TEST PROCEDURE

WLTC+
(World - harmonised Light-duty vehicle Test
Cycle custom tailored for Green NCAP)

Version 3.0.0 February 2022

Copyright ©Green NCAP 2022 - This work is the intellectual property of Green NCAP. Permission is
granted for this material to be shared for non-commercial, educational purposes, provided that this copyright
statement appears on the reproduced materials and notice is given that the copying is by permission of
Green NCAP. To disseminate otherwise or to republish requires written permission from Green NCAP.

Version 3.0.0 February 2022

 ANNEX XXI
TYPE 1 EMISSIONS TEST PROCEDURES
1. Introduction

This Annex describes the procedure for determining the levels of emissions of gaseous compounds,
particulate matter, particle number, CO2 emissions, fuel consumption, electric energy consumption and
electric range from light-duty vehicles.

2. [Reserved]

3. Definitions

See separate file GNT_Definitions_Accronyms_Symbols.xlsx.

4. Abbreviations

See separate file GNT_Definitions_Accronyms_Symbols.xlsx.

5. General requirements

5.0. [Reserved]

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

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

5.3. Vehicle testing condition

5.3.1. The types and amounts of lubricants and coolant for emissions testing shall be on maximum level
and of manufacturer approved quality. This includes all fluids in the car (engine oil, gearbox oil, suspension
fluids, brake fluid, windscreen wiper fluids (front and rear), refrigerant, coolant, AdBlue and the fuel tank).

5.3.2. The type of fuel for emissions testing shall be as specified in Annex IX.

5.3.3. All emissions controlling systems shall be in working order.

5.3.4. The use of any defeat device is prohibited, according to the provisions of Article 5(2) of Regulation
No 715/2007.

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

5.3.6. The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Sub-Annex 6 to this
Annex.

1
5.4. Petrol tank inlet orifices

5.4.1. Subject to paragraph 5.4.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to
prevent the tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23.6 mm
or greater.

5.4.2. Paragraph 5.4.1. shall not apply to a vehicle in respect of which both of the following conditions are
satisfied:

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

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

5.5. Provisions for electronic system security

The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex I.

5.6. Interpolation family

5.6.1. [Reserved]

5.6.2. [Reserved]

5.6.3. [Reserved]

5.7 [Reserved]

5.8. [Reserved]
5.9. [Reserved]
6. Performance requirements

6.1. Limit values

Limit values for emissions shall be those specified in Table 2 of Annex I of Regulation (EC) No
715/2007.

6.2. Testing

Testing shall be performed according to:

(a) The WLTC Class 3b as described in Sub-Annex 1;

(b) The gear selection and shift point determination as described in Sub-Annex 2;

(c) The appropriate reference fuel as described in Annex IX of Regulation 2017/1151;

(d) The road load and dynamometer settings as described in Sub-Annex 4;

(e) The test equipment as described in Sub-Annex 5;

2
(f) The test procedures as described in Sub-Annexes 6 and 8;

(g) The methods of calculation as described in Sub-Annexes 7 and 8.

3
Sub-Annex 1

Worldwide light-duty test cycles (WLTC)

1. General requirements
The cycle to be driven is the WLTC 3b cycle.
2. Vehicle classifications
2.1. [Reserved]
2.2. [Reserved]
2.3. All vehicles tested by Green NCAP will be seen as Class 3 vehicles.
2.3.1. [Reserved]
2.3.1.1. [Reserved]
2.3.1.2. Class 3b vehicles with vmax ≥ 120 km/h.
2.3.2. All vehicles tested in accordance with Sub-Annex 8 shall be considered to be Class 3 vehicles.
3. Test cycles
3.1. [Reserved]
3.1.1. [Reserved]
3.1.2. [Reserved]
3.1.3. [Reserved]
3.2. [Reserved]
3.2.1. [Reserved]
3.2.2. [Reserved]
3.2.3. [Reserved]
3.2.4. [Reserved]
3.2.5. [Reserved]
3.3. Class 3 cycle
3.3.1. [Reserved]
3.3.1.1. [Reserved]
3.3.1.2. [Reserved]
3.3.1.3. [Reserved]
3.3.1.4. [Reserved]
3.3.1.5. [Reserved]

4
 3.3.2. Class 3b cycle
3.3.2.1. A complete cycle shall consist of a low phase (Low3) phase, a medium phase (Medium3b), a
high phase (High3b) and an extra high phase (Extra High3).
3.3.2.2. The Low3 phase is described in Figure A1/7 and Table A1/7.
3.3.2.3. The Medium3b phase is described in Figure A1/9 and Table A1/9.
3.3.2.4. The High3b phase is described in Figure A1/11 and Table A1/11.
3.3.2.5. The Extra High3 phase is described in Figure A1/12 and Table A1/12.
3.4. Duration of all phases
3.4.1. All low speed phases last 589 seconds.
3.4.2. All medium speed phases last 433 seconds.
3.4.3. All high speed phases last 455 seconds.
3.4.4. All extra high speed phases last 323 seconds.
3.5. WLTC city cycles
OVC-HEVs and PEVs shall be tested using the appropriate Class 3b WLTC and WLTC city cycles
(see Sub-Annex 8).
The WLTC city cycle consists of the low and medium speed phases only.

4. [Reserved]

5. [Reserved]

5
6. WLTC Class 3 cycle
Figure A1/7

WLTC, Class 3 cycle, phase Low3

6
Figure A1/8

[Reserved]

Figure A1/9

WLTC, Class 3b cycle, phase Medium3b

7
Figure A1/10

[Reserved]

Figure A1/11

WLTC, Class 3b cycle, phase High3b

8
Figure A1/12

WLTC, Class 3 cycle, phase Extra High3

9
Table A1/7

WLTC, Class 3 cycle, phase Low3

Speed Speed Speed Speed

Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

0 0.0 47 19.5 94 12.0 141 11.7

1 0.0 48 18.4 95 9.1 142 16.4
2 0.0 49 17.8 96 5.8 143 18.9
3 0.0 50 17.8 97 3.6 144 19.9
4 0.0 51 17.4 98 2.2 145 20.8
5 0.0 52 15.7 99 0.0 146 22.8
6 0.0 53 13.1 100 0.0 147 25.4
7 0.0 54 12.1 101 0.0 148 27.7
8 0.0 55 12.0 102 0.0 149 29.2
9 0.0 56 12.0 103 0.0 150 29.8
10 0.0 57 12.0 104 0.0 151 29.4
11 0.0 58 12.3 105 0.0 152 27.2
12 0.2 59 12.6 106 0.0 153 22.6
13 1.7 60 14.7 107 0.0 154 17.3
14 5.4 61 15.3 108 0.0 155 13.3
15 9.9 62 15.9 109 0.0 156 12.0
16 13.1 63 16.2 110 0.0 157 12.6
17 16.9 64 17.1 111 0.0 158 14.1
18 21.7 65 17.8 112 0.0 159 17.2
19 26.0 66 18.1 113 0.0 160 20.1
20 27.5 67 18.4 114 0.0 161 23.4
21 28.1 68 20.3 115 0.0 162 25.5
22 28.3 69 23.2 116 0.0 163 27.6
23 28.8 70 26.5 117 0.0 164 29.5
24 29.1 71 29.8 118 0.0 165 31.1
25 30.8 72 32.6 119 0.0 166 32.1
26 31.9 73 34.4 120 0.0 167 33.2
27 34.1 74 35.5 121 0.0 168 35.2
28 36.6 75 36.4 122 0.0 169 37.2
29 39.1 76 37.4 123 0.0 170 38.0
30 41.3 77 38.5 124 0.0 171 37.4
31 42.5 78 39.3 125 0.0 172 35.1
32 43.3 79 39.5 126 0.0 173 31.0
33 43.9 80 39.0 127 0.0 174 27.1
34 44.4 81 38.5 128 0.0 175 25.3
35 44.5 82 37.3 129 0.0 176 25.1
36 44.2 83 37.0 130 0.0 177 25.9

10
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

37 42.7 84 36.7 131 0.0 178 27.8

38 39.9 85 35.9 132 0.0 179 29.2
39 37.0 86 35.3 133 0.0 180 29.6
40 34.6 87 34.6 134 0.0 181 29.5
41 32.3 88 34.2 135 0.0 182 29.2
42 29.0 89 31.9 136 0.0 183 28.3
43 25.1 90 27.3 137 0.0 184 26.1
44 22.2 91 22.0 138 0.2 185 23.6
45 20.9 92 17.0 139 1.9 186 21.0
46 20.4 93 14.2 140 6.1 187 18.9
188 17.1 237 49.2 286 37.4 335 15.0
189 15.7 238 48.4 287 40.7 336 14.5
190 14.5 239 46.9 288 44.0 337 14.3
191 13.7 240 44.3 289 47.3 338 14.5
192 12.9 241 41.5 290 49.2 339 15.4
193 12.5 242 39.5 291 49.8 340 17.8
194 12.2 243 37.0 292 49.2 341 21.1
195 12.0 244 34.6 293 48.1 342 24.1
196 12.0 245 32.3 294 47.3 343 25.0
197 12.0 246 29.0 295 46.8 344 25.3
198 12.0 247 25.1 296 46.7 345 25.5
199 12.5 248 22.2 297 46.8 346 26.4
200 13.0 249 20.9 298 47.1 347 26.6
201 14.0 250 20.4 299 47.3 348 27.1
202 15.0 251 19.5 300 47.3 349 27.7
203 16.5 252 18.4 301 47.1 350 28.1
204 19.0 253 17.8 302 46.6 351 28.2
205 21.2 254 17.8 303 45.8 352 28.1
206 23.8 255 17.4 304 44.8 353 28.0
207 26.9 256 15.7 305 43.3 354 27.9
208 29.6 257 14.5 306 41.8 355 27.9
209 32.0 258 15.4 307 40.8 356 28.1
210 35.2 259 17.9 308 40.3 357 28.2
211 37.5 260 20.6 309 40.1 358 28.0
212 39.2 261 23.2 310 39.7 359 26.9
213 40.5 262 25.7 311 39.2 360 25.0
214 41.6 263 28.7 312 38.5 361 23.2
215 43.1 264 32.5 313 37.4 362 21.9
216 45.0 265 36.1 314 36.0 363 21.1
217 47.1 266 39.0 315 34.4 364 20.7
218 49.0 267 40.8 316 33.0 365 20.7

11
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

219 50.6 268 42.9 317 31.7 366 20.8

220 51.8 269 44.4 318 30.0 367 21.2
221 52.7 270 45.9 319 28.0 368 22.1
222 53.1 271 46.0 320 26.1 369 23.5
223 53.5 272 45.6 321 25.6 370 24.3
224 53.8 273 45.3 322 24.9 371 24.5
225 54.2 274 43.7 323 24.9 372 23.8
226 54.8 275 40.8 324 24.3 373 21.3
227 55.3 276 38.0 325 23.9 374 17.7
228 55.8 277 34.4 326 23.9 375 14.4
229 56.2 278 30.9 327 23.6 376 11.9
230 56.5 279 25.5 328 23.3 377 10.2
231 56.5 280 21.4 329 20.5 378 8.9
232 56.2 281 20.2 330 17.5 379 8.0
233 54.9 282 22.9 331 16.9 380 7.2
234 52.9 283 26.6 332 16.7 381 6.1
235 51.0 284 30.2 333 15.9 382 4.9
236 49.8 285 34.1 334 15.6 383 3.7
384 2.3 433 31.3 482 0.0 531 0.0
385 0.9 434 31.1 483 0.0 532 0.0
386 0.0 435 30.6 484 0.0 533 0.2
387 0.0 436 29.2 485 0.0 534 1.2
388 0.0 437 26.7 486 0.0 535 3.2
389 0.0 438 23.0 487 0.0 536 5.2
390 0.0 439 18.2 488 0.0 537 8.2
391 0.0 440 12.9 489 0.0 538 13
392 0.5 441 7.7 490 0.0 539 18.8
393 2.1 442 3.8 491 0.0 540 23.1
394 4.8 443 1.3 492 0.0 541 24.5
395 8.3 444 0.2 493 0.0 542 24.5
396 12.3 445 0.0 494 0.0 543 24.3
397 16.6 446 0.0 495 0.0 544 23.6
398 20.9 447 0.0 496 0.0 545 22.3
399 24.2 448 0.0 497 0.0 546 20.1
400 25.6 449 0.0 498 0.0 547 18.5
401 25.6 450 0.0 499 0.0 548 17.2
402 24.9 451 0.0 500 0.0 549 16.3
403 23.3 452 0.0 501 0.0 550 15.4
404 21.6 453 0.0 502 0.0 551 14.7
405 20.2 454 0.0 503 0.0 552 14.3
406 18.7 455 0.0 504 0.0 553 13.7

