Commission Regulation (EU) 2017/1151Show full title

Sub-Annex 8

Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles U.K.

1. General requirements U.K.

In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FCHVs, Appendix 2 and Appendix 3 to this Sub-Annex shall replace Appendix 2 to Sub-Annex6.

Unless stated otherwise, all requirements in this Sub-Annex shall apply to vehicles with and without driver-selectable modes. Unless explicitly stated otherwise in this Sub-Annex, all of the requirements and procedures specified in Sub-Annex 6 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and PEVs.

1.1. Units, accuracy and resolution of electric parameters U.K.

Parameters, units and accuracy of measurements shall be as shown in Table A8/1.

Table A8/1

Parameters, units and accuracy of measurements

a Equipment: static meter for active energy.
b AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
c Whichever is greater.
d Current integration frequency 20 Hz or more.
Parameter	Units	Accuracy	Resolution
Electrical energya	Wh	± 1 per cent	0,001 kWhb
Electrical current	A	± 0,3 per cent FSD or ± 1 per cent of readingc d	0,1 A
Electric voltage	V	± 0,3 per cent FSD or ± 1 per cent of readingc	0,1 V

1.2. Emission and fuel consumption testing U.K.

Parameters, units and accuracy of measurements shall be the same as those required for conventional combustion engine-powered vehicles.

1.3. Units and precision of final test results U.K.

Units and their precision for the communication of the final results shall follow the indications given in Table A8/2. For the purpose of calculation in paragraph 4. of this Sub-Annex, the unrounded values shall apply.

Table A8/2

Units and precision of final test results

a no vehicle individual parameter
b (p) means the considered period which can be a phase, a combination of phases or the whole cycle
Parameter	Units	Communication of final test result
PER(p) b, PERcity, AER(p) b, AERcity, EAER(p) b, EAERcity, RCDA a, RCDC	km	Rounded to nearest whole number
FCCS(,p) b, FCCD, FCweighted for HEVs	l/100 km	Rounded to the first place of decimal
FCCS(,p) b for FCHVs	kg/100 km	Rounded to the second place of decimal
MCO2,CS(,p) b, MCO2,CD, MCO2,weighted	g/km	Rounded to the nearest whole number
EC(p) b, ECcity, ECAC,CD, ECAC,weighted	Wh/km	Rounded to the nearest whole number
EAC	kWh	Rounded to the first place of decimal

1.4. Vehicle classification U.K.

All OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs shall be classified as Class 3 vehicles. The applicable test cycle for the Type 1 test procedure shall be determined according to paragraph 1.4.2. of this Sub-Annex based on the corresponding reference test cycle as described in paragraph 1.4.1. of this Sub-Annex.

1.4.1. Reference test cycle U.K.

1.4.1.1. The reference test cycle for Class 3 vehicles is specified in paragraph 3.3. of Sub-Annex 1. U.K.

1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3. of Sub-Annex 1, may be applied on the test cycles according to paragraph 3.3. of Sub-Annex 1 by replacing the rated power with peak power. In such a case, the downscaled cycle is the reference test cycle. U.K.

1.4.2. Applicable test cycle U.K.

1.4.2.1. Applicable WLTP test cycle U.K.

The reference test cycle according to paragraph 1.4.1. of this Sub-Annex shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure.

In the case that paragraph 9. of Sub-Annex 1 is applied based on the reference test cycle as described in paragraph 1.4.1. of this Sub-Annex, this modified test cycle shall be the applicable WLTP test cycle (WLTC) for the Type 1 test procedure.

1.4.2.2. Applicable WLTP city test cycle U.K.

The WLTP city test cycle (WLTC_city) for Class 3 vehicles is specified in paragraph 3.5. of Sub-Annex 1.

1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions U.K.

The vehicles shall be driven according to the manufacturer’s instructions, as incorporated in the manufacturer's handbook of production vehicles, and as indicated by a technical gear shift instrument.

2. REESS and fuel cell system preparation U.K.

2.1. For all OVC-HEVs, NOVC-HEVs, NOVC-FCHVs and PEVs, the following shall apply: U.K.

(a)

Without prejudice to the requirements of paragraph 1.2.3.3. of Sub-Annex 6, the vehicles tested according to this Sub-Annex shall have been run-in at least 300 km with those REESSs installed;

(b)

In the case that the REESSs are operated above the normal operating temperature range, the operator shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal management system of the REESS is neither disabled nor reduced.

2.2. For NOVC-FCHVs without prejudice to the requirements of paragraph 1.2.3.3. of Sub-Annex 6, the vehicles tested to this Sub-Annex shall have been run-in at least 300 km with their fuel cell system installed. U.K.

3. Test procedure U.K.

3.1. General requirements U.K.

3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs, the following shall apply where applicable: U.K.

3.1.1.1.

Vehicles shall be tested according to the applicable test cycles described in paragraph 1.4.2. of this Sub-Annex.

3.1.1.2.

If the vehicle cannot follow the applicable test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully activated until the required speed trace is reached again.

3.1.1.3.

The powertrain start procedure shall be initiated by means of the devices provided for this purpose according to the manufacturer's instructions.

3.1.1.4.

For OVC-HEVs, NOVC-HEVs and PEVs, exhaust emissions sampling and measurement of electric energy consumption shall begin for each applicable test cycle before or at the initiation of the vehicle start procedure and end at the conclusion of each applicable test cycle.

3.1.1.5.

For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be analysed for each individual test phase It is permitted to omit the phase analysis for phases where no combustion engine operates.

3.1.1.6.

Particle number shall be analysed for each individual phase and particulate matter emission shall be analysed for each applicable test cycle.

3.1.2. Forced cooling as described in paragraph 1.2.7.2. of Sub-Annex 6 shall apply only for the charge-sustaining Type 1 test for OVC-HEVs according to paragraph 3.2. of this Sub-Annex and for testing NOVC-HEVs according to paragraph 3.3. of this Sub-Annex. U.K.

3.2. OVC-HEVs U.K.

3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-sustaining operating condition (CS condition). U.K.

3.2.2. Vehicles may be tested according to four possible test sequences: U.K.

3.2.2.1.

Option 1: charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test.

3.2.2.2.

Option 2: charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test.

3.2.2.3.

Option 3: charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test.

3.2.2.4.

Option 4: charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test.

Figure A8/1

Possible test sequences in the case of OVC-HEV testing

3.2.3. The driver-selectable mode shall be set as described in the following test sequences (Option 1 to Option 4). U.K.

3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test (Option 1) U.K.

The test sequence according to Option 1, described in paragraphs 3.2.4.1. to 3.2.4.7. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/1 in Appendix 1 to this Sub-Annex.

3.2.4.1. Preconditioning U.K.

The vehicle shall be prepared according to the procedures in paragraph 2.2. of Appendix 4 to this Sub-Annex.

3.2.4.2. Test conditions U.K.

3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the charging requirements as described in paragraph 2.2.3. of Appendix 4 to this Sub-Annex and with the vehicle operated in charge-depleting operating condition as defined in paragraph 3.3.5. of this Annex. U.K.

3.2.4.2.2. Selection of a driver-selectable mode U.K.

For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected according to paragraph 2. of Appendix 6 to this Sub-Annex.

3.2.4.3. Charge-depleting Type 1 test procedure U.K.

3.2.4.3.1. The charge-depleting Type 1 test procedure shall consist of a number of consecutive cycles, each followed by a soak period of no more than 30 minutes until charge-sustaining operating condition is achieved. U.K.

3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain shall be deactivated and the REESS shall not be recharged from an external electric energy source. The instrumentation for measuring the electric current of all REESSs and for determining the electric voltage of all REESSs according to Appendix 3 of this Sub-Annex shall not be turned off between test cycle phases. In the case of ampere-hour meter measurement, the integration shall remain active throughout the entire test until the test is concluded. U.K.

Restarting after soak, the vehicle shall be operated in the driver-selectable mode according to paragraph 3.2.4.2.2. of this Sub-Annex.

3.2.4.3.3. In deviation from paragraph 5.3.1. of Sub-Annex 5 and without prejudice to paragraph 5.3.1.2. of Sub-Annex 5, analysers may be calibrated and zero- checked before and after the charge-depleting Type 1 test. U.K.

3.2.4.4. End of the charge-depleting Type 1 test U.K.

The end of the charge-depleting Type 1 test is considered to have been reached when the break-off criterion according to paragraph 3.2.4.5. of this Sub-Annex is reached for the first time. The number of applicable WLTP test cycles up to and including the one where the break-off criterion was reached for the first time is set to n+1.

The applicable WLTP test cycle n is defined as the transition cycle.

The applicable WLTP test cycle n+1 is defined to be the confirmation cycle.

