall be considered to be zero. U.K.

2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from a point immediately downstream of the dilution air filters. Background levels in μg/m ³ shall be determined as a rolling arithmetic average of at least 14 measurements with at least one measurement per week. U.K.

2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air through the particulate background filter. This shall be drawn from the same point as the particulate matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. U.K.

2.1.3.2. Background particle number determination U.K.

2.1.3.2.1. Where the manufacturer requests a background correction, these background levels shall be determined as follows: U.K.

2.1.3.2.1.1.

The background value may be either calculated or measured. The maximum permissible background correction shall be related to the maximum allowable leak rate of the particle number measurement system (0,5 particles per cm ³ ) scaled from the particle concentration reduction factor, PCRF, and the CVS flow rate used in the actual test;

2.1.3.2.1.2.

Either the approval authority or the manufacturer may request that actual background measurements are used instead of calculated ones.

2.1.3.2.1.3.

Where subtraction of the background contribution gives a negative result, the PN result shall be considered to be zero.

2.1.3.2.2. The dilution air background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement system. Background levels in particles per cm ³ shall be determined as a rolling arithmetic average of least 14 measurements with at least one measurement per week. U.K.

2.1.3.2.3. The dilution tunnel background particle number level shall be determined by sampling filtered dilution air. This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test the secondary dilution system shall be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test using the actual PCRF and the CVS flow rate utilised during the test. U.K.

2.2. General test cell equipment U.K.

2.2.1. Parameters to be measured U.K.

2.2.1.1. The following temperatures shall be measured with an accuracy of ± 1,5 °C: U.K.

(a)

Test cell ambient air;

(b)

Dilution and sampling system temperatures as required for emissions measurement systems defined in Sub-Annex 5.

2.2.1.2. Atmospheric pressure shall be measurable with a precision of ± 0,1 kPa. U.K.

2.2.1.3. Specific humidity H shall be measurable with a precision of ± 1 g H ₂ O/kg dry air. U.K.

2.2.2. Test cell and soak area U.K.

2.2.2.1. Test cell U.K.

2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within ± 5 °C. The air temperature and humidity shall be measured at the test cell's cooling fan outlet at a minimum frequency of 0,1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of this Sub-Annex. U.K.

2.2.2.1.2. The specific humidity H of either the air in the test cell or the intake air of the engine shall be such that: U.K.

5,5 ≤ H ≤ 12,2 (g H ₂ O/kg dry air)

2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 0,1 Hz. U.K.

2.2.2.2. Soak area U.K.

The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be within ± 3 °C on a 5-minute running arithmetic average and shall not show a systematic deviation from the set point. The temperature shall be measured continuously at a minimum frequency of 0,033 Hz (every 30 s).

2.3. Test vehicle U.K.

2.3.1. General U.K.

The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be included in all relevant test reports. In selecting the test vehicle, the manufacturer and the approval authority shall agree which vehicle model is representative for the interpolation family.

For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle H _M in accordance with paragraph 5.1. of Sub-Annex 4 shall be applied.

If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of Sub-Annex 7), an additional measurement of emissions shall be performed with the road load as determined with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be tested with the shortest n/v ratio (with a tolerance of ± 1,5 per cent) within the interpolation family. In the case of a road load matrix family, an additional measurement of emissions shall be performed with the road load as calculated for vehicle L _M in accordance with paragraph 5.1. of Sub-Annex 4.

Road load coefficients and the test mass of test vehicle L and H may be taken from different road load families, as long as the difference between these road load families results from applying paragraph 6.8. of Sub-Annex 4, and the requirements in paragraph 2.3.2. of this Sub-Annex are maintained.

2.3.2. CO ₂ interpolation range U.K.

2.3.2.1. The interpolation method shall only be used if: U.K.

(a)

The difference in CO ₂ over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is between a minimum of 5 g/km and a maximum defined in paragraph 2.3.2.2.;

(b)

for all applicable phase values the CO ₂ values resulting of step 9 of Table A7/1 of Sub-Annex 7 of vehicle H are higher than those of vehicle L.