12
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

407 17.0 456 0.0 505 0.0 554 13.3

408 15.3 457 0.0 506 0.0 555 13.1
409 14.2 458 0.0 507 0.0 556 13.1
410 13.9 459 0.0 508 0.0 557 13.3
411 14.0 460 0.0 509 0.0 558 13.8
412 14.2 461 0.0 510 0.0 559 14.5
413 14.5 462 0.0 511 0.0 560 16.5
414 14.9 463 0.0 512 0.5 561 17.0
415 15.9 464 0.0 513 2.5 562 17.0
416 17.4 465 0.0 514 6.6 563 17.0
417 18.7 466 0.0 515 11.8 564 15.4
418 19.1 467 0.0 516 16.8 565 10.1
419 18.8 468 0.0 517 20.5 566 4.8
420 17.6 469 0.0 518 21.9 567 0.0
421 16.6 470 0.0 519 21.9 568 0.0
422 16.2 471 0.0 520 21.3 569 0.0
423 16.4 472 0.0 521 20.3 570 0.0
424 17.2 473 0.0 522 19.2 571 0.0
425 19.1 474 0.0 523 17.8 572 0.0
426 22.6 475 0.0 524 15.5 573 0.0
427 27.4 476 0.0 525 11.9 574 0.0
428 31.6 477 0.0 526 7.6 575 0.0
429 33.4 478 0.0 527 4.0 576 0.0
430 33.5 479 0.0 528 2.0 577 0.0
431 32.8 480 0.0 529 1.0 578 0.0
432 31.9 481 0.0 530 0.0 579 0.0
580 0.0
581 0.0
582 0.0
583 0.0
584 0.0
585 0.0
586 0.0
587 0.0
588 0.0
589 0.0

13
Table A1/8

[Reserved]

Table A1/9

WLTC, Class 3b cycle, phase Medium3b

Speed Speed Speed Speed

Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

590 0.0 637 53.0 684 18.9 731 41.9

591 0.0 638 53.0 685 18.9 732 42.0
592 0.0 639 52.9 686 21.3 733 42.2
593 0.0 640 52.7 687 23.9 734 42.4
594 0.0 641 52.6 688 25.9 735 42.7
595 0.0 642 53.1 689 28.4 736 43.1
596 0.0 643 54.3 690 30.3 737 43.7
597 0.0 644 55.2 691 30.9 738 44.0
598 0.0 645 55.5 692 31.1 739 44.1
599 0.0 646 55.9 693 31.8 740 45.3
600 0.0 647 56.3 694 32.7 741 46.4
601 1.0 648 56.7 695 33.2 742 47.2
602 2.1 649 56.9 696 32.4 743 47.3
603 4.8 650 56.8 697 28.3 744 47.4
604 9.1 651 56.0 698 25.8 745 47.4
605 14.2 652 54.2 699 23.1 746 47.5
606 19.8 653 52.1 700 21.8 747 47.9
607 25.5 654 50.1 701 21.2 748 48.6
608 30.5 655 47.2 702 21.0 749 49.4
609 34.8 656 43.2 703 21.0 750 49.8
610 38.8 657 39.2 704 20.9 751 49.8
611 42.9 658 36.5 705 19.9 752 49.7
612 46.4 659 34.3 706 17.9 753 49.3
613 48.3 660 31.0 707 15.1 754 48.5
614 48.7 661 26.0 708 12.8 755 47.6
615 48.5 662 20.7 709 12.0 756 46.3
616 48.4 663 15.4 710 13.2 757 43.7
617 48.2 664 13.1 711 17.1 758 39.3
618 47.8 665 12.0 712 21.1 759 34.1
619 47.0 666 12.5 713 21.8 760 29.0
620 45.9 667 14.0 714 21.2 761 23.7
621 44.9 668 19.0 715 18.5 762 18.4

14
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

622 44.4 669 23.2 716 13.9 763 14.3

623 44.3 670 28.0 717 12.0 764 12.0
624 44.5 671 32.0 718 12.0 765 12.8
625 45.1 672 34.0 719 13.0 766 16.0
626 45.7 673 36.0 720 16.0 767 19.1
627 46.0 674 38.0 721 18.5 768 22.4
628 46.0 675 40.0 722 20.6 769 25.6
629 46.0 676 40.3 723 22.5 770 30.1
630 46.1 677 40.5 724 24.0 771 35.3
631 46.7 678 39.0 725 26.6 772 39.9
632 47.7 679 35.7 726 29.9 773 44.5
633 48.9 680 31.8 727 34.8 774 47.5
634 50.3 681 27.1 728 37.8 775 50.9
635 51.6 682 22.8 729 40.2 776 54.1
636 52.6 683 21.1 730 41.6 777 56.3
778 58.1 827 37.1 876 72.7 925 64.1
779 59.8 828 38.9 877 71.3 926 62.7
780 61.1 829 41.4 878 70.4 927 62.0
781 62.1 830 44.0 879 70.0 928 61.3
782 62.8 831 46.3 880 70.0 929 60.9
783 63.3 832 47.7 881 69.0 930 60.5
784 63.6 833 48.2 882 68.0 931 60.2
785 64.0 834 48.7 883 68.0 932 59.8
786 64.7 835 49.3 884 68.0 933 59.4
787 65.2 836 49.8 885 68.1 934 58.6
788 65.3 837 50.2 886 68.4 935 57.5
789 65.3 838 50.9 887 68.6 936 56.6
790 65.4 839 51.8 888 68.7 937 56.0
791 65.7 840 52.5 889 68.5 938 55.5
792 66.0 841 53.3 890 68.1 939 55.0
793 65.6 842 54.5 891 67.3 940 54.4
794 63.5 843 55.7 892 66.2 941 54.1
795 59.7 844 56.5 893 64.8 942 54.0
796 54.6 845 56.8 894 63.6 943 53.9
797 49.3 846 57.0 895 62.6 944 53.9
798 44.9 847 57.2 896 62.1 945 54.0
799 42.3 848 57.7 897 61.9 946 54.2
800 41.4 849 58.7 898 61.9 947 55.0
801 41.3 850 60.1 899 61.8 948 55.8
802 42.1 851 61.1 900 61.5 949 56.2
803 44.7 852 61.7 901 60.9 950 56.1

15
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

804 48.4 853 62.3 902 59.7 951 55.1

805 51.4 854 62.9 903 54.6 952 52.7
806 52.7 855 63.3 904 49.3 953 48.4
807 53.0 856 63.4 905 44.9 954 43.1
808 52.5 857 63.5 906 42.3 955 37.8
809 51.3 858 64.5 907 41.4 956 32.5
810 49.7 859 65.8 908 41.3 957 27.2
811 47.4 860 66.8 909 42.1 958 25.1
812 43.7 861 67.4 910 44.7 959 26.0
813 39.7 862 68.8 911 48.4 960 29.3
814 35.5 863 71.1 912 51.4 961 34.6
815 31.1 864 72.3 913 52.7 962 40.4
816 26.3 865 72.8 914 54.0 963 45.3
817 21.9 866 73.4 915 57.0 964 49.0
818 18.0 867 74.6 916 58.1 965 51.1
819 17.0 868 76.0 917 59.2 966 52.1
820 18.0 869 76.6 918 59.0 967 52.2
821 21.4 870 76.5 919 59.1 968 52.1
822 24.8 871 76.2 920 59.5 969 51.7
823 27.9 872 75.8 921 60.5 970 50.9
824 30.8 873 75.4 922 62.3 971 49.2
825 33.0 874 74.8 923 63.9 972 45.9
826 35.1 875 73.9 924 65.1 973 40.6
974 35.3
975 30.0
976 24.7
977 19.3
978 16.0
979 13.2
980 10.7
981 8.8
982 7.2
983 5.5
984 3.2
985 1.1
986 0.0
987 0.0
988 0.0
989 0.0
990 0.0
991 0.0

16
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

992 0.0
993 0.0
994 0.0
995 0.0
996 0.0
997 0.0
998 0.0
999 0.0
1000 0.0
1001 0.0
1002 0.0
1003 0.0
1004 0.0
1005 0.0
1006 0.0
1007 0.0
1008 0.0
1009 0.0
1010 0.0
1011 0.0
1012 0.0
1013 0.0
1014 0.0
1015 0.0
1016 0.0
1017 0.0
1018 0.0
1019 0.0
1020 0.0
1021 0.0
1022 0.0

17
Table A1/10

[Reserved]

Table A1/11

WLTC, Class 3b cycle, phase High3b

Speed Speed Speed Speed

Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1023 0.0 1070 26.4 1117 69.7 1164 52.6

1024 0.0 1071 28.8 1118 69.3 1165 54.5
1025 0.0 1072 31.8 1119 68.1 1166 56.6
1026 0.0 1073 35.3 1120 66.9 1167 58.3
1027 0.8 1074 39.5 1121 66.2 1168 60.0
1028 3.6 1075 44.5 1122 65.7 1169 61.5
1029 8.6 1076 49.3 1123 64.9 1170 63.1
1030 14.6 1077 53.3 1124 63.2 1171 64.3
1031 20.0 1078 56.4 1125 60.3 1172 65.7
1032 24.4 1079 58.9 1126 55.8 1173 67.1
1033 28.2 1080 61.2 1127 50.5 1174 68.3
1034 31.7 1081 62.6 1128 45.2 1175 69.7
1035 35.0 1082 63.0 1129 40.1 1176 70.6
1036 37.6 1083 62.5 1130 36.2 1177 71.6
1037 39.7 1084 60.9 1131 32.9 1178 72.6
1038 41.5 1085 59.3 1132 29.8 1179 73.5
1039 43.6 1086 58.6 1133 26.6 1180 74.2
1040 46.0 1087 58.6 1134 23.0 1181 74.9
1041 48.4 1088 58.7 1135 19.4 1182 75.6
1042 50.5 1089 58.8 1136 16.3 1183 76.3
1043 51.9 1090 58.8 1137 14.6 1184 77.1
1044 52.6 1091 58.8 1138 14.2 1185 77.9
1045 52.8 1092 59.1 1139 14.3 1186 78.5
1046 52.9 1093 60.1 1140 14.6 1187 79.0
1047 53.1 1094 61.7 1141 15.1 1188 79.7
1048 53.3 1095 63.0 1142 16.4 1189 80.3
1049 53.1 1096 63.7 1143 19.1 1190 81.0
1050 52.3 1097 63.9 1144 22.5 1191 81.6
1051 50.7 1098 63.5 1145 24.4 1192 82.4
1052 48.8 1099 62.3 1146 24.8 1193 82.9
1053 46.5 1100 60.3 1147 22.7 1194 83.4
1054 43.8 1101 58.9 1148 17.4 1195 83.8

18
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1055 40.3 1102 58.4 1149 13.8 1196 84.2

1056 36.0 1103 58.8 1150 12.0 1197 84.7
1057 30.7 1104 60.2 1151 12.0 1198 85.2
1058 25.4 1105 62.3 1152 12.0 1199 85.6
1059 21.0 1106 63.9 1153 13.9 1200 86.3
1060 16.7 1107 64.5 1154 17.7 1201 86.8
1061 13.4 1108 64.4 1155 22.8 1202 87.4
1062 12.0 1109 63.5 1156 27.3 1203 88.0
1063 12.1 1110 62.0 1157 31.2 1204 88.3
1064 12.8 1111 61.2 1158 35.2 1205 88.7
1065 15.6 1112 61.3 1159 39.4 1206 89.0
1066 19.9 1113 62.6 1160 42.5 1207 89.3
1067 23.4 1114 65.3 1161 45.4 1208 89.8
1068 24.6 1115 68.0 1162 48.2 1209 90.2
1069 25.2 1116 69.4 1163 50.3 1210 90.6
1211 91.0 1260 95.7 1309 75.9 1358 68.2
1212 91.3 1261 95.5 1310 75.9 1359 66.1
1213 91.6 1262 95.3 1311 75.8 1360 63.8
1214 91.9 1263 95.2 1312 75.7 1361 61.6
1215 92.2 1264 95.0 1313 75.5 1362 60.2
1216 92.8 1265 94.9 1314 75.2 1363 59.8
1217 93.1 1266 94.7 1315 75.0 1364 60.4
1218 93.3 1267 94.5 1316 74.7 1365 61.8
1219 93.5 1268 94.4 1317 74.1 1366 62.6
1220 93.7 1269 94.4 1318 73.7 1367 62.7
1221 93.9 1270 94.3 1319 73.3 1368 61.9
1222 94.0 1271 94.3 1320 73.5 1369 60.0
1223 94.1 1272 94.1 1321 74.0 1370 58.4
1224 94.3 1273 93.9 1322 74.9 1371 57.8
1225 94.4 1274 93.4 1323 76.1 1372 57.8
1226 94.6 1275 92.8 1324 77.7 1373 57.8
1227 94.7 1276 92.0 1325 79.2 1374 57.3
1228 94.8 1277 91.3 1326 80.3 1375 56.2
1229 95.0 1278 90.6 1327 80.8 1376 54.3
1230 95.1 1279 90.0 1328 81.0 1377 50.8
1231 95.3 1280 89.3 1329 81.0 1378 45.5
1232 95.4 1281 88.7 1330 81.0 1379 40.2
1233 95.6 1282 88.1 1331 81.0 1380 34.9
1234 95.7 1283 87.4 1332 81.0 1381 29.6
1235 95.8 1284 86.7 1333 80.9 1382 27.3
1236 96.0 1285 86.0 1334 80.6 1383 29.3