For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to stop the vehicle, or when the vehicle deviates from the prescribed driving tolerance for 4 consecutive seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill within 60 seconds.

3.2.4.5. Break-off criterion U.K.

3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable WLTP test cycle shall be evaluated. U.K.

3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is reached when the relative electric energy change REEC_i as calculated using the following equation, is less than 0.04. U.K.

where:

REEC_i

is the relative electric energy change of the applicable test cycle considered i of the charge-depleting Type 1 test;

ΔE_REESS,i

is the change of electric energy of all REESSs for the considered charge-depleting Type 1 test cycle i calculated according to paragraph 4.3. of this Sub-Annex, Wh;

E_cycle

is the cycle energy demand of the considered applicable WLTP test cycle calculated according to paragraph 5. of Sub-Annex 7, Ws;

i

is the index number for the considered applicable WLTP test cycle;

is a conversion factor to Wh for the cycle energy demand.

3.2.4.6. REESS charging and measuring the recharged electric energy U.K.

3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the applicable WLTP test cycle n+1 in which the break-off criterion for the charge-depleting Type 1 test is reached for the first time. U.K.

The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached.

3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy E_AC delivered from the mains, as well as its duration. Electric energy measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached. U.K.

3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.1.2. of Sub-Annex 6. U.K.

3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Option 2) U.K.

The test sequence according to Option 2, as described in paragraphs 3.2.5.1. to 3.2.5.3.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/2 in Appendix 1 to this Sub-Annex.

3.2.5.1. Preconditioning and soaking U.K.

The vehicle shall be prepared according to the procedures in paragraph 2.1. of Appendix 4 to this Sub-Annex.

3.2.5.2. Test conditions U.K.

3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining operating condition as defined in paragraph 3.3.6.of this Annex. U.K.

3.2.5.2.2. Selection of a driver-selectable mode U.K.

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.2.5.3. Type 1 test procedure U.K.

3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures described in Sub-Annex 6. U.K.

3.2.5.3.2. If required, CO₂ mass emission shall be corrected according to Appendix 2 to this Sub-Annex. U.K.

3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria emission limits according to paragraph 1.1.2. of Sub-Annex 6. U.K.

3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test (Option 3) U.K.

The test sequence according to Option 3, as described in paragraphs 3.2.6.1. to 3.2.6.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/3 in Appendix 1 to this Sub-Annex.

3.2.6.1. For the charge-depleting Type 1 test, the procedure described in paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 3.2.4.7. of this Sub-Annex shall be followed. U.K.

3.2.6.2. Subsequently, the procedure for the charge-sustaining Type 1 test described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this Sub-Annex shall be followed. Paragraphs 2.1.1. to 2.1.2. inclusive of Appendix 4to this Sub-Annex shall not apply. U.K.

3.2.6.3. REESS charging and measuring the recharged electric energy U.K.

3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge-sustaining Type 1 test. U.K.

The REESS is fully charged when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex is reached.

3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy E_AC delivered from the mains, as well as its duration. Electric energy measurement may be stopped when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex is reached. U.K.

3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4) U.K.

The test sequence according to Option 4, described in paragraphs 3.2.7.1. to 3.2.7.2. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/4 of Appendix 1 to this Sub-Annex.

3.2.7.1. For the charge-sustaining Type 1 test, the procedure described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this Sub-Annex, as well as paragraph 3.2.6.3.1. of this Sub-Annex shall be followed. U.K.

3.2.7.2. Subsequently, the procedure for the charge-depleting Type 1 test described in paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this Sub-Annex shall be followed. U.K.

3.3. NOVC-HEVs U.K.

The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/5 of Appendix 1 to this Sub-Annex.

3.3.1. Preconditioning and soaking U.K.

3.3.1.1. Vehicles shall be preconditioned according to paragraph 1.2.6. of Sub-Annex 6. U.K.

In addition to the requirements of paragraph 1.2.6., the level of the state of charge of the traction REESS for the charge-sustaining test may be set according to the manufacturer’s recommendation before preconditioning in order to achieve a test under charge-sustaining operating condition.

3.3.1.2. Vehicles shall be soaked according to paragraph 1.2.7. of Sub-Annex 6. U.K.

3.3.2. Test conditions U.K.

3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6. of this Annex. U.K.

3.3.2.2. Selection of a driver-selectable mode U.K.

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.3.3. Type 1 test procedure U.K.

3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6. U.K.

3.3.3.2. If required, the CO₂ mass emission shall be corrected according to Appendix 2 to this Sub-Annex. U.K.

3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable exhaust emission limits according to paragraph 1.1.2. of Sub-Annex 6. U.K.

3.4. PEVs U.K.

3.4.1. General requirements U.K.

The test procedure to determine the pure electric range and electric energy consumption shall be selected according to the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the interpolation approach is applied, the applicable test procedure shall be selected according to the PER of vehicle H within the specific interpolation family.

Table A8/3

Procedures to determine pure electric range and electric energy consumption

Applicable test cycle	The estimated PER is…	Applicable test procedure
Test cycle according to paragraph 1.4.2.1. including the Extra High phase	…less than the length of 3 applicable WLTP test cycles.	Consecutive cycle Type 1 test procedure (according to paragraph 3.4.4.1. of this Sub-Annex)
	…is equal to or greater than the length of 3 applicable WLTP test cycles.	Shortened Type 1 test procedure (according to paragraph 3.4.4.2. of this Sub-Annex)
Test cycle according to paragraph 1.4.2.1. excluding the Extra High phase	…is less than the length of 4 applicable WLTP test cycles.	Consecutive cycle Type 1 test procedure (according to paragraph 3.4.4.1. of this Sub-Annex)
	…is equal to or greater than the length of 4 applicable WLTP test cycles.	Shortened Type 1 test procedure (according to paragraph 3.4.4.2. of this Sub-Annex)
City cycle according to paragraph 1.4.2.2.	…not available over the applicable WLTP test cycle.	Consecutive cycle Type 1 test procedure (according to paragraph 3.4.4.1. of this Sub-Annex)

The manufacturer shall give evidence to the approval authority concerning the estimated pure electric range (PER) prior to the test. In the case that the interpolation approach is applied, the applicable test procedure shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER determined by the applied test procedure shall confirm that the correct test procedure was applied.

The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/6 of Appendix 1 to this Sub-Annex.

The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2., as well as the corresponding REESS state of charge profile are shown in Figure A8.App1/7 in Appendix 1 to this Sub-Annex.

3.4.2. Preconditioning U.K.

The vehicle shall be prepared according to the procedures in paragraph 3. of Appendix 4 to this Sub-Annex.

3.4.3. Selection of a driver-selectable mode U.K.

For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.4.4. PEV Type 1 test procedures U.K.

3.4.4.1. Consecutive cycle Type 1 test procedure U.K.

3.4.4.1.1. Speed trace and breaks U.K.

The test shall be performed by driving consecutive applicable test cycles until the break-off criterion according to paragraph 3.4.4.1.3. of this Sub-Annex is reached.

Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total break time defined in Table A8/4. During the break, the powertrain shall be switched off.

3.4.4.1.2. REESS current and voltage measurement U.K.

From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs shall be measured according to Appendix 3 to this Sub-Annex and the electric voltage shall be determined according to Appendix 3 to this Sub-Annex.

3.4.4.1.3. Break-off criterion U.K.

The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified in paragraph 1.2.6.6. of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator control shall be deactivated. The vehicle shall be braked to standstill within 60 seconds.

3.4.4.2. Shortened Type 1 test procedure U.K.

3.4.4.2.1. Speed trace U.K.

The shortened Type 1 test procedure consists of two dynamic segments (DS₁ and DS₂) combined with two constant speed segments (CSS_M and CSS_E) as shown in Figure A8/2.

Figure A8/2

Shortened Type 1 test procedure speed trace

The dynamic segments DS₁ and DS₂ are used to determine the energy consumption for the applicable WLTP test cycle.

The constant speed segments CSS_M and CSS_E are intended to reduce test duration by depleting the REESS more rapidly than the consecutive cycle Type 1 test procedure.

3.4.4.2.1.1. Dynamic segments U.K.

Each dynamic segment DS₁ and DS₂ consists of an applicable WLTP test cycle according to paragraph 1.4.2.1. followed by an applicable WLTP city test cycle according to paragraph 1.4.2.2.

3.4.4.2.1.2. Constant speed segment U.K.

The constant speeds during segments CSS_M and CSS_E shall be identical. If the interpolation approach is applied, the same constant speed shall be applied within the interpolation family.

(a) Speed specification U.K.

The minimum speed of the constant speed segments shall be 100 km/h. At the request of manufacturer and with approval of the approval authority, a higher constant speed in the constant speed segments may be selected.

