Commission Regulation (EU) 2017/1151Show full title

[F1 Sub-Annex 6a

Ambient Temperature Correction Test for the determination of CO ₂ emissions under representative regional temperature conditions U.K.

1. Introduction U.K.

This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to determine the CO ₂ emissions under representative regional temperature conditions.

1.1. The CO ₂ emissions of ICE vehicles, NOVC-HEVs and the charge sustaining value of OVC-HEVs shall be corrected in accordance with the requirements of this Sub-Annex. No correction is required for the CO ₂ value of the charge depleting test. No correction is required for an Electric Range. U.K.

2. Ambient Temperature Correction Test (ATCT) Family U.K.

2.1. Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the same ATCT Family: U.K.

(a)

Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric);

(b)

Combustion process (i.e. two stroke or four stroke);

(c)

Number and arrangement of cylinders;

(d)

Method of engine combustion (i.e. indirect or direct injection);

(e)

Type of cooling system (i.e. air, water, or oil);

(f)

Method of aspiration (i.e. naturally aspirated, or charged);

(g)

Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.);

(h)

Catalytic converter (i.e. three-way catalyst, lean NO _x trap, SCR, lean NO _x catalyst or other(s));

(i)

Whether or not a particulate trap is installed; and

(j)

Exhaust gas recirculation (with or without, cooled or non-cooled).

In addition the vehicles shall be similar with respect to the following characteristics:

(k)

The vehicles shall have a variation in engine cylinder capacity of no more than 30 % of the vehicle with the lowest capacity; and

(l)

Engine compartment insulation shall be of a similar type regarding material, amount and location of the insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that for all vehicles in the family, the volume and weight of the insulation material which will be installed is greater than 90 % of that of the ATCT measured reference vehicle.

Difference in insulation material and location may also be accepted to be part of a single ATCT family under the condition that the test vehicle can be demonstrated as being the worst case with regards to engine compartment insulation.

2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered to be part of the same ATCT Family: U.K.

(i)

the heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 % above the enthalpy of the test vehicle; and

(ii)

the OEM can provide evidence to the technical service that the time for heat release at engine start within a family is within a range of 0 to 10 % below the time for the heat release of the test vehicle.

2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this Sub-Annex 6a shall be considered to be part of the same ATCT Family. U.K.

3. ATCT Procedure U.K.

The Type 1 test specified in Sub-Annex 6 shall be carried out with the exception of the requirements specified in paragraphs 3.1. to 3.9. of this Sub-Annex 6a. That requires also a new calculation and application of gearshift points in accordance with Sub-Annex 2 taking into account the different road load as specified in paragraph 3.4. of this Sub-Annex 6a.

3.1. Ambient conditions for ATCT U.K.

3.1.1. The temperature (T _reg ) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C. U.K.

3.1.2. The minimum soaking time (t _{soak_ATCT} ) for the ATCT shall be 9 hours. U.K.

3.2. Test cell and soak area U.K.

3.2.1. Test cell U.K.

3.2.1.1. The test cell shall have a temperature set point equal to T _reg . The actual temperature value shall be within ± 3 °C at the start of the test and within ± 5 °C during the test. U.K.

3.2.1.2. 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.

3,0 ≤ H ≤ 8,1

(g H 2 O/kg dry air)

3.2.1.3. The air temperature and humidity shall be measured at the cooling fan outlet at a rate of 0,1 Hz. U.K.

3.2.2. Soak area U.K.

3.2.2.1. The soak area shall have a temperature set point equal to T _reg and the actual temperature 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. U.K.

3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient temperature around the vehicle and shall be checked by the technical service. U.K.

The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded from direct air flow.

The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection flow representative for the dimension of the room (no forced convection).

3.3. Test vehicle U.K.

3.3.1. The vehicle to be tested shall be representative of the family for which the ATCT data are determined (as described in paragraph 2.1. of this Sub-Annex 6a). U.K.

3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph 2 of this Sub-Annex 6a), and the test vehicle shall be in the ‘ vehicle H ’ configuration of this family. U.K.