19
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1237 96.1 1286 85.3 1335 80.3 1384 32.9

1238 96.3 1287 84.7 1336 80.0 1385 35.6
1239 96.4 1288 84.1 1337 79.9 1386 36.7
1240 96.6 1289 83.5 1338 79.8 1387 37.6
1241 96.8 1290 82.9 1339 79.8 1388 39.4
1242 97.0 1291 82.3 1340 79.8 1389 42.5
1243 97.2 1292 81.7 1341 79.9 1390 46.5
1244 97.3 1293 81.1 1342 80.0 1391 50.2
1245 97.4 1294 80.5 1343 80.4 1392 52.8
1246 97.4 1295 79.9 1344 80.8 1393 54.3
1247 97.4 1296 79.4 1345 81.2 1394 54.9
1248 97.4 1297 79.1 1346 81.5 1395 54.9
1249 97.3 1298 78.8 1347 81.6 1396 54.7
1250 97.3 1299 78.5 1348 81.6 1397 54.1
1251 97.3 1300 78.2 1349 81.4 1398 53.2
1252 97.3 1301 77.9 1350 80.7 1399 52.1
1253 97.2 1302 77.6 1351 79.6 1400 50.7
1254 97.1 1303 77.3 1352 78.2 1401 49.1
1255 97.0 1304 77.0 1353 76.8 1402 47.4
1256 96.9 1305 76.7 1354 75.3 1403 45.2
1257 96.7 1306 76.0 1355 73.8 1404 41.8
1258 96.4 1307 76.0 1356 72.1 1405 36.5
1259 96.1 1308 76.0 1357 70.2 1406 31.2
1407 27.6 1456 0.0
1408 26.9 1457 0.0
1409 27.3 1458 0.0
1410 27.5 1459 0.0
1411 27.4 1460 0.0
1412 27.1 1461 0.0
1413 26.7 1462 0.0
1414 26.8 1463 0.0
1415 28.2 1464 0.0
1416 31.1 1465 0.0
1417 34.8 1466 0.0
1418 38.4 1467 0.0
1419 40.9 1468 0.0
1420 41.7 1469 0.0
1421 40.9 1470 0.0
1422 38.3 1471 0.0
1423 35.3 1472 0.0
1424 34.3 1473 0.0

20
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1425 34.6 1474 0.0

1426 36.3 1475 0.0
1427 39.5 1476 0.0
1428 41.8 1477 0.0
1429 42.5
1430 41.9
1431 40.1
1432 36.6
1433 31.3
1434 26.0
1435 20.6
1436 19.1
1437 19.7
1438 21.1
1439 22.0
1440 22.1
1441 21.4
1442 19.6
1443 18.3
1444 18.0
1445 18.3
1446 18.5
1447 17.9
1448 15.0
1449 9.9
1450 4.6
1451 1.2
1452 0.0
1453 0.0
1454 0.0
1455 0.0

21
Table A1/12

WLTC, Class 3 cycle, phase Extra High3

Speed Speed Speed Speed

Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1478 0.0 1525 72.5 1572 120.7 1619 113.0

1479 2.2 1526 70.8 1573 121.8 1620 114.1
1480 4.4 1527 68.6 1574 122.6 1621 115.1
1481 6.3 1528 66.2 1575 123.2 1622 115.9
1482 7.9 1529 64.0 1576 123.6 1623 116.5
1483 9.2 1530 62.2 1577 123.7 1624 116.7
1484 10.4 1531 60.9 1578 123.6 1625 116.6
1485 11.5 1532 60.2 1579 123.3 1626 116.2
1486 12.9 1533 60.0 1580 123.0 1627 115.2
1487 14.7 1534 60.4 1581 122.5 1628 113.8
1488 17.0 1535 61.4 1582 122.1 1629 112.0
1489 19.8 1536 63.2 1583 121.5 1630 110.1
1490 23.1 1537 65.6 1584 120.8 1631 108.3
1491 26.7 1538 68.4 1585 120.0 1632 107.0
1492 30.5 1539 71.6 1586 119.1 1633 106.1
1493 34.1 1540 74.9 1587 118.1 1634 105.8
1494 37.5 1541 78.4 1588 117.1 1635 105.7
1495 40.6 1542 81.8 1589 116.2 1636 105.7
1496 43.3 1543 84.9 1590 115.5 1637 105.6
1497 45.7 1544 87.4 1591 114.9 1638 105.3
1498 47.7 1545 89.0 1592 114.5 1639 104.9
1499 49.3 1546 90.0 1593 114.1 1640 104.4
1500 50.5 1547 90.6 1594 113.9 1641 104.0
1501 51.3 1548 91.0 1595 113.7 1642 103.8
1502 52.1 1549 91.5 1596 113.3 1643 103.9
1503 52.7 1550 92.0 1597 112.9 1644 104.4
1504 53.4 1551 92.7 1598 112.2 1645 105.1
1505 54.0 1552 93.4 1599 111.4 1646 106.1
1506 54.5 1553 94.2 1600 110.5 1647 107.2
1507 55.0 1554 94.9 1601 109.5 1648 108.5
1508 55.6 1555 95.7 1602 108.5 1649 109.9
1509 56.3 1556 96.6 1603 107.7 1650 111.3
1510 57.2 1557 97.7 1604 107.1 1651 112.7
1511 58.5 1558 98.9 1605 106.6 1652 113.9
1512 60.2 1559 100.4 1606 106.4 1653 115.0
1513 62.3 1560 102.0 1607 106.2 1654 116.0
1514 64.7 1561 103.6 1608 106.2 1655 116.8

22
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1515 67.1 1562 105.2 1609 106.2 1656 117.6

1516 69.2 1563 106.8 1610 106.4 1657 118.4
1517 70.7 1564 108.5 1611 106.5 1658 119.2
1518 71.9 1565 110.2 1612 106.8 1659 120.0
1519 72.7 1566 111.9 1613 107.2 1660 120.8
1520 73.4 1567 113.7 1614 107.8 1661 121.6
1521 73.8 1568 115.3 1615 108.5 1662 122.3
1522 74.1 1569 116.8 1616 109.4 1663 123.1
1523 74.0 1570 118.2 1617 110.5 1664 123.8
1524 73.6 1571 119.5 1618 111.7 1665 124.4
1666 125.0 1715 127.7 1764 82.0
1667 125.4 1716 128.1 1765 81.3
1668 125.8 1717 128.5 1766 80.4
1669 126.1 1718 129.0 1767 79.1
1670 126.4 1719 129.5 1768 77.4
1671 126.6 1720 130.1 1769 75.1
1672 126.7 1721 130.6 1770 72.3
1673 126.8 1722 131.0 1771 69.1
1674 126.9 1723 131.2 1772 65.9
1675 126.9 1724 131.3 1773 62.7
1676 126.9 1725 131.2 1774 59.7
1677 126.8 1726 130.7 1775 57.0
1678 126.6 1727 129.8 1776 54.6
1679 126.3 1728 128.4 1777 52.2
1680 126.0 1729 126.5 1778 49.7
1681 125.7 1730 124.1 1779 46.8
1682 125.6 1731 121.6 1780 43.5
1683 125.6 1732 119.0 1781 39.9
1684 125.8 1733 116.5 1782 36.4
1685 126.2 1734 114.1 1783 33.2
1686 126.6 1735 111.8 1784 30.5
1687 127.0 1736 109.5 1785 28.3
1688 127.4 1737 107.1 1786 26.3
1689 127.6 1738 104.8 1787 24.4
1690 127.8 1739 102.5 1788 22.5
1691 127.9 1740 100.4 1789 20.5
1692 128.0 1741 98.6 1790 18.2
1693 128.1 1742 97.2 1791 15.5
1694 128.2 1743 95.9 1792 12.3
1695 128.3 1744 94.8 1793 8.7
1696 128.4 1745 93.8 1794 5.2

23
 Speed Speed Speed Speed
Time in s Time in s Time in s Time in s
in km/h in km/h in km/h in km/h

1697 128.5 1746 92.8 1795 0.0

1698 128.6 1747 91.8 1796 0.0
1699 128.6 1748 91.0 1797 0.0
1700 128.5 1749 90.2 1798 0.0
1701 128.3 1750 89.6 1799 0.0
1702 128.1 1751 89.1 1800 0.0
1703 127.9 1752 88.6
1704 127.6 1753 88.1
1705 127.4 1754 87.6
1706 127.2 1755 87.1
1707 127.0 1756 86.6
1708 126.9 1757 86.1
1709 126.8 1758 85.5
1710 126.7 1759 85.0
1711 126.8 1760 84.4
1712 126.9 1761 83.8
1713 127.1 1762 83.2
1714 127.4 1763 82.6

7. Cycle identification

In order to confirm if the correct cycle version was chosen or if the correct cycle was implemented into the
test bench operation system, checksums of the vehicle speed values for cycle phases and the whole cycle
are listed in Table A1/13.

Table A1/13
 1Hz checksums
Cycle class Cycle phase Checksum of 1 Hz target vehicle speeds

[Reserved]

[Reserved]

24
 [Reserved]

Low 11140,.3
Medium 17121,2
Class 3b High 25782,2
Extra High 29714,9
Total 83758,6

8. Cycle modification

Paragraph 8. of this Sub-Annex shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs.

8.1. General remarks

Driveability problems may occur for vehicles with critical power to mass ratios.

Since these problems are related mainly to cycle phases with a combination of high vehicle speed and high
accelerations rather than to the maximum speed of the cycle, the downscaling procedure shall be applied
to improve driveability.

8.2. This paragraph describes the method to modify the cycle profile using the downscaling procedure.

8.2.1. [Reserved]

8.2.2. [Reserved]

8.2.3. Downscaling procedure for Class 3 vehicles

Figure A1/16 shows an example for a downscaled extra high speed phase of the Class 3 WLTC.

25
Figure A1/16

Downscaled extra high speed phase of the class 3 WLTC

For the Class 3 cycle, the downscaling period is the time period between second 1533 and second 1762.
Within this time period, the acceleration for the original cycle shall be calculated using the following
equation:
vi+1 − vi
aorigi =
3.6
where:

vi is the vehicle speed, km/h;

i is the time between second 1533 and second 1762.

The downscaling shall be applied first in the time period between second 1533 and second 1724. Second
1724 is the time when the maximum speed of the extra high speed phase is reached. The downscaled
speed trace shall be subsequently calculated using the following equation:

vdsci+1 = vdsci + aorigi × (1 − fdsc ) × 3.6

for i = 1533 to 1723.

For i = 1533, vdsci = vorigi

26
In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be
calculated using the following equation:
vdsc_1724 − 82.6
fcorr_dec =
vorig_1724 − 82.6

82.6 km/h is the original vehicle speed at second 1763.

The downscaled vehicle speed between second 1725 and second 1762 shall be subsequently calculated
using the following equation:

vdsci = vdsci−1 + aorigi−1 × fcorr_dec × 3.6

for i = 1725 to 1762.

8.3. Determination of the downscaling factor

The downscaling factor fdsc, is a function of the ratio rmax between the maximum required power of the
cycle phases where the downscaling is to be applied and the rated power of the vehicle, Prated .

The maximum required power Preq,max,i (in kW) is related to a specific time i and the corresponding vehicle
speed vi in the cycle trace and is calculated using the following equation:

�(f0 × vi ) + �f1 × vi2 � + �f2 × vi3 � + (1.03 × TM × vi × ai )�

Preq,max,i =
3600
where:

f0 , f1 , f2 are the applicable road load coefficients, N, N/(km/h), and N/(km/h)² respectively;

TM is the applicable test mass, kg;

vi is the speed at time i, km/h;

ai is the acceleration at time i, km/h².

The cycle time i at which maximum power or power values close to maximum power is required is second
764 for the Class 1 cycle, second 1574 for the Class 2 cycle and second 1566 for the Class 3 cycle.

The corresponding vehicle speed values, vi , and acceleration values, ai , are as follows:

vi = 61.4 km/h, ai = 0.22 m/s² for Class 1,

vi = 109.9 km/h, ai = 0.36 m/s² for Class 2,

vi = 111.9 km/h, ai = 0.50 m/s² for Class 3.

rmax shall be calculated using the following equation:

Preq,max,i
rmax =
Prated
The downscaling factor, fdsc, shall be calculated using the following equations:

27
if rmax < r0 , then fdsc = 0

and no downscaling shall be applied.

If rmax ≥ r0 , then fdsc = a1 × rmax + b1

The calculation parameter/coefficients, r0 , a1 and b1 , are as follows:

Class 1 r0 = 0.978, a1 = 0.680, b1 = −0.665

Class 2 r0 = 0.866, a1 = 0.606, b1 = −0.525.