The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after completion of the dynamic segments and, in the case of a break according to Table A8/4, after initiating the powertrain start procedure.

If the maximum speed of the vehicle is lower than the required minimum speed for the constant speed segments according to the speed specification of this paragraph, the required speed in the constant speed segments shall be equal to the maximum speed of the vehicle.

(b) Distance determination of CSS_E and CSS_M U.K.

The length of the constant speed segment CSS_E shall be determined based on the percentage of the usable REESS energy UBE_STP according to paragraph 4.4.2.1. of this Sub-Annex. The remaining energy in the traction REESS after dynamic speed segment DS₂ shall be equal to or less than 10 per cent of UBE_STP. The manufacturer shall provide evidence to the approval authority after the test that this requirement is fulfilled.

The length of the constant speed segment CSS_M may be calculated using the following equation:

where:

PER_est

is the estimated pure electric range of the considered PEV, km;

d_DS1

is the length of dynamic speed segment 1, km;

d_DS2

is the length of dynamic speed segment 2, km;

d_CSSE

is the length of constant speed segment CSS_E, km.

3.4.4.2.1.3. Breaks U.K.

Breaks for the driver and/or operator are permitted only in the constant speed segments as prescribed in Table A8/4.

Table A8/4

Breaks for the driver and/or test operator

Note: During a break, the powertrain shall be switched off.
Distance driven (km)	Maximum total break (min)
Up to 100	10
Up to 150	20
Up to 200	30
Up to 300	60
More than 300	Shall be based on the manufacturer’s recommendation

3.4.4.2.2. REESS current and voltage measurement U.K.

From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs and the electric voltage of all REESSs shall be determined according to Appendix 3 to this Sub-Annex.

3.4.4.2.3. Break-off criterion U.K.

The break-off criterion is reached when the vehicle exceeds the prescribed driving tolerance as specified in paragraph 1.2.6.6. of Sub-Annex 6 for 4 consecutive seconds or more in the second constant speed segment CSS_E. The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60 seconds.

3.4.4.3. REESS charging and measuring the recharged electric energy U.K.

3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this Sub-Annex for the consecutive cycle Type 1 test procedure and in paragraph 3.4.4.2.3. of this Sub-Annex for the shortened Type 1 test procedure, the vehicle shall be connected to the mains within 120 minutes. U.K.

The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached.

3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the recharged electric energy E_AC delivered from the mains as well as its duration. Electric energy measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is reached. U.K.

3.5. NOVC-FCHVs U.K.

The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this Sub-Annex, as well as the corresponding REESS state of charge profile, is shown in Figure A8.App1/5 in Appendix 1 to this Sub-Annex.

3.5.1. Preconditioning and soaking U.K.

Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.

3.5.2. Test conditions U.K.

3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as defined in paragraph 3.3.6. of this Annex. U.K.

3.5.2.2. Selection of a driver-selectable mode U.K.

For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex.

3.5.3. Type 1 test procedure U.K.

3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6 and fuel consumption calculated according to Appendix 7 to this Sub-Annex. U.K.

3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to this Sub-Annex. U.K.

4. Calculations for hybrid electric, pure electric and compressed hydrogen fuel cell vehicles U.K.

4.1. Calculations of gaseous emission compounds, particulate matter emission and particle number emission U.K.

4.1.1. Charge-sustaining mass emission of gaseous emission compounds, particulate matter emission and particle number emission for OVC-HEVs and NOVC-HEVs U.K.

The charge-sustaining particulate matter emission PM_CS shall be calculated according to paragraph 3.3. of Sub-Annex 7.

The charge-sustaining particle number emission PN_CS shall be calculated according to paragraph 4. of Sub-Annex 7.

4.1.1.1. Stepwise prescription for calculating the final test results of the charge-sustaining Type 1 test for NOVC-HEVs and OVC-HEVs U.K.

The results shall be calculated in the order described in Table A8/5. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations.

For the purpose of this table, the following nomenclature within the equations and results is used:

c

complete applicable test cycle;

p

every applicable cycle phase;

i

applicable criteria emission component (except CO₂);

CS

charge-sustaining

CO₂

CO₂ mass emission.

Table A8/5
Calculation of final charge-sustaining gaseous emission values
Source	Input	Process	Output	Step no.
Sub-Annex 6	Raw test results	Charge-sustaining mass emissions Sub-Annex 7, paragraphs 3. to 3.2.2. inclusive	Mi,CS,p,1, g/km; MCO2,CS,p,1, g/km.	1
Output from step no. 1 of this Table.	Mi,CS,p,1, g/km; MCO2,CS,p,1, g/km.	Calculation of combined charge-sustaining cycle values: where: Mi,CS,c,2 is the charge-sustaining mass emission result over the total cycle; MCO2,CS,c,2 is the charge-sustaining CO2 mass emission result over the total cycle; dp are the driven distances of the cycle phases p.	Mi,CS,c,2, g/km; MCO2,CS,c,2, g/km.	2
Output from step no. 1 and 2 of this Table.	MCO2,CS,p,1, g/km; MCO2,CS,c,2, g/km.	REESS electric energy change correction Sub-Annex 8, paragraph 4.1.1.2. to 4.1.1.5. inclusive	MCO2,CS,p,3, g/km; MCO2,CS,c,3, g/km.	3
Output from step no. 2 and 3 of this Table.	Mi,CS,c,2, g/km MCO2,CS,c,3, g/km.	Charge-sustaining mass emission correction for all vehicles equipped with periodically regenerating systems Ki according to Sub-Annex 6, Appendix 1. or and or Additive offset or multiplicative factor to be used according to Ki determination. If Ki is not applicable:	Mi,CS,c,4, g/km. MCO2,CS,c,4, g/km.	4a
Output from step no. 3 and 4a of this Table.	MCO2,CS,p,3, g/km; MCO2,CS,c,3, g/km; MCO2,CS,c,4, g/km.	If Ki is applicable, align CO2 phase values to combined cycle value: for every cycle phase p; where: If Ki is not applicable:	MCO2,CS,p,4, g/km.	4b
Output from step no. 4 of this Table.	Mi,CS,c,4, g/km; MCO2,CS,p,4, g/km; MCO2,CS,c,4, g/km;	ATCT correction according to paragraph 3.8.2. of Sub-Annex 6a. Deterioration factors calculated and applied according to Annex VII	Mi,CS,c,5, g/km; MCO2,CS,c,5, g/km; MCO2,CS,p,5, g/km.	5 ‘result of a single test’
Output from step no. 5 of this Table.	For every test: Mi,CS,c,5, g/km; MCO2,CS,c,5, g/km; MCO2,CS,p,5, g/km	Averaging of tests and declared value according to paragraph 1.1.2. to 1.1.2.3. inclusive of Sub-Annex 6.	Mi,CS,c,6, g/km; MCO2,CS,c,6, g/km; MCO2,CS,p,6, g/km; MCO2,CS,c,declared, g/km.	6 ‘M iCS results of a Type 1 test for a test vehicle’
Output from step no. 6 of this Table.	MCO2,CS,c,6, g/km; MCO2,CS,p,6, g/km; MCO2,CS,c,declared, g/km.	Alignment of phase values. Sub-Annex 6, paragraph 1.1.2.4. And:	MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km;	7 ‘MCO2,CS results of a Type 1 test for a test vehicle’
Output from step no. 6 and 7 of this Table.	For each of the test vehicles H and L: Mi,CS,c,6, g/km; MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km;	If in addition to a test vehicle H a test vehicle L was also tested, the resulting criteria emission value shall be the highest of the two values and referred to as Mi,CS,c In the case of the combined THC+NOx emissions, the highest value of the sum referring to either the VH or VL is to be used. Otherwise, if no vehicle L was tested, For CO2 the values derived in step 7 of this Table shall be used. CO2 values shall be rounded to two decimal places.	Mi,CS,c, g/km; MCO2,CS,c,H, g/km; MCO2,CS,p,H, g/km; and if a vehicle L was tested: MCO2,CS,c,L, g/km; MCO2,CS,p,L, g/km;	8 ‘inter-polation family result’ final criteria emission result
Output from step no. 8 of this Table.	MCO2,CS,c,H, g/km; MCO2,CS,p,H, g/km; and if a vehicle L was tested: MCO2,CS,c,L, g/km; MCO2,CS,p,L, g/km;	CO2 mass emission calculation according to paragraph 4.5.4.1. of this Sub-Annex for individual vehicles in an interpolation family. CO2 values shall be rounded according to Table A8/2.	MCO2,CS,c,ind, g/km; MCO2,CS,p,ind, g/km;	9 ‘result of an individual vehicle’ final CO2 result

4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not applied, the following charge-sustaining CO₂ mass emission shall be used: U.K.

where:

M_CO2,CS

is the charge-sustaining CO₂ mass emission of the charge-sustaining Type 1 test according to Table A8/5, step no. 3, g/km;

M_CO2,CS,nb

is the non-balanced charge-sustaining CO₂ mass emission of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km.