3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat release for the active heat storage device from the ATCT Family shall be selected. U.K.

3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of Sub-Annex 6 and paragraph 2.1 of this Sub-Annex 6a. U.K.

3.4. Settings U.K.

3.4.1. Road load and dynamometer settings shall be as specified in Sub-Annex 4, including the requirement for the room temperature to be at 23 °C. U.K.

To take account of the difference in air density at 14 °C when compared to the air density at 20 °C, the chassis dynamometer shall be set as specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception that f _{2_TReg} from the following equation shall be used as the target coefficient C _t .

f _{2_TReg} = f ₂ × (T _ref + 273)/(T _reg + 273)

where:

f ₂

is the second order road load coefficient, at reference conditions, N/(km/h) ² ;

T _ref

is the road load reference temperature as specified in paragraph 3.2.10. of this Annex, C;

T _reg

is the regional temperature, as defined in paragraph 3.1.1., C.

In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis dynamometer coefficient of C _d shall be adapted in accordance with the following equation:

C _{d_Treg} = C _d + (f _{2_TReg} – f ₂ )

3.4.2. The ATCT test and its road load setting shall be performed on a 2WD dynamometer in the case that the corresponding Type 1 test was done on a 2WD dynamometer; and it shall be performed on a 4WD dynamometer in the case that the corresponding Type 1 test was done on a 4WD dynamometer. U.K.

3.5. Preconditioning U.K.

At the request of the manufacturer preconditioning may be undertaken at T _reg .

The engine temperature shall be within ± 2 °C of the set point of 23 °C or T _reg , whichever temperature is chosen for the preconditioning.

3.5.1. Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. of Sub-Annex 6. U.K.

3.5.2. NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. of Sub-Annex 8. U.K.

3.5.3. OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2. of Appendix 4 to Sub-Annex 8. U.K.

3.6. Soak procedure U.K.

3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions described in paragraph 3.2.2. of this Sub-Annex 6a. U.K.

3.6.2. From the end of the preconditioning until the soaking at T _reg , the vehicle shall not be exposed to a different temperature than T _reg for longer than 10 minutes. U.K.

3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the beginning of the ATCT test is equal to t _{soak_ATCT} with a tolerance of an additional 15 minutes. At the request of the manufacturer, and upon approval of the approval authority, t _{soak_ATCT} can be extended by up to 120 minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this Sub-Annex 6a. U.K.

3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall be recorded. U.K.

3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not be exposed to a temperature different from T _reg for longer than 10 minutes. U.K.

3.7. ATCT Test U.K.

3.7.1. The test cycle shall be the applicable WLTC specified in Sub-Annex 1 for that class of vehicle. U.K.

3.7.2. The procedures for undertaking the emissions test as specified in Sub-Annex 6 for pure ICE vehicles and in Sub-Annex 8 for NOVC-HEVs and for the charge-sustaining Type 1 test of OVC-HEVs shall be followed, with the exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this Sub-Annex 6a. U.K.

3.7.3. In particular, the tailpipe emissions defined by Table A7/1 Step no.1 for pure ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not exceed the Euro 6 emission limits applicable to the vehicle tested defined in Table 2 of Annex I to Regulation (EC) No 715/2007. U.K.

3.8. Calculation and Documentation U.K.

3.8.1. The family correction factor, FCF , shall be calculated as follows: U.K.

FCF = M _CO2,Treg /M _CO2,23°

where

M _CO2,23°

is the CO ₂ mass emission of the average of all applicable Type 1 tests at 23 °C of vehicle H, after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs, but without any further corrections, g/km;

M _CO2,Treg

is the CO ₂ mass emission over the complete WLTC cycle of the test at regional temperature after Step 3 of Table A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC-HEVs and NOVC-HEVs but without any further corrections, g/km. For OVC-HEVs and NOVC-HEVs, the K _CO2 factor as defined in Sub-Annex 8 Appendix 2 shall be used.

Both M _CO2,23° and M _CO2,Treg shall be measured on the same test vehicle.