Class 3 r0 = 0.867, a1 = 0.588 b1 = −0.510.

The resulting fdsc is mathematically rounded to 3 places of decimal and is applied only if it exceeds 0.010.

The following data shall be included in all relevant test reports:

(a) fdsc;

(b) vmax;

(c) distance driven, m.

The distance shall be calculated as the sum of vi in km/h divided by 3.6 over the whole cycle trace.

8.4. Additional requirements

For different vehicle configurations in terms of test mass and driving resistance coefficients, downscaling
shall be applied individually.

If, after the application of downscaling the vehicle maximum speed is lower than the maximum speed of
the cycle, the process described in paragraph 9. of this Sub-Annex shall be applied with the applicable cycle.

If the vehicle cannot follow the speed trace of the applicable cycle within the tolerance at speeds lower
than its maximum speed, it shall be driven with the accelerator control fully activated during these periods.
During such periods of operation, speed trace violations shall be permitted.

9. Cycle modifications for vehicles with a maximum speed lower than the maximum speed of the cycle
specified in the previous paragraphs of this Sub-Annex

9.1. General remarks

This paragraph applies to vehicles that are technically able to follow the speed trace of the applicable cycle
specified in paragraph 1. of this Sub-Annex (base cycle) at speeds lower than its maximum speed, but
whose maximum speed is limited to a value lower than the maximum speed of the base cycle for other
reasons. That applicable cycle shall be referred to as the "base cycle" and used to determine the capped
speed cycle.

In the cases where downscaling in accordance with paragraph 8.2. is applied, the downscaled cycle shall be
used as the base cycle.

The maximum speed of the base cycle shall be referred to as vmax,cycle.

28
The maximum speed of the vehicle shall be referred to as its capped speed vcap.

If vcap is applied to a Class 3b vehicle as defined in paragraph 3.3.2., the Class 3b cycle shall be used as the
base cycle. This shall apply even if vcap is lower than 120 km/h.

In the cases where vcap is applied, the base cycle shall be modified as described in paragraph 9.2. in order to
achieve the same cycle distance for the capped speed cycle as for the base cycle.

9.2. Calculation steps

9.2.1. Determination of the distance difference per cycle phase

An interim capped speed cycle shall be derived by replacing all vehicle speed samples vi where vi > vcap by
vcap.

9.2.1.1. If vcap < vmax,medium, the distance of the medium speed phases of the base cycle dbase,medium
and the interim capped speed cycle dcap,medium shall be calculated using the following equation for both
cycles:
(vi +vi−1 )
dmedium = ∑( 2×3.6
× (t i − t i−1 )), for i = 591 to 1022

where:

vmax,medium is the maximum vehicle speed of the medium speed phase as listed in Table A1/9 for the Class 3b
cycle.

9.2.1.2. If vcap < vmax,high, the distances of the high speed phases of the base cycle dbase,high and
the interim capped speed cycle dcap,high shall be calculated using the following equation for both cycles:
(vi +vi−1 )
dhigh = ∑( 2×3.6
× (t i − t i−1 )), for i = 1024 to 1477

vmax,high is the maximum vehicle speed of the high speed phase as listed in Table A1/11 for the Class 3b
cycle.

9.2.1.3 The distances of the extra high speed phase of the base cycle dbase,exhigh and the interim capped
speed cycle dcap,exhigh shall be calculated applying the following equation to the extra high speed phase of
both cycles:
(vi +vi−1 )
dexhigh = ∑( 2×3.6
× (t i − t i−1 )), for i = 1479 to 1800

9.2.2. Determination of the time periods to be added to the interim capped speed cycle in order to
compensate for distance differences

In order to compensate for a difference in distance between the base cycle and the interim capped speed
cycle, corresponding time periods with vi = vcap shall be added to the interim capped speed cycle as
described in paragraphs 9.2.2.1. to 9.2.2.3.

29
9.2.2.1. Additional time period for the medium speed phase

If vcap < vmax,medium, the additional time period to be added to the medium speed phase of the interim
capped speed cycle shall be calculated using the following equation:
�dbase,medium −dcap,medium �
Δtmedium = Vcap
× 3.6

The number of time samples nadd,medium with vi = vcap to be added to the medium speed phase of the interim
capped speed cycle equals Δtmedium, mathematically rounded to the nearest integer (e.g. 1.4 shall be
rounded to 1, 1.5 shall be rounded to 2).

9.2.2.2 Additional time period for the high speed phase

If vcap < vmax,high, the additional time period to be added to the high speed phases of the interim capped
speed cycle shall be calculated using the following equation:
�dbase,high −dcap,high �
Δthigh = Vcap
× 3.6

The number of time samples nadd,high with vi = vcap to be added to the high speed phase of the interim
capped speed cycle equals Δthigh, mathematically rounded to the nearest integer.

9.2.2.3 The additional time period to be added to the extra high speed phase of the interim capped speed
cycle shall be calculated using the following equation:
�dbase,exhigh −dcap,exhigh �
Δtexhigh = Vcap
× 3.6

The number of time samples nadd,exhigh with vi = vcap to be added to the extra high speed phase of the interim
capped speed cycle equals Δtexhigh, mathematically rounded to the nearest integer.

9.2.3. Construction of the final capped speed cycle

9.2.3.1 [Reserved]

9.2.3.2 Class 3 cycles

9.2.3.2.1 vcap < vmax,medium

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped
speed cycle up to the last sample in the medium speed phase where v = vcap. The time of this sample is
referred to as tmedium.

Then nadd,medium samples with vi = vcap shall be added, so that the time of the last sample is (tmedium +
nadd,medium).

The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with
the same part of the base cycle, shall then be added, so that the time of the last sample is (1022 +
nadd,medium).

30
In a next step, the first part of the high speed phase of the interim capped speed cycle up to the last sample
in the high speed phase where v = vcap shall be added. The time of this sample in the interim capped speed
is referred to as thigh, so that the time of this sample in the final capped speed cycle is (thigh + nadd,medium).

Then, nadd,high samples with vi = vcap shall be added, so that the time of the last sample becomes (thigh +
nadd,medium + nadd,high).

The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1477 + nadd,medium +
nadd,high).

In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last
sample in the extra high speed phase where v = vcap shall be added. The time of this sample in the interim
capped speed is referred to as texhigh, so that the time of this sample in the final capped speed cycle is (texhigh
+ nadd,medium + nadd,high).

Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,medium +
nadd,high + nadd,exhigh).

The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with
the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + nadd,medium
+ nadd,high+ nadd,exhigh).

The length of the final capped speed cycle is equivalent to the length of the base cycle except for
differences caused by the rounding process for nadd,medium, nadd,high and nadd,exhigh.

9.2.3.2.2 vmax, medium ≤ vcap < vmax, high

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped
speed cycle up to the last sample in the high speed phase where v = vcap. The time of this sample is referred
to as thigh.

Then, nadd,high samples with vi = vcap shall be added, so that the time of the last sample is (thigh + nadd,high).

The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the
same part of the base cycle, shall then be added, so that the time of the last sample is (1477 + nadd,high).

In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last
sample in the extra high speed phase where v = vcap shall be added. The time of this sample in the interim
capped speed is referred to as texhigh, so that the time of this sample in the final capped speed cycle is (texhigh
+ nadd,high).

Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,high +
nadd,exhigh).

The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with
the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + nadd,high+
nadd,exhigh).

31
The length of the final capped speed cycle is equivalent to the length of the base cycle except for
differences caused by the rounding process for nadd,high and nadd,exhigh.

9.2.3.2.3 vmax, high ≤ vcap < vmax, exhigh

The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped
speed cycle up to the last sample in the extra high speed phase where v = vcap. The time of this sample is
referred to as texhigh.

Then, nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,exhigh).

The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with
the same part of the base cycle, shall then be added, so that the time of the last sample is (1800 +
nadd,exhigh).

The length of the final capped speed cycle is equivalent to the length of the base cycle except for
differences caused by the rounding process for nadd,exhigh.

10. Allocation of cycles to vehicles

10.1. [Reserved]

32
Sub-Annex 2
Gear selection and shift point determination for vehicles equipped with manual transmissions
1. General approach

1.1. The shifting procedures described in this Sub-Annex shall apply to vehicles equipped with manual
shift transmissions.

2. until 5.: [Reserved]

6.

6.1 Vehicles with a manual gearbox with a gear-shift indicator (GSI) are measured while shifting gears as
recommended. According to VO (EU) 65/2012 and EG 661/2009 vehicles must be equipped with a GSI.

6.2 Vehicle with an automatic gearbox shift automatically. Depending on the driving mode in accordance to
Sub-Annex 10, 3.1, the proper driving mode for the gearbox is to apply.

6.3 Vehicles equipped with a manual gearbox which are equipped with a GSI that only gives up-shifting
instructions shall be shifted down at 1300 rpm engine speed the latest.

33
Sub-Annex 3

[Reserved]

Sub-Annex 4

Road load and dynamometer setting

1. Scope

This Sub-Annex describes the transfer of vehicle´s road load to a chassis dynamometer.

2. Terms and definitions

2.1. [Reserved]

2.2. [Reserved]

2.3. [Reserved]

2.4 f0, f1, f2 are the road load coefficients of the road load equation F = f0 + f1 × v + f2 × v2
provided by the vehicle´s certificate of conformity (CoC) document.
f0 is the constant road load coefficient and shall be rounded to one place of
decimal, N;
f1 is the first order road load coefficient and shall be rounded to three places of
decimal, N/(km/h);
f2 is the second order road load coefficient and shall be rounded to five places
of decimal, N/(km/h)².
2.5. Rotational mass

2.5.1. Determination of mr

mr is the equivalent effective mass of all the wheels and vehicle components rotating with the wheels on
the road while the gearbox is placed in neutral, in kilograms (kg).

2.5.2. Application of rotational mass to the road load

Coastdown times shall be transferred to forces and vice versa by taking into account the applicable test
mass plus mr. This shall apply to measurements on the road as well as on a chassis dynamometer.

2.5.3. Application of rotational mass for the inertia setting

If the vehicle is tested on a dynamometer in 4WD operation, the equivalent inertia mass of the chassis
dynamometer shall be set to the applicable test mass.

2.6. Additional masses for setting the test mass shall be applied such that the weight distribution of that
vehicle is approximately the same as that of the vehicle with its mass in running order. In the case of
category N vehicles or passenger vehicles derived from category N vehicles, the additional masses shall be
located in a representative manner and shall be justified to the approval authority upon their request. The

34
weight distribution of the vehicle shall be included in all relevant test reports and shall be used for any
subsequent road load determination testing.

3. General requirements

The manufacturer shall be responsible for the accuracy of the road load coefficients and shall ensure this
for each production vehicle. Tolerances within the road load determination, simulation and calculation
methods shall not be used to underestimate the road load of production vehicles.

3.1. Overall measurement accuracy, precision, resolution and frequency

4. – 6.: [Reserved]

7. Transferring road load to a chassis dynamometer

7.1. Preparation for chassis dynamometer test

7.1.0. Selection of dynamometer operation

The test shall be done on either a dynamometer in 2WD operation or 4WD operation, in accordance with
paragraph 2.4.2.4. of Sub-Annex 6.

7.1.1. Laboratory conditions

7.1.1.1. Roller(s)

The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre
slippage. The dynamometer shall be run in the same coupled or uncoupled state as the subsequent Type 1
test. Chassis dynamometer speed shall be measured from the roller coupled to the power absorption unit.

7.1.1.1.1. Tyre slippage

Additional weight may be placed on or in the vehicle to eliminate tyre slippage. The laboratory shall
perform the load setting on the chassis dynamometer with the additional weight. The additional weight
shall be present for both load setting and the emissions and fuel consumption tests. The use of any
additional weight shall be included in all relevant test sheets.

7.1.1.2. Room temperature

The laboratory atmospheric temperature shall be at a set point of 23 °C and shall not deviate by more than
± 5 °C during the test unless otherwise required by any subsequent test.

7.2. Preparation of chassis dynamometer

7.2.1. Inertia mass setting

The equivalent inertia mass of the chassis dynamometer shall be set according to paragraph 2.5.3. of this
Sub-Annex. If the chassis dynamometer is not capable to meet the inertia setting exactly, the next higher
inertia setting shall be applied with a maximum increase of 10 kg.

7.2.2. Chassis dynamometer warm-up

35
The chassis dynamometer shall be warmed up in accordance with the dynamometer laboratory’s
recommendations, or as appropriate, so that the frictional losses of the dynamometer may be stabilized.

7.3. Vehicle preparation

7.3.1. Tyre pressure adjustment

The tyre pressure at the soak temperature of a Type 1 test shall be set to no more than 50 per cent above
the lower limit of the tyre pressure range for the selected tyre, as specified by the vehicle manufacturer,
and shall be included in all relevant test reports.