If these requirements are not met, tests can be declared void and repeated in agreement with the approval authority.

2.3.2.2. The maximum delta CO ₂ allowed over the applicable cycle resulting from step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L and H is 20 per cent plus 5 g/km of the CO ₂ emissions from vehicle H, but at least 15 g/km and not exceeding 30 g/km. U.K.

This restriction does not apply for the application of a road load matrix family.

2.3.2.3. At the request of the manufacturer and with approval of the approval authority, the interpolation line may be extrapolated to a maximum of 3 g/km above the CO ₂ emission of vehicle H and/or below the CO ₂ emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in paragraph 2.3.2.2. U.K.

For the application of a road load matrix family, extrapolation is not permitted.

When two or more interpolation families are identical regarding the requirements of paragraph 5.6. of this Annex, but are distinct because their overall range for CO ₂ would be higher than the maximum delta specified in paragraph 2.3.2.2., then all individual vehicles of identical specification (e.g. make, model, optional equipment) shall belong to only one of the interpolation families.

2.3.3. Run-in U.K.

The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 3 000 and 15 000  km before the test. The engine, transmission and vehicle shall be run-in in accordance with the manufacturer's recommendations.

2.4. Settings U.K.

2.4.1. Dynamometer settings and verification shall be performed in accordance with Sub-Annex 4. U.K.

2.4.2. Dynamometer operation U.K.

2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation is required by legislation. U.K.

2.4.2.2. The vehicle's dynamometer operation mode, if any, shall be activated by using the manufacturer's instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer's workshop tester, removing a fuse). U.K.

The manufacturer shall provide the approval authority a list of the deactivated devices and justification for the deactivation. The dynamometer operation mode shall be approved by the approval authority and the use of a dynamometer operation mode shall be included in all relevant test reports.

2.4.2.3. The vehicle's dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any part that affects the emissions and fuel consumption under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to ensure a proper operation. U.K.

2.4.2.4. Allocation of dynamometer type to test vehicle U.K.

2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP conditions it is partially or permanently operated with two axles being powered or recuperating energy over the applicable cycle the vehicle shall be tested on a dynamometer in 4WD operation which fulfils the specifications in paragraphs 2.2. and 2.3. of Sub-Annex 5. U.K.

2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. U.K.

At the request of the manufacturer and with the approval of the approval authority a vehicle with one powered axle may be tested on a 4WD dynamometer in 4WD operation mode.

2.4.2.4.3. If the test vehicle is operated with two axles being powered in dedicated driver-selectable modes which are not intended for normal daily operation but only for special limited purposes, such as ‘ mountain mode ’ or ‘ maintenance mode ’ , or when the mode with two powered axles is only activated in an off-road situation, the vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. of Sub-Annex 5. U.K.

2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD operation the wheels on the non-powered axle may rotate during the test, provided that the vehicle dynamometer operation mode and vehicle coastdown mode support this way of operation. U.K.

Figure A6/1a Possible test configurations on 2WD and 4WD dynamometers U.K.

2.4.2.5. Demonstration of equivalency between a dynamometer in 2WD operation and a dynamometer in 4WD operation U.K.

2.4.2.5.1. At the request of the manufacturer and with the approval of the approval authority, the vehicle which has to be tested on a dynamometer in 4WD operation may alternatively be tested on a dynamometer in 2WD operation if the following conditions are met: U.K.

a.

the test vehicle is converted to have only one powered axle;

b.

the manufacturer demonstrates to the approval authority that the CO ₂ , fuel consumption and/or electrical energy consumption of the converted vehicle is the same or higher as for the non-converted vehicle being tested on a dynamometer in 4WD operation;

c.

a safe operation is ensured for the test (e.g. by removing a fuse or dismounting a drive shaft) and an instruction is provided together with the dynamometer operation mode;

d.

the conversion is only applied to the vehicle tested at the chassis dynamometer, the road load determination procedure shall be applied to the unconverted test vehicle.