4.1.1.3. If the correction of the charge-sustaining CO₂ mass emission is required according to paragraph 1.1.3. of Appendix 2 to this Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was applied, the CO₂ mass emission correction coefficient shall be determined according to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected charge-sustaining CO₂ mass emission shall be determined using the following equation: U.K.

where:

M_CO2,CS

is the charge-sustaining CO₂ mass emission of the charge-sustaining Type 1 test according to Table A8/5, step no. 2, g/km;

M_CO2,CS,nb

is the non-balanced CO₂ mass emission of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;

EC_DC,CS

is the electric energy consumption of the charge-sustaining Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_CO2

is the CO₂ mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to this Sub-Annex, (g/km)/(Wh/km).

4.1.1.4. In the case that phase-specific CO₂ mass emission correction coefficients have not been determined, the phase-specific CO₂ mass emission shall be calculated using the following equation: U.K.

where:

M_CO2,CS,p

is the charge-sustaining CO₂ mass emission of phase p of the charge-sustaining Type 1 test according to Table A8/5, step no. 2, g/km;

M_CO2,CS,nb,p

is the non-balanced CO₂ mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;

EC_DC,CS,p

is the electric energy consumption of phase p of the charge-sustaining Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_CO2

is the CO₂ mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to this Sub-Annex, (g/km)/(Wh/km).

4.1.1.5. In the case that phase-specific CO₂ mass emission correction coefficients have been determined, the phase-specific CO₂ mass emission shall be calculated using the following equation: U.K.

where:

M_CO2,CS,p

is the charge-sustaining CO₂ mass emission of phase p of the charge-sustaining Type 1 test according to Table A8/5, step no. 3, g/km;

M_CO2,CS,nb,p

is the non-balanced CO₂ mass emission of phase p of the charge-sustaining Type 1 test, not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;

EC_DC,CS,p

is the electric energy consumption of phase p of the charge-sustaining Type 1 test, determined according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_CO2,p

is the CO₂ mass emission correction coefficient according to paragraph 2.3.2.2. of Appendix 2 to this Sub-Annex, (g/km)/(Wh/km);

p

is the index of the individual phase within the applicable WLTP test cycle.

4.1.2. Utility factor-weighted charge-depleting CO₂ mass emission for OVC-HEVs U.K.

The utility factor-weighted charge-depleting CO₂ mass emission M_CO2,CD shall be calculated using the following equation:

where:

M_CO2,CD

is the utility factor-weighted charge-depleting CO₂ mass emission, g/km;

M_CO2,CD,j

is the CO₂ mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km;

UF_j

is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

j

is the index number of the phase considered;

k

is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n_{veh_L}.

If the transition cycle number driven by vehicle H, , and, if applicable, an individual vehicle within the vehicle interpolation family, , is lower than the transition cycle number driven by vehicle L, , the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO₂ mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero EC_DC,CD,j = 0 by using the CO₂ correction coefficient according to Appendix 2 of this Sub-Annex.

4.1.3. Utility factor-weighted mass emissions of gaseous compounds, particulate matter emission and particle number emission for OVC-HEVs. U.K.

4.1.3.1. The utility factor-weighted mass emission of gaseous compounds shall be calculated using the following equation: U.K.

where:

M_i,weighted

is the utility factor-weighted mass emission compound i, g/km;

i

is the index of the considered gaseous emission compound;

UF_j

is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

M_i,CD,j

is the mass emission of the gaseous emission compound i determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km;

M_i,CS

is the charge-sustaining mass emission of gaseous emission compound i for the charge-sustaining Type 1 test according to Table A8/5, step no. 7, g/km;

j

is the index number of the phase considered;

k

is the number of phases driven until the end of the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n_{veh_L}.

If the transition cycle number driven by vehicle H, , and, if applicable, an individual vehicle within the vehicle interpolation family, , is lower than the transition cycle number driven by vehicle L, n_{veh_L}, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The CO₂ mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero by using the CO₂ correction coefficient according to Appendix 2 of this Sub-Annex.

4.1.3.2. The utility factor-weighted particle number emission shall be calculated using the following equation: U.K.

where:

PN_weighted

is the utility factor-weighted particle number emission, particles per kilometre;

UF_j

is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

PN_CD,j

is the particle number emission during phase j determined according to paragraph 4. of Sub-Annex 7 for the charge-depleting Type 1 test, particles per kilometre;

PN_CS

is the particle number emission determined according to paragraph 4.1.1. of this Sub-Annex for the charge-sustaining Type 1 test, particles per kilometre;

j

is the index number of the phase considered;

k

is the number of phases driven until the end of transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex.

4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated using the following equation: U.K.

where:

PM_weighted

is the utility factor-weighted particulate matter emission, mg/km;

UF_c

is the utility factor of cycle c according to Appendix 5 of this Sub-Annex;

PM_CD,c

is the charge-depleting particulate matter emission during cycle c determined according to paragraph 3.3. of Sub-Annex 7 for the charge-depleting Type 1 test, mg/km;

PM_CS

is the particulate matter emission of the charge-sustaining Type 1 test according to paragraph 4.1.1. of this Sub-Annex, mg/km;

c

is the index number of the cycle considered;

n_c

is the number of applicable WLTP test cycles driven until the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex.

4.2. Calculation of fuel consumption U.K.

4.2.1. Charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs and NOVC-FCHVs U.K.

4.2.1.1. The charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs shall be calculated stepwise according to Table A8/6. U.K.

Table A8/6

Calculation of final charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs

Source	Input	Process	Output	Step no.
Output from step no. 6 and 7 of Table A8/5 of this Sub-Annex.	Mi,CS,c,6, g/km; MCO2,CS,c,7, g/km; MCO2,CS,p,7, g/km;	Calculation of fuel consumption according to paragraph 6. of Sub-Annex 7. The calculation of fuel consumption shall be performed separately for the applicable cycle and its phases. For that purpose: (a) the applicable phase or cycle CO2 values shall be used; (b) the criteria emission over the complete cycle shall be used.	FCCS,c,1, l/100 km; FCCS,p,1, l/100 km;	1 ‘FCCS results of a Type 1 test for a test vehicle’
Step no. 1 of this Table.	For each of the test vehicles H and L: FCCS,c,1, l/100 km; FCCS,p,1, l/100 km;	For FC the values derived in step no. 1 of this Table shall be used. FC values shall be rounded to three decimal places.	FCCS,c,H, l/100 km; FCCS,p,H, l/100 km; and if a vehicle L was tested: FCCS,c,L, l/100 km; FCCS,p,L, l/100 km;	2 ‘interpolation family result’ final criteria emission result
Step no. 2 of this Table.	FCCS,c,H, l/100 km; FCCS,p,H, l/100 km; and if a vehicle L was tested: FCCS,c,L, l/100 km; FCCS,p,L, l/100 km;	Fuel consumption calculation according to paragraph 4.5.5.1. of this Sub-Annex for individual vehicles in an interpolation family. FC values shall be rounded according to Table A8/2.	FCCS,c,ind, l/100 km; FCCS,p,ind, l/100 km;	3 ‘result of an individual vehicle’ final FC result

4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs U.K.

4.2.1.2.1. Stepwise prescription for calculating the final test fuel consumption results of the charge-sustaining Type 1 test for NOVC-FCHVs U.K.

The results shall be calculated in the order described in the Tables A8/7. All applicable results in the column ‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or contains additional calculations.

For the purpose of this table, the following nomenclature within the equations and results is used:

c

:

complete applicable test cycle;

p

:

every applicable cycle phase;

CS

:

charge-sustaining

Table A8/7

Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs

Source	Input	Process	Output	Step no.
Appendix 7 of this Sub-Annex.	Non-balanced charge-sustaining fuel consumption FCCS,nb,kg/100 km	Charge-sustaining fuel consumption according to paragraph 2.2.6. of Appendix 7. to this Sub-Annex	FCCS,c,1, kg/100 km;	1
Output from step no. 1 of this Table.	FCCS,c,1, kg/100 km;	REESS electric energy change correction Sub-Annex 8, paragraphs 4.2.1.2.2. to 4.2.1.2.3. inclusive of this Sub-Annex	FCCS,c,2, kg/100 km;	2
Output from step no. 2 of this Table.	FCCS,c,2, kg/100 km;	ATCT correction according to paragraph 3.8.2. of Sub-Annex 6a. Deterioration factors calculated according to Annex VII.	FCCS,c,3, kg/100 km;	3 ‘result of a single test’
Output from step no. 3 of this Table.	For every test: FCCS,c,3, kg/100 km;	Averaging of tests and declared value according to paragraphs 1.1.2. to 1.1.2.3. inclusive of Sub-Annex 6.	FCCS,c,4, kg/100 km;	4
Output from step no. 4 of this Table.	FCCS,c,4, kg/100 km; FCCS,c,declared, kg/100 km	Alignment of phase values. Sub-Annex 6, paragraph 1.1.2.4. And:	FCCS,c,5, kg/100 km;	5 ‘FCCSresults of a Type 1 test for a test vehicle’

4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not applied, the following charge-sustaining fuel consumption shall be used: U.K.

where:

FC_CS

is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table A8/7, step no. 2, kg/100 km;

FC_CS,nb

is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km.