7.3.2. If the determination of dynamometer settings cannot meet the criteria described in paragraph
8.1.3. due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. The
vehicle coastdown mode shall be approved by GNT and the use of a vehicle coastdown mode shall be
included in all relevant test reports.

7.3.3. Vehicle placement on the dynamometer

The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained
in a safe manner. In the case that a single roller chassis dynamometer is used, the centre of the tyre’s
contact patch on the roller shall be within ±25 mm or ±2 per cent of the roller diameter, whichever is
smaller, from the top of the roller.

7.3.3.1. [Reserved]

7.3.4. Vehicle warm-up

7.3.4.1. The vehicle shall be warmed up with the WLTC Class 3b.

7.3.4.3. [Reserved]

8. Chassis dynamometer load setting

8.1. Chassis dynamometer load setting using the coastdown method

This method is applicable when the road load coefficients f0, f1 and f2 have been determined.

8.1.1. Initial load setting

For a chassis dynamometer with coefficient control, the chassis dynamometer power absorption unit shall
be adjusted with the arbitrary initial coefficients, Ad , Bd and Cd , of the following equation:

Fd = Ad + Bd v + Cd v 2
where:

Fd is the chassis dynamometer setting load, N;

v is the speed of the chassis dynamometer roller, km/h.

The following are recommended coefficients to be used for the initial load setting:

(a) Ad = 0,5 x At, Bd = 0,2 x Bt, Cd = Ct

36
 for single-axis chassis dynamometers, or

Ad = 0,5 x At, Bd = 0,2 x Bt, Cd = Ct

for dual-axis chassis dynamometers, where At , Bt and Ct are the target road load coefficients;

(b) empirical values, such as those used for the setting for a similar type of vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set
to the chassis dynamometer power absorption unit.

8.1.2. Coastdown

The coastdown test on the chassis dynamometer shall be performed with the procedure given in paragraph
8.1.3.4.1. or in paragraph 8.1.3.4.2. of this Sub-Annex and shall start no later than 120 seconds after
completion of the warm-up procedure. Consecutive coastdown runs shall be started immediately.

8.1.3. Verification

8.1.3.1. The target road load value shall be calculated using the target road load coefficient, At , Bt and Ct ,
for each reference speed, vj :

Ftj = At + Bt vj + Ct vj2

where:

At, Bt and Ct are the target road load parameters;

Ftj is the target road load at reference speed vj , N;

vj is the jth reference speed, km/h.

8.1.3.2. The measured road load shall be calculated using the following equation:
1 2 × ∆v
Fmj = × (TM + mr ) ×
3.6 ∆tj

where:

Fmj is the measured road load for each reference speed vj, N;

TM is the test mass of the vehicle, kg;

mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub-
Annex, kg;

∆tj is the coastdown time corresponding to speed vj, s.

8.1.3.3.

The simulated road load on the chassis dynamometer shall be calculated in accordance with the method as
specified in paragraph 4.3.1.4., with the exception of measuring in opposite directions:

37
 Fs = As + Bs×v + Cs× v²

The simulated road load for each reference speed vj shall be determined using the following equation,
using the calculated As, Bs and Cs:

Fsj = As + Bs × vj + Cs × vj2

8.1.3.4. For dynamometer load setting, two different methods may be used. If the vehicle is accelerated by
the dynamometer, the methods described in paragraph 8.1.3.4.1. of this Sub-Annex shall be used. If the
vehicle is accelerated under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this Sub-
Annex shall be used. The minimum acceleration multiplied by speed shall be 6 m²/sec³. Vehicles which are
unable to achieve 6 m2/s3 shall be driven with the acceleration control fully applied.

8.1.3.4.1. Fixed run method

8.1.3.4.1.1. The dynamometer software shall perform four coastdowns in total: From the first
coastdown, the dynamometer setting coefficients for the second run according to paragraph 8.1.4. of this
Sub-Annex shall be calculated. Following the first coastdown, the software shall perform three additional
coastdowns with either the fixed dynamometer setting coefficients determined after the first coastdown or
the adjusted dynamometer setting coefficients according to paragraph 8.1.4. of this Sub-Annex.

8.1.3.4.1.2. The final dynamometer setting coefficients A, B and C shall be calculated using the
following equations:

∑4n=2�Asn − Adn �
A = At −
3
∑4n=2�Bsn − Bdn �
B = Bt −
3
∑4n=2�𝐶𝐶sn − 𝐶𝐶dn �
C = Ct −
3
where:

At, Bt and Ct are the target road load parameters;

Asn , Bsn and Csn are the simulated road load coefficients of the nth run;

Adn , Bdn and Cdn are the dynamometer setting coefficients of the nth run;

n is the index number of coastdowns including the first stabilisation run.

8.1.3.4.2. Iterative method

The calculated forces in the specified speed ranges shall either be within ±10 N after a least squares
regression of the forces for two consecutive coastdowns when compared with the target values, or

38
additional coastdowns shall be performed after adjusting the chassis dynamometer load setting in
accordance with paragraph 8.1.4. until the tolerance is satisfied.

8.1.4. Adjustment

The chassis dynamometer setting load shall be adjusted according to the following equations:
∗
Fdj = Fdj − Fj = Fdj − Fsj + Ftj

= �Ad + Bd vj + Cd vj2 � − �As + Bs vj + Cs vj2 � + �At + Bt vj + Ct vj2 �

= (Ad + At − As ) + (Bd + Bt −Bs )vj + (Cd + Ct − Cs )vj2

Therefore:

A∗d = Ad + At − As

Bd∗ = Bd + Bt − Bs

Cd∗ = Cd + Ct − Cs

where:

Fdj is the initial chassis dynamometer setting load, N;

∗
Fdj is the adjusted chassis dynamometer setting load, N;

Fj is the adjustment road load equal to �Fsj − Ftj �, N;

Fsj is the simulated road load at reference speed vj, N;

Ftj is the target road load at reference speed vj, N;

A∗d , Bd∗ and Cd∗ are the new chassis dynamometer setting coefficients.

8.1.5. At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used for the following
purposes:

(a) Determination of downscaling, paragraph 8. of Sub-Annex 1;

(b) Determination of gearshift points, Sub-Annex 2;

(c) Interpolation of CO2 and fuel consumption, paragraph 3.2.3. of Sub-Annex 7;

(d) Calculation of results of electric and hybrid-electric vehicles, paragraph 4. of Sub-Annex 8.

8.2. [Reserved]

8.2.1. Initial load setting

For a chassis dynamometer of coefficient control, the chassis dynamometer power absorption unit shall be
adjusted with the arbitrary initial coefficients, Ad , Bd and Cd , of the following equation:

Fd = Ad + Bd v + Cd v 2

39
where:

Fd is the chassis dynamometer setting load, N;

v is the speed of the chassis dynamometer roller, km/h.

The following coefficients are recommended for the initial load setting:
a b c
(a) Ad = 0.5 × r′t , Bd = 0.2 × r′t , Cd = r′t

for single-axis chassis dynamometers, or

at bt ct
Ad = 0.1 × ′
, Bd = 0.2 × ′ , Cd = ′
r r r
for dual-axis chassis dynamometers, where:

at , bt and ct are the target running resistance coefficients; and

r ′ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.; or

(b) Empirical values, such as those used for the setting for a similar type of vehicle.

For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set
for the chassis dynamometer power absorption unit.

8.2.2. [Reserved]

8.2.3. Verification

8.2.3.1. The target running resistance (torque) curve shall be determined using the equation in paragraph
4.5.5.2.1. of this Sub-Annex and may be written as follows:

Ct∗ = at + bt × vj + ct × vj2

8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer shall be calculated
according to the method described and the measurement precision specified in paragraph 4.4.3.2 of this
Sub-Annex, and the running resistance (torque) curve determination as described in paragraph 4.4.4. of this
Sub-Annex with applicable corrections according to paragraph 4.5. of this Sub-Annex, all with the exception
of measuring in opposite directions, resulting in a simulated running resistance curve:

Cs∗ = C0s + C1s × vj + C2s × vj2

The simulated running resistance (torque) shall be within a tolerance of ± 10 N×r’ from the target running
resistance at every speed reference point where r’ is the dynamic radius of the tyre in metres on the chassis
dynamometer obtained at 80 km/h.

If the tolerance at any reference speed does not satisfy the criterion of the method described in this
paragraph, the procedure specified in paragraph 8.2.3.3. of this Sub-Annex shall be used to adjust the
chassis dynamometer load setting.

8.2.3.3. Adjustment

40
The chassis dynamometer load setting shall be adjusted using the following equation:

∗
Fej Fsj Ftj
Fdj = Fdj − ′
= Fdj − ′ + ′
r r r
�as + bs vj + cs vj2 � �at + bt vj + ct vj2 �
= �Ad + Bd vj + Cd vj2 � − +
𝑟𝑟 ′ 𝑟𝑟 ′
(at − as ) (bt − bs ) (ct − cs ) 2
= �Ad + ′ � + �Bd + ′ � vj + �Cd + � vj
r r r′

therefore:
at − as
A∗d = Ad +
r′
bt − bs
Bd∗ = Bd +
r′
ct − cs
Cd∗ = Cd +
r′
where:
∗
Fdj is the new chassis dynamometer setting load, N;

Fej is the adjustment road load equal to (Fsj-Ftj), Nm;

Fsj is the simulated road load at reference speed vj, Nm;

Ftj is the target road load at reference speed vj, Nm;

A∗d , Bd∗ and Cd∗ are the new chassis dynamometer setting coefficients;

r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.

Paragraphs 8.2.2. and 8.2.3. shall be repeated until the tolerance in paragraph 8.2.3.2. is met.

8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer load setting
shall be included in all relevant test reports when the requirement of paragraph 8.2.3.2. of this Sub-Annex
is fulfilled.

8.2.4. Transformation of running resistance coefficients to road load coefficients f0, f1, f2

8.2.4.1 [Reserved]

8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a vehicle coastdown
procedure shall be performed on the chassis dynamometer as outlined in paragraph 4.3.1.3. of this Sub-
Annex. The coastdown times shall be included in all relevant test sheets.

8.2.4.3. The road load Fj at reference speed vj , N, shall be determined using the following equation:
1 ∆v
Fj = × (TM + mr ) ×
3.6 ∆t j

41
where:

Fj is the road load at reference speed vj, N;

TM is the test mass of the vehicle, kg;

mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub-
Annex, kg;

∆v = 10 km/h

∆tj is the coastdown time corresponding to speed vj, s.

8.2.4.4. The coefficients f0, f1 and f2 in the road load equation shall be calculated with a least squares
regression analysis over the reference speed range.

42
Sub-Annex 5

Test equipment and calibrations

1. Test bench specifications and settings

1.1. Cooling fan specifications

1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point of the linear
velocity of the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds
of 5 km/h. The linear velocity of the air at the blower outlet shall be within ±5 km/h or ±10 per cent of the
corresponding roller speed, whichever is greater.

1.1.2. The above-mentioned air velocity shall be determined as an averaged value of a number of
measuring points that:

(a) For fans with rectangular outlets, are located at the centre of each rectangle dividing the whole of
the fan outlet into 9 areas (dividing both horizontal and vertical sides of the fan outlet into 3 equal parts).
The centre area shall not be measured (as shown in Figure A5/1);

Figure A5/1

Fan with rectangular outlet

(b) For fans with circular outlets, the outlet shall be divided into 8 equal sectors by vertical, horizontal
and 45° lines. The measurement points shall lie on the radial centre line of each sector (22.5°) at two–thirds
of the outlet radius (as shown in Figure A5/2).

Figure A5/2

Fan with circular outlet

These measurements shall be made with no vehicle or other obstruction in front of the fan. The device
used to measure the linear velocity of the air shall be located between 0 and 20 cm from the air outlet.

43
1.1.3. The outlet of the fan shall have the following characteristics:

(a) An area of at least 0.3 m2; and

(b) A width/diameter of at least 0.8 metre.

1.1.4. The position of the fan shall be as follows:

(a) Height of the lower edge above ground: approximately 20 cm;

(b) Distance from the front of the vehicle: approximately 30 cm.

(c) Approximately on the longitudinal centreline of the vehicle.

1.1.5. At the request of the laboratory and if considered appropriate by GNT, the height, lateral position
and distance from the vehicle of the cooling fan may be modified.

If the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear-
mounted engines or side air intakes, or it does not provide adequate cooling to properly represent in-use
operation, at the request of the laboratory and if considered appropriate by GNT, the height, capacity,
longitudinal and lateral position of the cooling fan may be modified and additional fans which may have
different specifications (including constant speed fans) may be used.

1.1.6. In the cases described in paragraph 1.1.5., the position and capacity of the cooling fan(s) and details
of the justification supplied to GNT shall be included in all relevant test reports. For any subsequent testing,
similar positions and specifications shall be used in consideration of the justification to avoid non-
representative cooling characteristics.

2. Chassis dynamometer

2.1. General requirements

2.1.1. The dynamometer shall be capable of simulating road load with three road load coefficients that
can be adjusted to shape the load curve.