The FCF shall be included in all relevant test reports.

The FCF shall be rounded to 4 points of decimal.

3.8.2. The CO ₂ values for each pure ICE vehicle within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: U.K.

M _CO2,c,5 = M _CO2,c,4 × FCF

M _CO2,p,5 = M _CO2,p,4 × FCF

where

• M _CO2,c,4 and M _CO2,p,4 are the CO ₂ mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km;

• M _CO2,c,5 and M _CO2,p,5 are the CO ₂ mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km;

3.8.3. The CO ₂ values for each OVC-HEV and NOVC-HEV within the ATCT Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using the following equations: U.K.

M _CO2,CS,c,5 = M _CO2,CS,c,4 × FCF

M _CO2,CS,p,5 = M _CO2,CS,p,4 × FCF

where

• M _CO2,CS,c,4 and M _CO2,CS,p,4 are the CO ₂ mass emissions over the complete WLTC, c, and the cycle phases, p, resulting from the previous calculation step, g/km;

• M _CO2,CS,c,5 and M _CO2,CS,p,5 are the CO ₂ mass emissions over the complete WLTC, c, and the cycle phases, p, including the ATCT correction, and shall be used for any further corrections or any further calculations, g/km.

3.8.4. If a FCF is less than one, it is deemed to be equal to one, in the case of the worstcase approach, in accordance with paragraph 4.1 of this Sub-Annex. U.K.

3.9. Provision for cool down U.K.

3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation families within the ATCT Family, the end temperature of the engine coolant shall be measured after soaking at 23 °C for the duration of t _{soak_ATCT} , with a tolerance of an additional 15 minutes, having beforehand driven the respective Type 1 test at 23 °C. The duration is measured from the end of that respective Type 1 test. U.K.

3.9.1.1. In the case that t _{soak_ATCT} was extended in the respective ATCT test, the same soaking time shall be used, with a tolerance of an additional 15 minutes. U.K.

3.9.2. The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a maximum delay of 20 minutes. The measured soaking time is the time between the measurement of the end temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets. U.K.

3.9.3. The average temperature of the soak area of the last 3 hours shall be subtracted from the measured temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This is referred to as Δ _{T_ATCT} , rounded to the nearest whole number. U.K.

3.9.4. If Δ _{T_ATCT} is higher or equal than – 2 °C from the test vehicle Δ _{T_ATCT} , this Interpolation Family shall be considered to be a member of the same ATCT Family. U.K.

3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system. That location shall be as close as possible to the engine so that the coolant temperature is as representative as possible to the engine temperature. U.K.

3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this Sub-Annex 6a. U.K.

4. Alternatives in the measurement process U.K.

4.1. Worst case approach vehicle cool down U.K.

On request by the manufacturer and with approval by the approval authority, the Type 1 Test procedure for cool down may be applied instead of provisions of paragraph 3.6 of this Sub-Annex 6a. For that purpose:

(a)

The provisions of paragraph 2.7.2. of Sub-Annex 6 shall apply with the additional requirement of a minimum soak time of 9 hours.

(b)

The engine temperature shall be within ± 2 °C of the set point T _reg before the start of the ATCT test. That temperature shall be included in all relevant test sheets. In this case, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a and the criteria on engine compartment insulation can be skipped for all vehicles in the family.

This alternative is not allowed if the vehicle is equipped with an active heat storage device.

The application of that approach shall be included in all relevant test reports.

4.2. ATCT family composed of a single Interpolation family U.K.

In the case, that the ATCT family consists of only one interpolation family, the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a can be skipped. This shall be included in all relevant test reports.

4.3. Alternative engine temperature measurement U.K.

In the case that measuring the coolant temperature is not feasible, on request of the manufacturer and with approval of the approval authority, instead of using the coolant temperature for the provision for cool down described in paragraph 3.9. of this Sub-Annex 6a, the engine oil temperature may be used. In that case, for all vehicles within the family the engine oil temperature shall be used.

The application of that procedure shall be included in all relevant test reports.]

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).