4.2.1.2.3. If the correction of the fuel consumption is required according to paragraph 1.1.3. of Appendix 2 to this Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was applied, the fuel consumption correction coefficient shall be determined according to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected charge-sustaining fuel consumption shall be determined using the following equation: U.K.

where:

FC_CS

is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table A8/7, step no. 2, kg/100 km;

FC_CS,nb

is the non-balanced fuel consumption of the charge-sustaining Type 1 test, not corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km;

EC_DC,CS

is the electric energy consumption of the charge-sustaining Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_fuel,FCHV

is the fuel consumption correction coefficient according to paragraph 2.3.1. of Appendix 2 to this Sub-Annex, (kg/100 km)/(Wh/km).

4.2.2. Utility factor-weighted charge-depleting fuel consumption for OVC-HEVs U.K.

The utility factor-weighted charge-depleting fuel consumption FC_CD shall be calculated using the following equation:

where:

FC_CD

is the utility factor weighted charge-depleting fuel consumption, l/100 km;

FC_CD,j

is the fuel consumption for phase j of the charge-depleting Type 1 test, determined according to paragraph 6. of Sub-Annex 7, l/100 km;

UF_j

is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

j

is the index number of the phase considered;

k

is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4 of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n_{veh_L}.

If the transition cycle number driven by vehicle H, , and, if applicable, an individual vehicle within the vehicle interpolation family, , is lower than the transition cycle number driven by vehicle L n_{veh_L} the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero, , by using the fuel consumption correction coefficient according to Appendix 2 of this Sub-Annex.

4.2.3. Utility factor-weighted fuel consumption for OVC-HEVs U.K.

The utility factor-weighted fuel consumption from the charge-depleting and charge-sustaining Type 1 test shall be calculated using the following equation:

where:

FC_weighted

is the utility factor-weighted fuel consumption, l/100 km;

UF_j

is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

FC_CD,j

is the fuel consumption of phase j of the charge-depleting Type 1 test, determined according to paragraph 6. of Sub-Annex 7, l/100 km;

FC_CS

is the fuel consumption determined according to Table A8/6, step no. 1, l/100 km;

j

is the index number of the phase considered;

k

is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex.

In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end of the transition cycle of vehicle L n_{veh_L}.

If the transition cycle number driven by vehicle H, , and, if applicable, an individual vehicle within the vehicle interpolation family, , is lower than the transition cycle number driven by vehicle L, n_{veh_L}, the confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. The fuel consumption of each phase of the confirmation cycle shall then be corrected to an electric energy consumption of zero by using the fuel consumption correction coefficient according to Appendix 2 of this Sub-Annex.

4.3. Calculation of electric energy consumption U.K.

For the determination of the electric energy consumption based on the current and voltage determined according to Appendix 3 of this Sub-Annex, the following equations shall be used:

where:

EC_DC,j

is the electric energy consumption over the considered period j based on the REESS depletion, Wh/km;

ΔE_REESS,j

is the electric energy change of all REESSs during the considered period j, Wh;

d_j

is the distance driven in the considered period j, km;

and

where:

ΔE_REESS,j,i

:

is the electric energy change of REESS i during the considered period j, Wh;

and

where:

U(t)_REESS,j,i

is the voltage of REESS i during the considered period j determined according to Appendix 3 to this Sub-Annex, V;

t₀

is the time at the beginning of the considered period j, s;

t_end

is the time at the end of the considered period j, s;

I(t)_j,i

is the electric current of REESS i during the considered period j determined according to Appendix 3 to this Sub-Annex, A;

i

is the index number of the considered REESS;

n

is the total number of REESS;

j

is the index for the considered period, where a period can be any combination of phases or cycles;

is the conversion factor from Ws to Wh.

4.3.1. Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs U.K.

The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation:

where:

EC_AC,CD

is the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains, Wh/km;

UF_j

is the utility factor of phase j according to Appendix 5 to this Sub-Annex;

EC_AC,CD,j

is the electric energy consumption based on the recharged electric energy from the mains of phase j, Wh/km;

and

where:

EC_DC,CD,j

is the electric energy consumption based on the REESS depletion of phase j of the charge-depleting Test 1 according to paragraph 4.3. of this Sub-Annex, Wh/km;

E_AC

is the recharged electric energy from the mains determined according to paragraph 3.2.4.6. of this Sub-Annex, Wh;

ΔE_REESS,j

is the electric energy change of all REESSs of phase j according to paragraph 4.3. of this Sub-Annex, Wh;

j

is the index number of the phase considered;

k

is the number of phases driven up to the end of the transition cycle of vehicle L ,n_{veh_L}, according to paragraph 3.2.4.4. of this Sub-Annex.

4.3.2. Utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs U.K.

The utility factor-weighted electric energy consumption based on the recharged electric energy from the mains shall be calculated using the following equation:

where:

EC_AC,weighted

is the utility factor-weighted electric energy consumption based on the recharged electric energy from the mains, Wh/km;

UF_j

is the utility factor of phase j according to Appendix 5 of this Sub-Annex;

EC_AC,CD,j

is the electric energy consumption based on the recharged electric energy from the mains of phase j according to paragraph 4.3.1. of this Sub-Annex, Wh/km;

j

is the index number of the phase considered;

k

is the number of phases driven up to the end of the transition cycle of vehicle L n_{veh_L} according to paragraph 3.2.4.4. of this Sub-Annex.

4.3.3. Electric energy consumption for OVC-HEVs U.K.

4.3.3.1. Determination of cycle-specific electric energy consumption U.K.

The electric energy consumption based on the recharged electric energy from the mains and the equivalent all-electric range shall be calculated using the following equation:

where:

EC

is the electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the equivalent all-electric range, Wh/km;

E_AC

is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex, Wh;

EAER

is the equivalent all-electric range according to paragraph 4.4.4.1. of this Sub-Annex, km.

4.3.3.2. Determination of phase-specific electric energy consumption U.K.

The phase-specific electric energy consumption based on the recharged electric energy from the mains and the phase-specific equivalent all-electric range shall be calculated using the following equation:

where:

EC_P

:

is the phase-specific electric energy consumption based on the recharged electric energy from the mains and the equivalent all-electric range, Wh/km;

E_AC

:

is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex, Wh;

EAER_P

:

is the phase-specific equivalent all-electric range according to paragraph 4.4.4.2. of this Sub-Annex, km.

4.3.4. Electric energy consumption of PEVs U.K.

4.3.4.1. The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able to follow the applicable test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6 during the entire considered period. U.K.

4.3.4.2. Electric energy consumption determination of the applicable WLTP test cycle U.K.

The electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the pure electric range shall be calculated using the following equation:

where:

EC_WLTC

is the electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP test cycle, Wh/km;

E_AC

is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, Wh;

PER_WLTC

is the pure electric range for the applicable WLTP test cycle as calculated according to paragraph 4.4.2.1.1. or paragraph 4.4.2.2.1. of this Sub-Annex, depending on the PEV test procedure that must be used, km.

4.3.4.3. Electric energy consumption determination of the applicable WLTP city test cycle U.K.

The electric energy consumption of the applicable WLTP city test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP city test cycle shall be calculated using the following equation:

where:

EC_city

is the electric energy consumption of the applicable WLTP city test cycle based on the recharged electric energy from the mains and the pure electric range for the applicable WLTP city test cycle, Wh/km;

E_AC

is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, Wh;

PER_city

is the pure electric range for the applicable WLTP city test cycle as calculated according to paragraph 4.4.2.1.2. or paragraph 4.4.2.2.2. of this Sub-Annex, depending on the PEV test procedure that must be used, km.

4.3.4.4. Electric energy consumption determination of the phase-specific values U.K.

The electric energy consumption of each individual phase based on the recharged electric energy from the mains and the phase-specific pure electric range shall be calculated using the following equation:

where:

EC_p

is the electric energy consumption of each individual phase p based on the recharged electric energy from the mains and the phase-specific pure electric range, Wh/km

E_AC

is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, Wh;

PER_p

is the phase-specific pure electric range as calculated according to paragraph 4.4.2.1.3. or paragraph 4.4.2.2.3. of this Sub-Annex, depending on the PEV test procedure used, km.