2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in the same road load family. At the request of the manufacturer, and with approval of the approval authority, this demonstration of equivalency may be extended to other road load families upon evidence that a vehicle from the worst-case road load family was selected as the test vehicle. U.K.

2.4.2.6. Information on whether the vehicle was tested on a 2WD dynamometer or a 4WD dynamometer and whether it was tested on a dynamometer in 2WD operation or 4WD operation shall be included in all relevant test reports. In the case that the vehicle was tested on a 4WD dynamometer, with that dynamometer in 2WD operation, this information shall also indicate whether or not the wheels on the non-powered wheels were rotating. U.K.

2.4.3. The vehicle's exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected. U.K.

2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series production. U.K.

2.4.5. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Sub-Annex 4. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be included in all relevant test reports. U.K.

2.4.6. Reference fuel U.K.

The appropriate reference fuel as specified in Annex IX shall be used for testing.

2.4.7. Test vehicle preparation U.K.

2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel. U.K.

2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection. U.K.

2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed > 1/3 of the mileage between scheduled regenerations or that the periodically regenerating device has undergone equivalent loading off the vehicle. U.K.

2.5. Preliminary testing cycles U.K.

Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits.

2.6. Test vehicle preconditioning U.K.

2.6.1. Vehicle preparation U.K.

2.6.1.1. Fuel tank filling U.K.

The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel tank (or fuel tanks) does not meet the specifications contained in paragraph 2.4.6. of this Sub-Annex, the existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be abnormally purged nor abnormally loaded.

2.6.1.2. REESSs charging U.K.

Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer, charging may be omitted before preconditioning. The REESSs shall not be charged again before official testing.

2.6.1.3. Tyre pressures U.K.

The tyre pressure of the driving wheels shall be set in accordance with paragraph 2.4.5. of this Sub-Annex.

2.6.1.4. Gaseous fuel vehicles U.K.

Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel.

2.6.2. Test cell U.K.

2.6.2.1. Temperature U.K.

During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test (paragraph 2.2.2.1.1. of this Sub-Annex).

2.6.2.2. Background measurement U.K.

In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running is permissible for sampling equipment preconditioning if required. Dilution tunnel background measurements, if applicable, shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing.

2.6.3. Procedure U.K.

2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer load. U.K.

2.6.3.2. The dynamometer load shall be set in accordance with paragraphs 7. and 8. of Sub-Annex 4. In the case that a dynamometer in 2WD operation is used for testing, the road load setting shall be carried out on a dynamometer in 2WD operation, and in the case that a dynamometer in 4WD operation is used for testing the road load setting shall be carried out on a dynamometer in 4WD operation. U.K.

2.6.4. Operating the vehicle U.K.

2.6.4.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. U.K.

A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless otherwise specified.

2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated and a new test shall be driven. U.K.

2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that cannot be changed by the driver. This period of time shall not exceed 60 seconds. U.K.

It is also permissible to use petrol only or simultaneously with gas when operating in gas mode provided that the energy consumption of gas is higher than 80 per cent of the total amount of energy consumed during the Type 1 test. This percentage shall be calculated in accordance with the method set out in Appendix 3 to this Sub-Annex.

2.6.4.2. The cycle starts on initiation of the powertrain start procedure. U.K.

2.6.4.3. For preconditioning, the applicable WLTC shall be driven. U.K.

At the request of the manufacturer or the approval authority, additional WLTCs may be performed in order to bring the vehicle and its control systems to a stabilized condition.

The extent of such additional preconditioning shall be included in all relevant test reports.

2.6.4.4. Accelerations U.K.

The vehicle shall be operated with the appropriate accelerator control movement necessary to accurately follow the speed trace.

The vehicle shall be operated smoothly, following representative shift speeds and procedures.