2.1.2. The chassis dynamometer may have a single or twin-roller configuration. In the case that twin-roller
chassis dynamometers are used, the rollers shall be permanently coupled or the front roller shall drive,
directly or indirectly, any inertial masses and the power absorption device.

2.2. Specific requirements

The following specific requirements relate to the dynamometer manufacturer's specifications.

2.2.1. The roller run-out shall be less than 0.25 mm at all measured locations.

2.2.2. The roller diameter shall be within ± 1.0 mm of the specified nominal value at all measurement
locations.

44
2.2.3. The dynamometer shall have a time measurement system for use in determining acceleration rates
and for measuring vehicle/dynamometer coastdown times. This time measurement system shall have an
accuracy of at least ± 0.001 per cent. This shall be verified upon initial installation.

2.2.4. The dynamometer shall have a speed measurement system with an accuracy of at least
± 0.080 km/h. This shall be verified upon initial installation.

2.2.5. The dynamometer shall have a response time (90 per cent response to a tractive effort step
change) of less than 100 ms with instantaneous accelerations that are at least 3 m/s2. This shall be verified
upon initial installation and after major maintenance.

2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer manufacturer and shall
be confirmed to within ± 0.5 per cent for each measured base inertia and ± 0.2 per cent relative to any
arithmetic average value by dynamic derivation from trials at constant acceleration, deceleration and force.

2.2.7. Roller speed shall be measured at a frequency of not less than 10 Hz.

2.3. Additional specific requirements for a chassis dynamometer in 4WD operation

2.3.1. The 4WD control system of the dynamometer shall be designed such that the following
requirements are fulfilled when tested with a vehicle driven over the WLTC.

2.3.1.1. Road load simulation shall be applied such that the dynamometer in 4WD operation reproduces the
same proportioning of forces as would be encountered when driving the vehicle on a smooth, dry, level
road surface.

2.3.1.2. Upon initial installation and after major maintenance, the requirements of paragraph 2.3.1.2.1. of
this Sub-Annex and either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this Sub-Annex shall be satisfied. The speed
difference between the front and rear rollers is assessed by applying a 1 second moving average filter to
roller speed data acquired at a minimum frequency of 20 Hz.

2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less than
0.2 per cent of the distance driven over the WLTC. The absolute number shall be integrated for the
calculation of the total difference in distance over the WLTC.

2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less than 0.1 m in
any 200 ms time period.

2.3.1.2.3. The speed difference of all roller speeds shall be within +/- 0.16 km/h.

2.4. Chassis dynamometer calibration

2.4.1. Force measurement system

The accuracy of the force transducer shall be at least ±10 N for all measured increments. This shall be
verified upon initial installation, after major maintenance and within 370 days before testing.

2.4.2. Dynamometer parasitic loss calibration

45
The dynamometer's parasitic losses shall be measured and updated if any measured value differs from the
current loss curve by more than 9.0 N. This shall be verified upon initial installation, after major
maintenance and within 35 days before testing.

2.4.3. Verification of road load simulation without a vehicle

The dynamometer performance shall be verified by performing an unloaded coastdown test upon initial
installation, after major maintenance, and within 7 days before testing. The arithmetic average coastdown
force error shall be less than 10 N or 2 per cent, whichever is greater, at each reference speed point.

3. Exhaust gas dilution system

3.1. System specification

3.1.1. Overview

3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust shall be continuously
diluted with ambient air under controlled conditions using a constant volume sampler. A critical flow
venturi (CFV) or multiple critical flow venturis arranged in parallel, a positive displacement pump (PDP), a
subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. The total volume of the mixture of
exhaust and dilution air shall be measured and a continuously proportional sample of the volume shall be
collected for analysis. The quantities of exhaust gas compounds shall be determined from the sample
concentrations, corrected for their respective content of the dilution air and the totalised flow over the test
period.

3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing device and dilution tunnel,
dilution air conditioning, a suction device and a flow measurement device. Sampling probes shall be fitted
in the dilution tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this Sub-Annex.

3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this Sub-Annex shall be a vessel such as that
illustrated in Figure A5/3 in which vehicle exhaust gases and the dilution air are combined so as to produce
a homogeneous mixture at the sampling position.

3.2. General requirements

3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any
water condensation in the sampling and measuring system at all conditions that may occur during a test.

3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probes
are located (paragraph 3.3.3. of this Sub-Annex). The sampling probes shall extract representative samples
of the diluted exhaust gas.

3.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.

3.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampling system and the
materials used in its construction shall be such that the concentration of any compound in the diluted
exhaust gases is not affected. If any component in the system (heat exchanger, cyclone separator, suction
device, etc.) changes the concentration of any of the exhaust gas compounds and the systematic error
cannot be corrected, sampling for that compound shall be carried out upstream from that component.

46
3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall be designed to
minimise deposition or alteration of the particulate or particles. All parts shall be made of electrically
conductive materials that do not react with exhaust gas components, and shall be electrically grounded to
prevent electrostatic effects.

3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the
connecting tubes shall be connected as near as possible to the vehicle without adversely affecting their
operation.

3.3. Specific requirements

3.3.1. Connection to vehicle exhaust

3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the connecting tube is the
sample point, or first point of dilution.

For multiple tailpipe configurations where all the tailpipes are combined, the start of the connecting tube
shall be taken at the last joint of where all the tailpipes are combined. In this case, the tube between the
exit of the tailpipe and the start of the connecting tube may or may not be insulated or heated.

3.3.1.2. The connecting tube between the vehicle and dilution system shall be designed so as to minimize
heat loss.

3.3.1.3. The connecting tube shall satisfy the following requirements:

(a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-insulated. Its internal diameter
shall not exceed 105 mm; the insulating materials shall have a thickness of at least 25 mm and thermal
conductivity shall not exceed 0.1 W/m-1K-1 at 400 °C. Optionally, the tube may be heated to a temperature
above the dew point. This may be assumed to be achieved if the tube is heated to 70 °C;

(b) Not cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more
than ± 0.75 kPa at 50 km/h, or more than ± 1.25 kPa for the duration of the test from the static pressures
recorded when nothing is connected to the vehicle exhaust pipes. The pressure shall be measured in the
exhaust outlet or in an extension having the same diameter and as near as possible to the end of the
tailpipe. Sampling systems capable of maintaining the static pressure to within ± 0.25 kPa may be used if a
written request from a manufacturer to the approval authority substantiates the need for the closer
tolerance;

(c) No component of the connecting tube shall be of a material that might affect the gaseous or solid
composition of the exhaust gas. To avoid generation of any particles from elastomer connectors,
elastomers employed shall be as thermally stable as possible and have minimum exposure to the exhaust
gas. It is recommended not to use elastomer connectors to bridge the connection between the vehicle
exhaust and the connecting tube.

3.3.2. Dilution air conditioning

3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall pass through a
medium capable of reducing particles of the most penetrating particle size in the filter material
by ≤ 99.95 per cent, or through a filter of at least class H13 of EN 1822:2009. This represents the

47
specification of High Efficiency Particulate Air (HEPA) filters. The dilution air may optionally be charcoal-
scrubbed before being passed to the HEPA filter. It is recommended that an additional coarse particle filter
be situated before the HEPA filter and after the charcoal scrubber, if used.

3.3.2.2. [Reserved]

3.3.3. Dilution tunnel

3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing
device may be used.

3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the sampling probe shall not
vary by more than ± 2 per cent from the arithmetic average of the values obtained for at least five points
located at equal intervals on the diameter of the gas stream.

3.3.3.3. . For PM and PN emissions sampling, a dilution tunnel shall be used that:

(a) Consists of a straight tube of electrically-conductive material that is grounded;

(b) Causes turbulent flow (Reynolds number ≥ 4,000) and be of sufficient length to cause complete
mixing of the exhaust and dilution air;

(c) Is at least 200 mm in diameter;

(d) May be insulated and/or heated.

3.3.4. Suction device

3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to prevent any water
condensation. This result is obtained if the flow is either:

(a) Twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle;
or

(b) Sufficient to ensure that the CO2 concentration in the dilute exhaust sample bag is less than 3 per
cent by volume for petrol and diesel, less than 2.2 per cent by volume for LPG and less than 1.5 per cent by
volume for NG/biomethane.

3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this Sub-Annex may not be necessary if
the CVS system is designed to inhibit condensation by such techniques, or combination of techniques, as:

(a) Reducing water content in the dilution air (dilution air dehumidification);

(b) Heating of the CVS dilution air and of all components up to the diluted exhaust flow measurement
device and, optionally, the bag sampling system including the sample bags and also the system for the
measurement of the bag concentrations.

In such cases, the selection of the CVS flow rate for the test shall be justified by showing that condensation
of water cannot occur at any point within the CVS, bag sampling or analytical system.

3.3.5. Volume measurement in the primary dilution system

48
3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler
shall be such that measurement is accurate to ± 2 per cent under all operating conditions. If the device
cannot compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the
measuring point, a heat exchanger shall be used to maintain the temperature to within ± 6 °C of the
specified operating temperature for a PDP CVS, ± 11 °C for a CFV CVS, ± 6 °C for a UFM CVS, and ± 11 °C for
an SSV CVS.

3.3.5.2. If necessary, some form of protection for the volume measuring device may be used e.g. a cyclone
separator, bulk stream filter, etc.

3.3.5.3. A temperature sensor shall be installed immediately before the volume measuring device. This
temperature sensor shall have an accuracy of ±1 °C and a response time of 0,1 seconds at 62 per cent of a
given temperature variation (value measured in silicone oil).

3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be taken upstream from
and, if necessary, downstream from the volume measuring device.

3.3.5.5. The pressure measurements shall have a precision and an accuracy of ± 0.4 kPa during the test. See
Table A5/5.

3.3.6. Recommended system description

Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the requirements of this Sub-
Annex.

The following components are recommended:

(a) A dilution air filter, which may be pre-heated if necessary. This filter shall consist of the following
filters in sequence: an optional activated charcoal filter (inlet side), and a HEPA filter (outlet side). It is
recommended that an additional coarse particle filter be situated before the HEPA filter and after the
charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon
concentrations of ambient emissions in the dilution air;

(b) A connecting tube by which vehicle exhaust is admitted into a dilution tunnel;

(c) An optional heat exchanger as described in paragraph 3.3.5.1. of this Sub-Annex;

(d) A mixing device in which exhaust gas and dilution air are mixed homogeneously, and which may be
located close to the vehicle so that the length of the connecting tube is minimized;

(e) A dilution tunnel from which particulate and particles are sampled;

(f) Some form of protection for the measurement system may be used e.g. a cyclone separator, bulk
stream filter, etc.;

(g) A suction device of sufficient capacity to handle the total volume of diluted exhaust gas.

Exact conformity with these figures is not essential. Additional components such as instruments, valves,
solenoids and switches may be used to provide additional information and co-ordinate the functions of the
component system.

49
Figure A5/3

Exhaust dilution system

Dilution air

Dilution air

PDP, CFV, SSV, UFM

Dilution tunnel

MC Flow meter and suction device Vent

Vehicle
Heat
Mixing
device exchanger
Connecting
tube

3.3.6.1. Positive displacement pump (PDP)

A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this Sub-
Annex by metering the flow of gas through the pump at constant temperature and pressure. The total
volume is measured by counting the revolutions made by the calibrated positive displacement pump. The
proportional sample is achieved by sampling with pump, flow meter and flow control valve at a constant
flow rate.

3.3.6.2. Critical flow venturi (CFV)

3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the principles of flow
mechanics for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic
velocity that is directly proportional to the square root of the gas temperature. Flow is continually
monitored, computed and integrated throughout the test.

3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality of the gas
samples taken from the dilution tunnel. As both pressure and temperature are equal at the two venturi
inlets, the volume of the gas flow diverted for sampling is proportional to the total volume of diluted
exhaust gas mixture produced, and thus the requirements of this Sub-Annex are fulfilled.

3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas.

3.3.6.3. Subsonic flow venturi (SSV)

50
3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is based on the
principles of flow mechanics. The variable mixture flow rate of dilution and exhaust gas is maintained at a
subsonic velocity that is calculated from the physical dimensions of the subsonic venturi and measurement
of the absolute temperature (T) and pressure (P) at the venturi inlet and the pressure in the throat of the
venturi. Flow is continually monitored, computed and integrated throughout the test.

3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.

Figure A5/4

Schematic of a subsonic venturi tube (SSV)

3.3.6.4. Ultrasonic flow meter (UFM)

3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping using the
principle of ultrasonic flow detection by means of a pair, or multiple pairs, of ultrasonic
transmitters/receivers mounted within the pipe as in Figure A5/5. The velocity of the flowing gas is
determined by the difference in the time required for the ultrasonic signal to travel from transmitter to
receiver in the upstream direction and the downstream direction. The gas velocity is converted to standard
volumetric flow using a calibration factor for the tube diameter with real time corrections for the diluted
exhaust temperature and absolute pressure.