4.4. Calculation of electric ranges U.K.

4.4.1. All-electric ranges AER and AER_city for OVC-HEVs U.K.

4.4.1.1. All-electric range AER U.K.

The all-electric range AER for OVC-HEVs shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable WLTP test cycle according to paragraph 1.4.2.1. of this Sub-Annex. The AER is defined as the distance driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion engine starts consuming fuel.

4.4.1.2. All-electric range city AER_city U.K.

4.4.1.2.1. The all-electric range city AER_city for OVC-HEVs shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable WLTP city test cycle according to paragraph 1.4.2.2. of this Sub-Annex. The AER_city is defined as the distance driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion engine starts consuming fuel. U.K.

4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this Sub-Annex, the all-electric range city AER_city may be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by driving the applicable WLTP test cycles according to paragraph 1.4.2.1. of this Sub-Annex. In that case, the charge-depleting Type 1 test by driving the applicable WLTP city test cycle shall be omitted and the all-electric range city AER_city shall be calculated using the following equation: U.K.

where:

UBE_city

is the usable REESS energy determined from the beginning of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles until the point in time where the combustion engine starts consuming fuel, Wh;

EC_DC,city

is the weighted electric energy consumption of the pure electrically driven applicable WLTP city test cycles of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycle(s), Wh/km;

and

where:

ΔE_REESS,j

is the electric energy change of all REESSs during phase j, Wh;

j

is the index number of the phase considered;

K

is the number of the phases driven from the beginning of the test up to and excluding the phase where the combustion engine starts consuming fuel;

and

where:

EC_DC,city,j

is the electric energy consumption for the jth pure electrically driven WLTP city test cycle of the charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles, Wh/km;

K_city,j

is the weighting factor for the jth pure electrically driven applicable WLTP city test cycle of the charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles;

j

is the index number of the pure electrically driven applicable WLTP city test cycle considered;

n_city,pe

is the number of pure electrically driven applicable WLTP city test cycles;

and

where:

ΔE_REESS,city,1 is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the charge-depleting Type 1 test, Wh;

and

4.4.2. Pure electric range for PEVs U.K.

The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the applicable WLTP test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6 during the entire considered period.

4.4.2.1. Determination of the pure electric ranges when the shortened Type 1 test procedure is applied U.K.

4.4.2.1.1. The pure -electric range for the applicable WLTP test cycle PER_WLTC for PEVs shall be calculated from the shortened Type 1 test as described in paragraph 3.4.4.2. of this Sub-Annex using the following equations: U.K.

where:

UBE_STP

is the usable REESS energy determined from the beginning of the shortened Type 1 test procedure until the break-off criterion as defined in paragraph 3.4.4.2.3. of this Sub-Annex is reached, Wh;

EC_DC,WLTC

is the weighted electric energy consumption for the applicable WLTP test cycle of DS₁ and DS₂ of the shortened Type 1 test procedure Type 1 test, Wh/km;

and

where:

is the electric energy change of all REESSs during DS₁ of the shortened Type 1 test procedure, Wh;

is the electric energy change of all REESSs during DS₂ of the shortened Type 1 test procedure, Wh;

is the electric energy change of all REESSs during CSS_M of the shortened Type 1 test procedure, Wh;

is the electric energy change of all REESSs during CSS_E of the shortened Type 1 test procedure, Wh;

and

where:

EC_DC,WLTC,j

is the electric energy consumption for the applicable WLTP test cycle DS_j of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

k_WLTC,j

is the weighting factor for the applicable WLTP test cycle of DS_j of the shortened Type 1 test procedure;

and

where:

K_WLTC,j

is the weighting factor for the applicable WLTP test cycle of DS_j of the shortened Type 1 test procedure;

ΔE_REESS,WLTC,1

is the electric energy change of all REESSs during the applicable WLTP test cycle from DS₁ of the shortened Type 1 test procedure, Wh;

4.4.2.1.2. The pure electric range for the applicable WLTP city test cycle PER_city for PEVs shall be calculated from the shortened Type 1 test procedure as described in paragraph 3.4.4.2. of this Sub-Annex using the following equations: U.K.

where:

UBE_STP

is the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh;

EC_DC,city

is the weighted electric energy consumption for the applicable WLTP city test cycle of DS₁ and DS₂ of the shortened Type 1 test procedure, Wh/km;

and

where:

EC_DC,city,j

is the electric energy consumption for the applicable WLTP city test cycle where the first applicable WLTP city test cycle of DS₁ is indicated as j = 1, the second applicable WLTP city test cycle of DS₁ is indicated as j = 2, the first applicable WLTP city test cycle of DS₂ is indicated as j = 3 and the second applicable WLTP city test cycle of DS₂ is indicated as j = 4 of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_city,j

is the weighting factor for the applicable WLTP city test cycle where the first applicable WLTP city test cycle of DS₁ is indicated as j = 1, the second applicable WLTP city test cycle of DS₁ is indicated as j = 2, the first applicable WLTP city test cycle of DS₂ is indicated as j = 3 and the second applicable WLTP city test cycle of DS₂ is indicated as j = 4,

and

where:

ΔE_REESS,city,1

is the energy change of all REESSs during the first applicable WLTP city test cycle of DS₁ of the shortened Type 1 test procedure, Wh;

4.4.2.1.3. The phase-specific pure electric-range PER_p for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.2. of this Sub-Annex by using the following equations: U.K.

where:

UBE_UBE

is the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh;

EC_DC,p

is the weighted electric energy consumption for each individual phase of DS₁ and DS₂ of the shortened Type 1 test procedure, Wh/km;

In the case that phase p = low and phase p = medium, the following equations shall be used:

where:

EC_DC,p,j

is the electric energy consumption for phase p where the first phase p of DS₁ is indicated as j = 1, the second phase p of DS₁ is indicated as j = 2, the first phase p of DS₂ is indicated as j = 3 and the second phase p of DS₂ is indicated as j = 4 of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_p,j

is the weighting factor for phase p where the first phase p of DS₁ is indicated as j = 1, the second phase p of DS₁ is indicated as j = 2, the first phase p of DS₂ is indicated as j = 3, and the second phase p of DS₂ is indicated as j = 4 of the shortened Type 1 test procedure;

and

where:

ΔE_REESS,p,1

:

is the energy change of all REESSs during the first phase p of DS₁ of the shortened Type 1 test procedure, Wh.

In the case that phase p = high and phase p = extraHigh, the following equations shall be used:

where:

EC_DC,p,j

is the electric energy consumption for phase p of DS_j of the shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

k_p,j

is the weighting factor for phase p of DS_j of the shortened Type 1 test procedure

and

where:

ΔE_REESS,p,1

is the electric energy change of all REESSs during the first phase p of DS₁ of the shortened Type 1 test procedure, Wh.

4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type 1 test procedure is applied U.K.

4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PER_WLTP for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations: U.K.

where:

UBE_CCP

is the usable REESS energy determined from the beginning of the consecutive cycle Type 1 test procedure until the break-off criterion according to paragraph 3.4.4.1.3. of this Sub-Annex is reached, Wh;

EC_DC,WLTC

is the electric energy consumption for the applicable WLTP test cycle determined from completely driven applicable WLTP test cycles of the consecutive cycle Type 1 test procedure, Wh/km;

and

where:

ΔE_REESS,j

is the electric energy change of all REESSs during phase j of the consecutive cycle Type 1 test procedure, Wh;

j

is the index number of the phase considered;

k

is the number of phases driven from the beginning up to and including the phase where the break-off criterion is reached;

and

where:

EC_DC,WLTC,j

is the electric energy consumption for the applicable WLTP test cycle j of the consecutive cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_WLTC,j

is the weighting factor for the applicable WLTP test cycle j of the consecutive cycle Type 1 test procedure;

j

is the index number of the applicable WLTP test cycle;

n_WLTC

is the whole number of complete applicable WLTP test cycles driven;

and

where:

ΔE_REESS,WLTC,1

is the electric energy change of all REESSs during the first applicable WLTP test cycle of the consecutive Type 1 test cycle procedure, Wh.

4.4.2.2.2. The pure electric range for the WLTP city test cycle PER_city for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations: U.K.

where:

UBE_CCP

is the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh;

EC_DC,city

is the electric energy consumption for the applicable WLTP city test cycle determined from completely driven applicable WLTP city test cycles of the consecutive cycle Type 1 test procedure, Wh/km;

and

where:

EC_DC,city,j

is the electric energy consumption for the applicable WLTP city test cycle j of the consecutive cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

K_city,j

is the weighting factor for the applicable WLTP city test cycle j of the consecutive cycle Type 1 test procedure;

j

is the index number of the applicable WLTP city test cycle;

n_city

is the whole number of complete applicable WLTP city test cycles driven;

and

where:

ΔE_REESS,city,1

is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the consecutive cycle Type 1 test procedure, Wh.