For manual transmissions, the accelerator controller shall be released during each shift and the shift shall be accomplished in minimum time.

If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the vehicle speed reaches the respective target speed again.

2.6.4.5. Deceleration U.K.

During decelerations of the cycle, the driver shall deactivate the accelerator control but shall not manually disengage the clutch until the point specified in paragraphs 4.(d), 4.(e) or 4.(f) of Sub-Annex 2.

If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated such that the vehicle accurately follows the speed trace.

If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such that it is possible to accurately follow the speed trace.

2.6.4.6. Brake application U.K.

During stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the drive wheels from turning.

2.6.5. Use of the transmission U.K.

2.6.5.1. Manual shift transmissions U.K.

2.6.5.1.1. The gear shift prescriptions specified in Sub-Annex 2 shall be followed. Vehicles tested in accordance with Sub-Annex 8 shall be driven in accordance with paragraph 1.5. of that Sub-Annex. U.K.

2.6.5.1.2. The gear change shall be started and completed within ± 1,0 second of the prescribed gear shift point. U.K.

2.6.5.1.3. The clutch shall be depressed within ± 1,0 second of the prescribed clutch operating point. U.K.

2.6.5.2. Automatic shift transmissions U.K.

2.6.5.2.1. After initial engagement, the selector shall not be operated at any time during the test. Initial engagement shall be done 1 second before beginning the first acceleration. U.K.

2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall not be tested in manual mode. U.K.

2.6.6. Driver-selectable modes U.K.

2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that mode. At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst-case position for CO ₂ emissions. U.K.

2.6.6.2. The manufacturer shall provide evidence to the approval authority of the existence of a driver-selectable mode that fulfils the requirements of paragraph 3.5.9. of this Annex. With the agreement of the approval authority, the predominant mode may be used as the only driver-selectable mode for the relevant system or device for the determination of criteria emissions, CO ₂ emissions, and fuel consumption. U.K.

2.6.6.3. If the vehicle has no predominant mode or the requested predominant mode is not agreed by the approval authority as being a predominant mode, the vehicle shall be tested in the best case driver-selectable mode and worst case driver-selectable mode for criteria emissions, CO ₂ emissions, and fuel consumption. Best and worst case modes shall be identified by the evidence provided on the CO ₂ emissions and fuel consumption in all modes. CO ₂  emissions and fuel consumption shall be the arithmetic average of the test results in both modes. Test results for both modes shall be recorded. U.K.

At the request of the manufacturer, the vehicle may alternatively be tested with the driver-selectable mode in the worst case position for CO ₂ emissions.

2.6.6.4. On the basis of technical evidence provided by the manufacturer and with the agreement of the approval authority, the dedicated driver-selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode). All remaining driver-selectable modes used for forward driving shall be considered and the criteria emissions limits shall be fulfilled in all these modes. U.K.

2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. of this Sub-Annex shall apply to all vehicle systems with driver-selectable modes, including those not solely specific to the transmission. U.K.

2.6.7. Voiding of the Type 1 test and completion of the cycle U.K.

If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void.

After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the beginning of the test for which the vehicle has been preconditioned.

2.6.8. Data required, quality control U.K.

2.6.8.1. Speed measurement U.K.

During the preconditioning, speed shall be measured against actual time or collected by the data acquisition system at a frequency of not less than 1 Hz so that the actual driven speed can be assessed.

2.6.8.2. Distance travelled U.K.

The distance actually driven by the vehicle shall be included in all relevant test sheets for each WLTC phase.

2.6.8.3. Speed trace tolerances U.K.

Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC shall be operated with the accelerator control fully activated until they once again reach the required speed trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving cycle shall be included in all relevant test reports.

2.6.8.3.1. The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of the applicable test cycles. U.K.

The tolerances shall not be shown to the driver:

(a)

Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point in time;

(b)

Lower limit: 2,0 km/h lower than the lowest point of the trace within ± 1,0 second of the given time.