3.3.6.4.2. Components of the system include:

(a) A suction device fitted with speed control, flow valve or other method for setting the CVS flow rate
and also for maintaining constant volumetric flow at standard conditions;

(b) A UFM;

(c) Temperature and pressure measurement devices, T and P, required for flow correction;

(d) An optional heat exchanger for controlling the temperature of the diluted exhaust to the UFM. If
installed, the heat exchanger shall be capable of controlling the temperature of the diluted exhaust to that
specified in paragraph 3.3.5.1. of this Sub-Annex. Throughout the test, the temperature of the air/exhaust
gas mixture measured at a point immediately upstream of the suction device shall be within ± 6 °C of the
arithmetic average operating temperature during the test.

51
Figure A5/5

Schematic of an ultrasonic flow meter (UFM)

T P

Heat
Ultrasonic Suction
Exchanger
Flow Meter Device
(option)

3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type CVS:

(a) The velocity of the diluted exhaust gas shall provide a Reynolds number higher than 4,000 in order
to maintain a consistent turbulent flow before the ultrasonic flow meter;

(b) An ultrasonic flow meter shall be installed in a pipe of constant diameter with a length of 10 times
the internal diameter upstream and 5 times the diameter downstream;

(c) A temperature sensor (T) for the diluted exhaust shall be installed immediately before the
ultrasonic flow meter. This sensor shall have an accuracy of ±1 °C and a response time of 0,1 seconds at
62 per cent of a given temperature variation (value measured in silicone oil);

(d) The absolute pressure (P) of the diluted exhaust shall be measured immediately before the
ultrasonic flow meter to within ± 0.3 kPa;

(e) If a heat exchanger is not installed upstream of the ultrasonic flow meter, the flow rate of the
diluted exhaust, corrected to standard conditions, shall be maintained at a constant level during the test.
This may be achieved by control of the suction device, flow valve or other method.

3.4. CVS calibration procedure

3.4.1. General requirements

3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a restricting device and at
the intervals listed in Table A5/4. The flow through the system shall be measured at various pressure
readings and the control parameters of the system measured and related to the flows. The flow metering
device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine meter) shall be dynamic and
suitable for the high flow rate encountered in constant volume sampler testing. The device shall be of
certified accuracy.

3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV and UFM units using a
laminar flow meter, which gives the required accuracy, along with a statistical check on the calibration
validity.

3.4.2. Calibration of a positive displacement pump (PDP)

52
3.4.2.1. The following calibration procedure outlines the equipment, the test configuration and the various
parameters that are measured to establish the flow rate of the CVS pump. All the parameters related to the
pump are simultaneously measured with the parameters related to the flow meter that is connected in
series with the pump. The calculated flow rate (given in m3/min at pump inlet for the measured absolute
pressure and temperature) shall be subsequently plotted versus a correlation function that includes the
relevant pump parameters. The linear equation that relates the pump flow and the correlation function
shall be subsequently determined. In the case that a CVS has a multiple speed drive, a calibration for each
range used shall be performed.

3.4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and
flow meter parameters relating the flow rate at each point. The following conditions shall be maintained to
ensure the accuracy and integrity of the calibration curve:

3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external
piping on the pump inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre
of the pump drive head plate are exposed to the actual pump cavity pressures, and therefore reflect the
absolute pressure differentials.

3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow meter
is sensitive to inlet temperature oscillations that cause data points to be scattered. Gradual changes of
± 1 °C in temperature are acceptable as long as they occur over a period of several minutes.

3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of leakage.

3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used to calculate the
flow rate from the calibration equation.

3.4.2.4. Figure A5/6 of this Sub-Annex shows an example of a calibration set-up. Variations are permissible,
provided that the approval authority approves them as being of comparable accuracy. If the set-up shown
in Figure A5/6 is used, the following data shall be found within the limits of accuracy given:

Barometric pressure (corrected), Pb ± 0.03 kPa

Ambient temperature, T ± 0.2 °C

Air temperature at LFE, ETI ± 0.15 °C

Pressure depression upstream of LFE, EPI ± 0.01 kPa

Pressure drop across the LFE matrix, EDP ± 0.0015 kPa

Air temperature at CVS pump inlet, PTI ± 0.2 °C

Air temperature at CVS pump outlet, PTO ± 0.2 °C

Pressure depression at CVS pump inlet, PPI ± 0.22 kPa

Pressure head at CVS pump outlet, PPO ± 0.22 kPa

Pump revolutions during test period, n ± 1 min-1

53
Elapsed time for period (minimum 250 s), t ± 0.1 s

Figure A5/6

PDP calibration configuration

EDP
Variable-flow
Filter restrictor

ETI Laminar flow element,

LFE Surge control
valve (scrubber)
EPI
PPI
PTI
Temperature
indicator
PTO PPO

Manometer

Revolutions n
t
Elapsed time

3.4.2.5. After the system has been connected as shown in Figure A5/6., the variable restrictor shall be set in
the wide-open position and the CVS pump shall run for 20 minutes before starting the calibration.

3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments of pump
inlet depression (about 1 kPa) that will yield a minimum of six data points for the total calibration. The
system shall be allowed to stabilize for 3 minutes before the data acquisition is repeated.

3.4.2.5.2. The air flow rate Q s at each test point shall be calculated in standard m3/min from the flow
meter data using the manufacturer's prescribed method.

3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow V0 in m3/rev at absolute
pump inlet temperature and pressure.
Qs Tp 101.325 kPa
V0 = × ×
n 273.15 K Pp

where:

V0 is the pump flow rate at Tp and Pp , m3/rev;

54
Qs is the air flow at 101.325 kPa and 273.15 K (0 °C), m3/min;

Tp is the pump inlet temperature, Kelvin (K);

Pp is the absolute pump inlet pressure, kPa;

n is the pump speed, min-1.

3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the pump and the
pump slip rate, the correlation function x0 between the pump speed n, the pressure differential from pump
inlet to pump outlet and the absolute pump outlet pressure shall be calculated using the following
equation:

1 ∆Pp
x0 = �
n Pe

where:

x0 is the correlation function;

∆Pp is the pressure differential from pump inlet to pump outlet, kPa;

Pe absolute outlet pressure(PPO + Pb ), kPa.

A linear least squares fit shall be performed to generate the calibration equations having the following
form:

V0 = D0 − M × x0
n = A − B × ∆Pp

where B and M are the slopes, and A and D0 are the intercepts of the lines.

3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used. The calibration curves
generated for the ranges shall be approximately parallel and the intercept values, D0 shall increase as the
pump flow range decreases.

3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the measured value of V0 .
Values of M will vary from one pump to another. A calibration shall be performed at initial installation and
after major maintenance.

3.4.3. Calibration of a critical flow venturi (CFV)

3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi:
KvP
Qs =
√T
where:

Qs is the flow, m³/min;

55
Kv is the calibration coefficient;

P is the absolute pressure, kPa;

T is the absolute temperature, Kelvin (K).

Gas flow is a function of inlet pressure and temperature.

The calibration procedure described in paragraph 3.4.3.2. to 3.4.3.3.3.4. inclusive of this Sub-Annex
establishes the value of the calibration coefficient at measured values of pressure, temperature and air
flow.

3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and the following data
shall be within the limits of accuracy given:

Barometric pressure (corrected), Pb ± 0.03 kPa,

LFE air temperature, flow meter, ETI ± 0.15 °C,

Pressure depression upstream of LFE, EPI ± 0.01 kPa,

Pressure drop across LFE matrix, EDP ± 0.0015 kPa,

Air flow, Qs ± 0.5 per cent,

CFV inlet depression, PPI ± 0.02 kPa,

Temperature at venturi inlet, Tv ± 0.2 °C.

3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks. Any leaks between
the flow-measuring device and the critical flow venturi will seriously affect the accuracy of the calibration
and shall therefore be prevented.

56
Figure A5/7

CFV calibration configuration

EDP Variable-flow
Filter restrictor

Tv
LFE
ETI
PPI
EPI Thermometer

CFV

3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction device shall be
started and the system stabilized. Data from all instruments shall be collected.

3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical flow range
of the venturi shall be made.

3.4.3.3.3. The data recorded during the calibration shall be used in the following calculation:

3.4.3.3.3.1. The air flow rate, Qs at each test point shall be calculated from the flow meter data using
the manufacturer's prescribed method.

Values of the calibration coefficient shall be calculated for each test point:

Q s �Tv
Kv =
Pv
where:

Qs is the flow rate, m3/min at 273.15 K (0 °C) and 101.325, kPa;

Tv is the temperature at the venturi inlet, Kelvin (K);

Pv is the absolute pressure at the venturi inlet, kPa.

57
3.4.3.3.3.2. K v shall be plotted as a function of venturi inlet pressure Pv. For sonic flow K v will have a
relatively constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K v
decreases. These values of K v shall not be used for further calculations.

3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average K v and the
standard deviation shall be calculated.

3.4.3.3.3.4. If the standard deviation exceeds 0.3 per cent of the arithmetic average K v, corrective
action shall be taken.

3.4.4. Calibration of a subsonic venturi (SSV)

3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function
of inlet pressure and temperature, and the pressure drop between the SSV inlet and throat.

3.4.4.2. Data analysis

3.4.4.2.1. The airflow rate, Q SSV, at each restriction setting (minimum 16 settings) shall be calculated
in standard m /s from the flow meter data using the manufacturer's prescribed method. The discharge
3

coefficient, Cd , shall be calculated from the calibration data for each setting using the following equation:
QSSV
Cd =
1 1
d2V ×pp ×�� ×�r1.426
p −r1.713
p �� ��
T 1−r4 ×r1.426
D p

where:

QSSV is the airflow rate at standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s;

T is the temperature at the venturi inlet, Kelvin (K);

dV is the diameter of the SSV throat, m;

∆p
rp is the ratio of the SSV throat pressure to inlet absolute static pressure, 1 − ;
pp

rD is the ratio of the SSV throat diameter, dV, to the inlet pipe inner diameter D;

Cd is the discharge coefficient of the SSV;

pp is the absolute pressure at venturi inlet, kPa.

To determine the range of subsonic flow, Cd shall be plotted as a function of Reynolds number Re at the
SSV throat. The Reynolds number at the SSV throat shall be calculated using the following equation:
Q SSV
Re = A1 ×
dV × μ
where:

b × T1.5
μ=
S+T

58
 1 min mm
A1 is 25.55152 in SI, � � � � � �;
m3 s m

Q SSV is the airflow rate at standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s;

dV is the diameter of the SSV throat, m;

μ is the absolute or dynamic viscosity of the gas, kg/ms;

b is 1.458 × 106 (empirical constant), kg/ms K0.5;

S is 110.4 (empirical constant), Kelvin (K).

3.4.4.2.2. Because QSSV is an input to the Re equation, the calculations shall be started with an initial
guess for QSSV or Cd of the calibration venturi, and repeated until QSSV converges. The convergence method
shall be accurate to at least 0.1 per cent.

3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated values of Cd
from the resulting calibration curve fit equation shall be within ± 0.5 per cent of the measured Cd for each
calibration point.

3.4.5. Calibration of an ultrasonic flow meter (UFM)

3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter.

3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the test cell (diluted
exhaust piping, suction device) and checked for leaks. See Figure A5/8.

3.4.5.3. A heater shall be installed to condition the calibration flow in the event that the UFM system does
not include a heat exchanger.

3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed at temperatures
from room temperature to the maximum that will be experienced during vehicle testing.

3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating the electronic
portions (temperature (T) and pressure (P) sensors) of the UFM.

3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required and the following data
(in the case that a laminar flow element is used) shall be found within the limits of accuracy given:

Barometric pressure (corrected), Pb ± 0.03 kPa,

LFE air temperature, flow meter, ETI ± 0.15 °C,

Pressure depression upstream of LFE, EPI ± 0.01 kPa,

Pressure drop across (EDP) LFE matrix ± 0.0015 kPa,

Air flow, Qs ± 0.5 per cent,

UFM inlet depression, Pact ± 0.02 kPa,

Temperature at UFM inlet, Tact ± 0.2 °C.

59
3.4.5.7. Procedure

3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks. Any leaks
between the flow-measuring device and the UFM will seriously affect the accuracy of the calibration.

Figure A5/8

UFM calibration configuration

P T

Calibration
Heater UFM Flow Suction
flow meter valve device
(LFE, SSV)
Including the
The flow rate through the
necessary UFM can be set and
temperature and controlled by speed control of
pressure the flow and/or flow valve
sensors

3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow valve shall be
adjusted to provide the set flow for the validation and the system stabilised. Data from all instruments shall
be collected.

3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to increase the
temperature of the calibration air, allowed to stabilise and data from all the instruments recorded. The
temperature shall be increased in reasonable steps until the maximum expected diluted exhaust
temperature expected during the emissions test is reached.