4.4.2.2.3. The phase-specific pure electric-range PER_p for PEVs shall be calculated from the Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations: U.K.

where:

UBE_CCP

is the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh;

EC_DC,p

is the electric energy consumption for the considered phase p determined from completely driven phases p of the consecutive cycle Type 1 test procedure, Wh/km;

and

where:

EC_DC,p,j

is the jth electric energy consumption for the considered phase p of the consecutive cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;

k_p,j

is the jth weighting factor for the considered phase p of the consecutive cycle Type 1 test procedure;

j

is the index number of the considered phase p;

n_p

is the whole number of complete WLTC phases p driven;

and

where:

ΔE_REESS,p,1

is the electric energy change of all REESSs during the first driven phase p during the consecutive cycle Type 1 test procedure, Wh.

4.4.3. Charge-depleting cycle range for OVC-HEVs U.K.

The charge-depleting cycle range R_CDC shall be determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence. The R_CDC is the distance driven from the beginning of the charge-depleting Type 1 test to the end of the transition cycle according to paragraph 3.2.4.4 of this Sub-Annex.

4.4.4. Equivalent all-electric range for OVC-HEVs U.K.

4.4.4.1. Determination of cycle-specific equivalent all-electric range U.K.

The cycle-specific equivalent all-electric range shall be calculated using the following equation:

where:

EAER

is the cycle-specific equivalent all-electric range, km;

M_CO2,CS

is the charge-sustaining CO₂ mass emission according to Table A8/5, step no. 7, g/km;

M_CO2,CD,avg

is the arithmetic average charge-depleting CO₂ mass emission according to the equation below, g/km;

R_CDC

is the charge-depleting cycle range according to paragraph 4.4.2. of this Sub-Annex, km;

and

where:

M_CO2,CD,avg

is the arithmetic average charge-depleting CO₂ mass emission, g/km;

M_CO2,CD,j

is the CO₂ mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km;

_dj

is the distance driven in phase j of the charge-depleting Type 1 test, km;

j

is the index number of the considered phase;

k

is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this Sub-Annex.

4.4.4.2. Determination of the phase-specific equivalent all-electric range U.K.

The phase-specific equivalent all-electric range shall be calculated using the following equation:

where:

EAER_p

is the phase-specific equivalent all-electric range for the considered phase p, km;

M_CO2,CS,p

is the phase-specific CO₂ mass emission from the charge-sustaining Type 1 test for the considered phase p according to Table A8/5, step no. 7, g/km;

ΔE_REESS,j

are the electric energy changes of all REESSs during the considered phase j, Wh;

EC_DC,CD,p

is the electric energy consumption over the considered phase p based on the REESS depletion, Wh/km;

j

is the index number of the considered phase;

k

is the number of phases driven up to the end of the transition cycle n according to paragraph 3.2.4.4 of this Sub-Annex;

and

where:

M_CO2,CD,avg,p

is the arithmetic average charge-depleting CO₂ mass emission for the considered phase p, g/km;

M_CO2,CD,p,c

is the CO₂ mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase p in cycle c of the charge-depleting Type 1 test, g/km;

d_p,c

is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, km;

c

is the index number of the considered applicable WLTP test cycle;

p

is the index of the individual phase within the applicable WLTP test cycle;

n_c

is the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex;

and

where:

EC_DC,CD,P

is the electric energy consumption of the considered phase p based on the REESS depletion of the charge-depleting Type 1 test, Wh/km;

EC_DC,CD,P,C

is the electric energy consumption of the considered phase p of cycle c based on the REESS depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this Sub-Annex, Wh/km;

d_p,c

is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, km;

c

is the index number of the considered applicable WLTP test cycle;

p

is the index of the individual phase within the applicable WLTP test cycle;

n_c

is the number of applicable WLTP test cycles driven up to the end of the transition cycle n according to paragraph 3.2.4.4. of this Sub-Annex.

The considered phase values shall be the low-phase, mid-phase, high-phase, extra high-phase, and the city driving cycle.

4.4.5. Actual charge-depleting range for OVC-HEVs U.K.

The actual charge-depleting range shall be calculated using the following equation:

where:

R_CDA

is the actual charge-depleting range, km;

M_CO2,CS

is the charge-sustaining CO₂ mass emission according to Table A8/5, step no. 7, g/km;

M_CO2,n,cycle

is the CO₂ mass emission of the applicable WLTP test cycle n of the charge-depleting Type 1 test, g/km;

M_{CO2,CD,avg,n–1}

is the arithmetic average CO₂ mass emission of the charge-depleting Type 1 test from the beginning up to and including the applicable WLTP test cycle (n-1), g/km;

d_c

is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 test, km;

d_n

is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 test, km;

c

is the index number of the considered applicable WLTP test cycle;

n

is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4. of this Sub-Annex;

and

where:

M_{CO2,CD,avg,n–1}

is the arithmetic average CO₂ mass emission of the charge-depleting Type 1 test from the beginning up to and including the applicable WLTP test cycle (n-1), g/km;

M_CO2,CD,c

is the CO₂ mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of the applicable WLTP test cycle c of the charge-depleting Type 1 test, g/km;

d_c

is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 test, km;

c

is the index number of the considered applicable WLTP test cycle;

n

is the number of applicable WLTP test cycles driven including the transition cycle according to paragraph 3.2.4.4 of this Sub-Annex;

4.5. Interpolation of individual vehicle values U.K.

4.5.1. Interpolation range for NOVC-HEVs and OVC-HEVs U.K.

The interpolation method shall only be used if the difference in charge-sustaining CO₂ mass emission, M_CO2,CS, according to Table A8/5, step no. 8 between test vehicles L and H is between a minimum of 5 g/km and a maximum of 20 g/km or 20 per cent of the charge-sustaining CO₂ mass emission, M_CO2,CS, according to Table A8/5, step no. 8 for vehicle H, whichever value is smaller.

At the request of the manufacturer and with approval of the approval authority, the interpolation of individual vehicle values within a family may be extended if the maximum extrapolation is not more than 3 g/km above the charge-sustaining CO₂ mass emission of vehicle H and/or is not more than 3 g/km below the charge-sustaining CO₂ mass emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation range specified in this paragraph.

The maximum absolute boundary of 20 g/km charge-sustaining CO₂ mass emission difference between vehicle L and vehicle H or 20 per cent of the charge-sustaining CO₂ mass emission for vehicle H, whichever is smaller, may be extended by 10 g/km if a vehicle M is tested. Vehicle M is a vehicle within the interpolation family with a cycle energy demand within ± 10 per cent of the arithmetic average of vehicles L and H.

The linearity of charge-sustaining CO₂ mass emission for vehicle M shall be verified against the linear interpolated charge-sustaining CO₂ mass emission between vehicle L and H.

The linearity criterion for vehicle M shall be considered fulfilled if the difference between the charge-sustaining CO₂ mass emission of vehicle M derived from the measurement and the interpolated charge-sustaining CO₂ mass emission between vehicle L and H is below 1 g/km. If this difference is greater, the linearity criterion shall be considered to be fulfilled if this difference is 3 g/km or 3 per cent of the interpolated charge-sustaining CO₂ mass emission for vehicle M, whichever is smaller.

If the linearity criterion is fulfilled, the interpolation between vehicle L and H shall be applicable for all individual vehicles within the interpolation family.

If the linearity criterion is not fulfilled, the interpolation family shall be split into two sub-families for vehicles with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand between vehicles M and H.

For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H that is necessary for the interpolation of individual OVC-HEV and NOVC-HEV values, shall be substituted by the corresponding parameter of vehicle M.

For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that is necessary for the interpolation of individual cycle values shall be substituted by the corresponding parameter of vehicle M.

4.5.2. Calculation of energy demand per period U.K.

The energy demand E_k,p and distance driven d_c,p per period p applicable for individual vehicles in the interpolation family shall be calculated according to the procedure in paragraph 5. of Sub-Annex 7, for the sets k of road load coefficients and masses according to paragraph 3.2.3.2.3. of Sub-Annex 7.

4.5.3. Calculation of the interpolation coefficient for individual vehicles K_ind,p U.K.

The interpolation coefficient K_ind,p per period shall be calculated for each considered period p using the following equation:

where:

K_ind,p

is the interpolation coefficient for the considered individual vehicle for period p;

E_1,p

is the energy demand for the considered period for vehicle L according to paragraph 5. of Sub-Annex 7, Ws;

E_2,p

is the energy demand for the considered period for vehicle H according to paragraph 5. of Sub-Annex 7, Ws;

_3,p

is the energy demand for the considered period for the individual vehicle according to paragraph 5. of Sub-Annex 7, Ws;

p

is the index of the individual period within the applicable test cycle.