See Figure A6/2.

Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded for more than 1 second on any one occasion.

There shall be no more than ten such deviations per test cycle.

2.6.8.3.2. IWR and RMSSE drive trace indices shall be calculated in accordance with the requirements of paragraph 7. of Sub-Annex 7. U.K.

If either IWR or RMSSE is outside the respective validity range, the driving test has to be considered invalid.

Figure A6/2 Speed trace tolerances U.K.

2.7. Soaking U.K.

2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions as specified in paragraph 2.2.2.2. of this Sub-Annex. U.K.

2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle, cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accelerated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust after-treatment system is achieved in a homogeneous manner. U.K.

2.8. Emission and fuel consumption test (Type 1 test) U.K.

2.8.1. The test cell temperature at the start of the test shall be 23 °C ± 3 °C. The engine oil temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of 23 °C. U.K.

2.8.2. The test vehicle shall be pushed onto a dynamometer. U.K.

2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine. U.K.

2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 2.4.5. of this Sub-Annex. U.K.

2.8.2.3. The engine compartment cover shall be closed. U.K.

2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the engine. U.K.

2.8.3. Starting of the powertrain and driving U.K.

2.8.3.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose in accordance with the manufacturer's instructions. U.K.

2.8.3.2. The vehicle shall be driven as described in paragraphs 2.6.4. to 2.6.7. of this Sub-Annex over the applicable WLTC, as described in Sub-Annex 1. U.K.

2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this Sub-Annex. U.K.

2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices described in paragraph 7. of Sub-Annex 7 shall be calculated and documented. U.K.

2.8.6. Actual vehicle speed sampled with a measurement frequency of 10 Hz together with actual time shall be applied for corrections of CO ₂ results against the target speed and distance as defined in Sub-Annex 6b. U.K.

2.9. Gaseous sampling U.K.

Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test phase, or the compounds may be analysed continuously and integrated over the cycle.

2.9.1. The following steps shall be taken prior to each test: U.K.

2.9.1.1.

The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample collection systems.

2.9.1.2.

Measuring instruments shall be started in accordance with the instrument manufacturer's instructions.

2.9.1.3.

The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test temperature tolerance as specified in paragraph 3.3.5.1. of Sub-Annex 5.

2.9.1.4.

Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until stabilised operating temperatures are reached.

2.9.1.5.

CVS flow rates shall be set in accordance with paragraph 3.3.4. of Sub-Annex 5, and sample flow rates shall be set to the appropriate levels.

2.9.1.6.

Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase.

2.9.1.7.

For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a test only if switching is performed by changing the calibration over which the digital resolution of the instrument is applied. The gains of an analyser's analogue operational amplifiers may not be switched during a test.

2.9.1.8.

All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of paragraph 6. of Sub-Annex 5.

2.10. Sampling for PM determination U.K.

2.10.1. The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. of this Sub-Annex shall be taken prior to each test. U.K.

2.10.1.1. Filter selection U.K.

A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In order to accommodate regional cycle variations, a single filter may be employed for the first three phases and a separate filter for the fourth phase.

2.10.1.2. Filter preparation U.K.

2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contamination and allowing air exchange, and placed in a weighing chamber (or room) for stabilization. U.K.

At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or room).

The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned for at least 1 hour before weighing.

2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. The filter holder assembly shall be placed in a sample line through which there is no flow. U.K.

2.10.1.2.3. It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be weighed three times and the arithmetic average result included in all relevant test sheets. If the arithmetic average result of the weighings is ± 5 μg of the result from the previous weighing session, the weighing session and balance are considered valid. U.K.

2.11. PN sampling U.K.

2.11.1. The steps described in paragraphs 2.11.1.1. to 2.11.1.2. of this Sub-Annex shall be taken prior to each test: U.K.

2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for sampling; U.K.

2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed in accordance with the procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. of this Sub-Annex. U.K.