In the case that the considered period p is the applicable WLTP test cycle, K_ind,p is named K_ind.

4.5.4. Interpolation of the CO₂ mass emission for individual vehicles U.K.

4.5.4.1. Individual charge-sustaining CO₂ mass emission for OVC-HEVs and NOVC-HEVs U.K.

The charge-sustaining CO₂ mass emission for an individual vehicle shall be calculated using the following equation:

where:

M_{CO2–ind,CS,p}

is the charge-sustaining CO₂ mass emission for an individual vehicle of the considered period p according to Table A8/5, step no. 9, g/km;

M_CO2–L,CS,p

is the charge-sustaining CO₂ mass emission for vehicle L of the considered period p according to Table A8/5, step no. 8, g/km;

M_CO2–H,CS,p

is the charge-sustaining CO₂ mass emission for vehicle H of the considered period p according to Table A8/5, step no. 8, g/km;

K_ind,d

is the interpolation coefficient for the considered individual vehicle for period p;

p

is the index of the individual period within the applicable WLTP test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase and the applicable WLTP test cycle.

4.5.4.2. Individual utility factor-weighted charge-depleting CO₂ mass emission for OVC-HEVs U.K.

The utility factor-weighted charge-depleting CO₂ mass emission for an individual vehicle shall be calculated using the following equation:

where:

M_CO2–ind,CD

is the utility factor-weighted charge-depleting CO₂ mass emission for an individual vehicle, g/km;

M_CO2–L,CD

is the utility factor-weighted charge-depleting CO₂ mass emission for vehicle L, g/km;

M_CO2–H,CD

is the utility factor-weighted charge-depleting CO₂ mass emission for vehicle H, g/km;

K_ind

is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.

4.5.4.3. Individual utility factor-weighted CO₂ mass emission for OVC-HEVs U.K.

The utility factor-weighted CO₂ mass emission for an individual vehicle shall be calculated using the following equation:

where:

M_{CO2–ind,weighted}

is the utility factor-weighted CO₂ mass emission for an individual vehicle, g/km;

M_{CO2–L,weighted}

is the utility factor-weighted CO₂ mass emission for vehicle L, g/km;

M_{CO2–H,weighted}

is the utility factor-weighted CO₂ mass emission for vehicle H, g/km;

K_ind

is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.

4.5.5. Interpolation of the fuel consumption for individual vehicles U.K.

4.5.5.1. Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs U.K.

The charge-sustaining fuel consumption for an individual vehicle shall be calculated using the following equation:

where:

FC_ind,CS,p

is the charge-sustaining fuel consumption for an individual vehicle of the considered period p according to Table A8/6, step no. 3, l/100 km;

FC_L,CS,p

is the charge-sustaining fuel consumption for vehicle L of the considered period p according to Table A8/6, step no. 2, l/100 km;

FC_H,CS,p

is the charge-sustaining fuel consumption for vehicle H of the considered period p according to Table A8/6, step no. 2, l/100 km;

K_ind,p

is the interpolation coefficient for the considered individual vehicle for period p;

p

is the index of the individual period within the applicable WLTP test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, and the applicable WLTP test cycle.

4.5.5.2. Individual utility factor-weighted charge depleting fuel consumption for OVC-HEVs U.K.

The utility factor-weighted charge-depleting fuel consumption for an individual vehicle shall be calculated using the following equation:

where:

FC_ind,CD

is the utility factor-weighted charge-depleting fuel consumption for an individual vehicle, l/100 km;

FC_L,CD

is the utility factor-weighted charge-depleting fuel consumption for vehicle L, l/100 km;

FC_H,CD

is the utility factor-weighted charge-depleting fuel consumption for vehicle H, l/100 km;

K_ind

is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.

4.5.5.3. Individual utility factor-weighted fuel consumption for OVC-HEVs U.K.

The utility factor-weighted fuel consumption for an individual vehicle shall be calculated using the following equation:

where:

FC_ind,weighted

is the utility factor-weighted fuel consumption for an individual vehicle, l/100 km;

FC_L,weighted

is the utility factor-weighted fuel consumption for vehicle L, l/100 km;

FC_H,weighted

is the utility factor-weighted fuel consumption for vehicle H, l/100 km;

K_ind

is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.

4.5.6 Interpolation of electric energy consumption for individual vehicles U.K.

4.5.6.1. Individual utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs U.K.

The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from for an individual vehicle shall be calculated using the following equation:

where:

EC_AC–ind,CD

is the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for an individual vehicle, Wh/km;

EC_AC–L,CD

is the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for vehicle L, Wh/km;

EC_AC–H,CD

is the utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy from the mains for vehicle H, Wh/km;

K_ind

is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle

4.5.6.2. Individual utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for OVC-HEVs U.K.

The utility factor-weighted electric energy consumption based on the recharged electric energy from the mains for an individual vehicle shall be calculated using the following equation:

where:

EC_{AC–ind,weighted}

is the utility factor weighted electric energy consumption based on the recharged electric energy from the mains for an individual vehicle, Wh/km;

EC_{AC–L,weighted}

is the utility factor weighted electric energy consumption based on the recharged electric energy from the mains for vehicle L, Wh/km;

EC_{AC–H,weighted}

is the utility factor weighted electric energy consumption based on the recharged electric energy from the mains for vehicle H, Wh/km;

K_ind

is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.

4.5.6.3. Individual electric energy consumption for OVC-HEVs and PEVs U.K.

The electric energy consumption for an individual vehicle according to paragraph 4.3.3. of this Sub-Annex in the case of OVC-HEVs and according to paragraph 4.3.4. of this Sub-Annex in the case of PEVs shall be calculated using the following equation:

where:

EC_ind,p

is the electric energy consumption for an individual vehicle for the considered period p, Wh/km;

EC_L,p

is the electric energy consumption for vehicle L for the considered period p, Wh/km;

EC_H,p

is the electric energy consumption for vehicle H for the considered period p, Wh/km;

K_ind,p

is the interpolation coefficient for the considered individual vehicle for period p;

p

is the index of the individual period within the applicable test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, the applicable WLTP city test cycle and the applicable WLTP test cycle.

4.5.7 Interpolation of electric ranges for individual vehicles U.K.

4.5.7.1. Individual all-electric range for OVC-HEVs U.K.

If the following criterion

where:

AER_L

:

is the all-electric range of vehicle L for the applicable WLTP test cycle, km;

AER_H

:

is the all-electric range of vehicle H for the applicable WLTP test cycle, km;

R_CDA,L

:

is the actual charge-depleting range of vehicle L, km;

R_CDA,H

:

is the actual charge-depleting range of vehicle H, km;

is fulfilled, the all-electric range for an individual vehicle shall be calculated using the following equation:

where:

AER_ind,p

is the all-electric range for an individual vehicle for the considered period p, km;

AER_L,p

is the all-electric range for vehicle L for the considered period p, km;

AER_H,p

is the all-electric range for vehicle H for the considered period p, km

K_ind,p

is the interpolation coefficient for the considered individual vehicle for period p;

p

is the index of the individual period within the applicable test cycle.

The considered periods shall be the applicable WLTP city test cycle and the applicable WLTP test cycle.

If the criterion defined in this paragraph is not fulfilled, the AER determined for vehicle H is applicable to all vehicles within the interpolation family.

4.5.7.2. Individual pure electric range for PEVs U.K.

The pure electric range for an individual vehicle shall be calculated using the following equation:

where:

PER_ind,p

is the pure electric range for an individual vehicle for the considered period p, km;

PER_L,p

is the pure electric range for vehicle L for the considered period p, km;

PER_H,p

is the pure electric range for vehicle H for the considered period p, km;

K_ind,p

is the interpolation coefficient for the considered individual vehicle for period p;

p

is the index of the individual period within the applicable test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP city test cycle and the applicable WLTP test cycle.

4.5.7.3. Individual equivalent all-electric range for OVC-HEVs U.K.

The equivalent all-electric range for an individual vehicle shall be calculated using the following equation:

where:

EAER_ind,p

is the equivalent all-electric range for an individual vehicle for the considered period p, km;

EAER_L,p

is the equivalent all-electric range for vehicle L for the considered period p, km;

EAER_H,p

is the equivalent all-electric range for vehicle H for the considered period p, km;

K_ind,p

is the interpolation coefficient for the considered individual vehicle for period p;

p

is the index of the individual period within the applicable test cycle.

The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP city test cycle and the applicable WLTP test cycle.