2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement system, VPR and PNC, shall report a measured concentration of less than 0,5 particles per cm ³ . U.K.

2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report a concentration of ≤ 0,2 particles per cm ³ . Upon removal of the filter, the PNC shall show an increase in measured concentration to at least 100 particles per cm ³ when sampling ambient air and a return to ≤ 0,2 particles per cm ³ on replacement of the filter. U.K.

2.11.1.2.3. It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in the system, has reached its correct operating temperature. U.K.

2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND ₁ has reached its correct operating temperature. U.K.

2.12. Sampling during the test U.K.

2.12.1. The dilution system, sample pumps and data collection system shall be started. U.K.

2.12.2. The PM and PN sampling systems shall be started. U.K.

2.12.3. Particle number shall be measured continuously. The arithmetic average concentration shall be determined by integrating the analyser signals over each phase. U.K.

2.12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of the cycle. U.K.

2.12.5. Sample switching U.K.

2.12.5.1. Gaseous emissions U.K.

Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven.

2.12.5.2. Particulate U.K.

The requirements of paragraph 2.10.1.1. of this Sub-Annex shall apply.

2.12.6. Dynamometer distance shall be included in all relevant test sheets for each phase. U.K.

2.13. Ending the test U.K.

2.13.1. The engine shall be turned off immediately after the end of the last part of the test. U.K.

2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be disconnected. U.K.

2.13.3. The vehicle may be removed from the dynamometer. U.K.

2.14. Post-test procedures U.K.

2.14.1. Gas analyser check U.K.

Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be checked. The test shall be considered acceptable if the difference between the pre-test and post-test results is less than 2 per cent of the calibration gas value.

2.14.2. Bag analysis U.K.

2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase. U.K.

The gas reactivity time for compounds in the bag shall be taken into consideration.

2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to zero with the appropriate zero gas. U.K.

2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations of 70 to 100 per cent of the range. U.K.

2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2 per cent of the range from that set in paragraph 2.14.2.2. of this Sub-Annex, the procedure shall be repeated for that analyser. U.K.

2.14.2.5. The samples shall be subsequently analysed. U.K.

2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be considered acceptable if the difference is less than 2 per cent of the calibration gas value. U.K.

2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during calibration of the analysers. U.K.

2.14.2.8. The content of each of the compounds measured shall be included in all relevant test sheets after stabilization of the measuring device. U.K.

2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated in accordance with Sub-Annex 7. U.K.

2.14.2.10. Calibrations and checks shall be performed either: U.K.

(a)

Before and after each bag pair analysis; or

(b)

Before and after the complete test.

In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test.

In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and exhaust bags.

2.14.3. Particulate sample filter weighing U.K.

2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour after completion of the test. It shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter shall be included in all relevant test sheets. U.K.

2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as, the sample filter weighings. Reference filters shall be of the same size and material as the sample filter. U.K.

2.14.3.3. If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the sample filter and reference filters shall be reconditioned in the weighing chamber (or room) and reweighed. U.K.

2.14.3.4. The comparison of reference filter weighings shall be made between the specific weights and the rolling arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be calculated from the specific weights collected in the period after the reference filters were placed in the weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days. U.K.

2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80-hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter weighing may be considered valid. If, at the 80-hour point, two reference filters are employed and one filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that the sum of the absolute differences between specific and rolling means from the two reference filters shall be less than or equal to 10 μg. U.K.

2.14.3.6. In the case that less than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 48 hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that no sample filter is weighed without comparison to a reference filter that has been present in the weighing chamber (or room) for at least one day. U.K.

2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Sub-Annex 5 are not met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control system and re-running the test.] U.K.

Textual Amendments

F1 Substituted by Commission Regulation (EU) 2018/1832 of 5 November 2018 amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type approval tests and procedures for light passenger and commercial vehicles, including those for in-service conformity and real-driving emissions and introducing devices for monitoring the consumption of fuel and electric energy (Text with EEA relevance).