3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or flow valve
shall be adjusted to the next flow setting that will be used for vehicle emissions testing after which the
calibration sequence shall be repeated.

3.4.5.8. The data recorded during the calibration shall be used in the following calculations. The air flow
rate Qs at each test point shall be calculated from the flow meter data using the manufacturer's prescribed
method.
Q reference
Kv =
Qs
where:

Qs is the air flow rate at standard conditions (101.325 kPa, 273.15 K (0 °C)), m3/s;

Q reference is the air flow rate of the calibration flow meter at standard conditions (101.325 kPa,
273.15 K (0 °C)), m3/s;

Kv is the calibration coefficient.

60
For UFM systems without a heat exchanger, K v shall be plotted as a function of Tact.

The maximum variation in K v shall not exceed 0.3 per cent of the arithmetic average K v value of all the
measurements taken at the different temperatures.

3.5. System verification procedure

3.5.1. General requirements

3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall be determined by
introducing a known mass of an emissions gas compound into the system whilst it is being operated under
normal test conditions and subsequently analysing and calculating the emission gas compounds according
to the equations of Sub-Annex 7. The CFO method described in paragraph 3.5.1.1.1. of this Sub-Annex and
the gravimetric method described in paragraph 3.5.1.1.2. of this Sub-Annex are both known to give
sufficient accuracy.

The maximum permissible deviation between the quantity of gas introduced and the quantity of gas
measured is± 2 per cent.

3.5.1.1.1. Critical flow orifice (CFO) method

The CFO method meters a constant flow of pure gas (CO, CO2, or C3H8) using a critical flow orifice device.

A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the CVS
system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q which is
restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical flow). The
CVS system shall be operated as in a normal exhaust emissions test and enough time shall be allowed for
subsequent analysis. The gas collected in the sample bag shall be analysed by the usual equipment
(paragraph 4.1. of this Sub- Annex) and the results compared to the concentration of the known gas
samples if deviations exceed 2 per cent, the cause of the malfunction shall be determined and corrected.

3.5.1.1.2. Gravimetric method

The gravimetric method weighs a quantity of pure gas (CO, CO2, or C3H8).

The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall be
determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust emissions test
conditions while the pure gas is injected into the system for a time sufficient for subsequent analysis. The
quantity of pure gas involved shall be determined by means of differential weighing. The gas accumulated
in the bag shall be analysed by means of the equipment normally used for exhaust gas analysis as described
in paragraph 4.1.). The results shall be subsequently compared to the concentration figures computed
previously. If deviations exceed ±2 per cent, the cause of the malfunction shall be determined and
corrected.

4. Emissions measurement equipment

4.1. Gaseous emissions measurement equipment

4.1.1. System overview

61
4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the dilution air shall be
collected for analysis.

4.1.1.2. The mass of gaseous emissions shall be determined from the proportional sample concentrations
and the total volume measured during the test. Sample concentrations shall be corrected to take into
account the respective compound concentrations in dilution air.

4.1.2. Sampling system requirements

4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction device.

With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM measurement
equipment) and paragraph 4.3. (PN measurement equipment), the dilute exhaust gas sample may be taken
downstream of the conditioning devices (if any).

4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of dilution air and diluted
exhaust in the CVS bags to allow concentration measurement and shall not exceed 0.3 per cent of the flow
rate of the dilute exhaust gases, unless the diluted exhaust bag fill volume is added to the integrated CVS
volume.

4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the filter if one is fitted).

4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the mixing area.

4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the dilute exhaust gases.

4.1.2.6. The materials used for the sampling operations shall be such as not to change the concentration of
the emissions compounds.

4.1.2.7. Filters may be used in order to extract the solid particles from the sample.

4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type.

4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way valves and the sample
bags, the connections sealing themselves automatically on the bag side. Other systems may be used for
conveying the samples to the analyser (e.g. three-way stop valves).

4.1.2.10. Sample storage

4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as not to impede
the sample flow.

4.1.2.10.2. The bag material shall be such as to affect neither the measurements themselves nor the
chemical composition of the gas samples by more than ± 2 per cent after 30 minutes (e.g., laminated
polyethylene/polyamide films, or fluorinated polyhydrocarbons).

4.1.3. Sampling systems

4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID)

4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and
pump. The sample shall be taken upstream of the heat exchanger (if fitted). The sampling probe shall be

62
installed at the same distance from the exhaust gas inlet as the particulate sampling probe and in such a
way that neither interferes with samples taken by the other. It shall have a minimum internal diameter of
4 mm.

4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ± 10 °C by the heating
system.

4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be determined
by integration of the second-by-second data divided by the phase or test duration.

4.1.3.1.4. The heated sampling line shall be fitted with a heated filter FH having a 99 per cent
efficiency for particles ≥ 0.3 μm to extract any solid particles from the continuous flow of gas required for
analysis.

4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall be no more
than 4 seconds.

4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to ensure a
representative sample, unless compensation for varying CVS volume flow is made.

4.1.3.2. NO or NO and NO2 sampling system (where applicable)

4.1.3.2.1. A continuous sample flow of diluted exhaust gas shall be supplied to the analyser.

4.1.3.2.2. The arithmetic average concentration of the NO or NO2 shall be determined by integration
of the second-by-second data divided by the phase or test duration.

4.1.3.2.3. The continuous NO or NO and NO2 measurement shall be used with a constant flow (heat
exchanger) system to ensure a representative sample, unless compensation for varying CVS volume flow is
made.

4.1.4. Analysers

4.1.4.1. General requirements for gas analysis

4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy required to
measure the concentrations of the exhaust gas sample compounds.

4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ± 2 per cent (intrinsic error
of analyser) disregarding the reference value for the calibration gases.

4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same range.

4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to have no effect
on the content of the compound in the gas stream.

4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO2) analysis

The analysers shall be of the non-dispersive infrared (NDIR) absorption type.

4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel

63
The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in equivalent
carbon atoms (C 1 ).

4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels

The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to
190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C 1 ).

4.1.4.5. Methane (CH4) analysis

The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a
flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane
or propane gas expressed equivalent to carbon atoms (C 1 ).

4.1.4.6. Nitrogen oxides (NOx) analysis

The analysers shall be of chemiluminescent (CLA) or non- dispersive ultra-violet resonance absorption
(NDUV) types.

4.1.4.7. Nitrogen oxide (NO) analysis (NO emission values are to be reported separately from NOx)

The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption

(NDUV) types.

4.1.4.8. Nitrogen dioxide (NO2) analysis (NO2 emission values are to be reported separately from NOx)

4.1.4.8.1. Measurement of NO from continuously diluted exhausts

4.1.4.8.1.1. A CLA analyser or a NDUV analyser may be used to measure the NO concentration continuously
from diluted exhaust.

4.1.4.8.1.2. The CLA analyser shall be calibrated (zero/calibrated) in the NO mode using the NO certified
concentration in the calibration gas cylinder with the NOx converter bypassed (if installed).

4.1.4.8.1.3. The NO2 concentration shall be determined by subtracting the NO concentration from the NOx
concentration in the CVS sample bags.

4.1.4.8.2. Measurement of NO2 from continuously diluted exhausts

4.1.4.8.2.1. A specific NO2 analyser (NDUV, QCL) may be used to measure the NO2 concentration
continuously from diluted exhaust.

4.1.4.8.2.2. The analyser shall be calibrated (zeroed/ calibrated) in the NO2 mode using the NO2 certified
concentration in the calibration gas cylinder.

4.1.5. Recommended system descriptions

4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling system.

64
Figure A5/9

Full flow exhaust dilution system schematic

Dilution air

Dilution air sample to:

- CVS bags

Dilution - PM sampling (optional)

airfilters

- continuous diluted exhaust analysers

- other sampling systems
- CVS bag sample (optional)

HFID

Dilution tunnel PDP, CFV, SSV, UFM

MC Flow meter and Vent

suction device
Vehicle
exhaust Heat
Mixing
device exchanger

PN PM
- CVS bag sampling
(optional)
- other sampling systems

4.1.5.2. Examples of system components are as listed below.

4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the diluted exhaust
gas/air mixture.

4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis.

4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted exhaust gas and
dilution air samples taken during the course of the test from sampling probes and flow of the gas samples
shall be such that, at the end of each test, the quantity of the samples is sufficient for analysis.

4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample bags or to the
outside vent.

4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves and the sample
bags. The coupling shall close automatically on the sampling bag side. As an alternative, other methods of
transporting the samples to the analyser may be used (three-way stopcocks, for instance).

4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air during the test.

4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted exhaust gas
(CFV-CVS only).

65
4.1.5.3. Additional components required for hydrocarbon sampling using a heated flame ionization detector
(HFID) as shown in Figure A5/10.

4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane as the
particulate and particle sample probes.

4.1.5.3.2. Heated filter located after the sampling point and before the HFID.

4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the HFID.

4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon concentrations.

4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the HFID.

Figure A5/10

Components required for hydrocarbon sampling using an HFID

66
4.2. PM measurement equipment

4.2.1. Specification

4.2.1.1. System overview

4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in the dilution
tunnel, a particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate regulators and measuring
units. See Figures A5/11, A5/12 and A5/13.

4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used. In such case, it is
recommended that it be employed upstream of the filter holder.

Figure A5/11

Alternative particulate sampling probe configuration

67
4.2.1.2. General requirements

4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged within the dilution
tunnel so that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture
and shall be upstream of a heat exchanger (if any).

4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow of diluted
exhaust gas in the dilution tunnel to within a tolerance of ± 5 per cent of the particulate sample flow rate.
The verification of the proportionality of the particulate sampling shall be made during the commissioning
of the system and as required by the approval authority.

4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above 20 °C and
below 52 °C within 20 cm upstream or downstream of the particulate sampling filter face. Heating or
insulation of components of the particulate sampling system to achieve this is permitted.

In the event that the 52 °C limit is exceeded during a test where periodic regeneration event does not
occur, the CVS flow rate shall be increased or double dilution shall be applied (assuming that the CVS flow
rate is already sufficient so as not to cause condensation within the CVS, sample bags or analytical system).

4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a holder in the
sampled dilute exhaust gas flow.

4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the
filter holder that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition
or alteration of the particulate. All parts shall be made of electrically conductive materials that do not react
with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects.

4.2.1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for
a heat exchanger and a temperature control device as specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of this
Sub-Annex, so as to ensure that the flow rate in the system is constant and the sampling rate accordingly
proportional.

4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an accuracy of ±1 °C
and a response time (t 90 – t10) of 15 seconds or less.

4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy of
± 2.5 per cent of reading or ± 1.5 per cent full scale, whichever is the least.

The accuracy specified above of the sample flow from the CVS tunnel is also applicable where double
dilution is used. Consequently, the measurement and control of the secondary dilution air flow and diluted
exhaust flow rates through the filter shall be of a higher accuracy.

4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a frequency of
1 Hz or faster. Typically these would include:

(a) Diluted exhaust temperature at the particulate sampling filter;

(b) Sampling flow rate;

(c) Secondary dilution air flow rate (if secondary dilution is used);

68
(d) Secondary dilution air temperature (if secondary dilution is used).

4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred from the
dilution tunnel Vep defined in paragraph 3.3.2. of Sub-Annex 7 in the equation is not measured directly but
determined by differential flow measurement.

The accuracy of the flow meters used for the measurement and control of the double diluted exhaust
passing through the particulate sampling filters and for the measurement/control of secondary dilution air
shall be sufficient so that the differential volume Vep shall meet the accuracy and proportional sampling
requirements specified for single dilution.

The requirement that no condensation of the exhaust gas occur in the CVS dilution tunnel, diluted exhaust
flow rate measurement system, CVS bag collection or analysis systems shall also apply in the case that
double dilution systems are used.

4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system shall be
subjected to a linearity verification as required by the instrument manufacturer.

Figure A5/12

Particulate sampling system

69
70
Figure A5/13

Double dilution particulate sampling system

4.2.1.3. Specific requirements

4.2.1.3.1. Sample probe

4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance specified in
paragraph 4.2.1.3.1.4. of this Sub-Annex. It is recommended that this performance be achieved by the use
of a sharp-edged, open-ended probe facing directly into the direction of flow plus a pre-classifier (cyclone
impactor, etc.). An appropriate sample probe, such as that indicated in Figure A5/11, may alternatively be
used provided it achieves the pre-classification performance specified in paragraph 4.2.1.3.1.4. of this Sub-
Annex.

4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream of the exhaust
gas inlet to the tunnel and have an internal diameter of at least 8 mm.

If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that
probe shall be split into identical sub-flows to avoid sampling artefacts.

If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the
direction of flow. Probes shall be equally spaced around the central longitudinal axis of the dilution tunnel,
with a spacing between probes of at least 5 cm.

71
4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters,
but shall not exceed 2,000 mm.

4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder
assembly. The pre-classifier 50 per cent cut point particle diameter shall be between 2.5 μm and 10 μm at
the volumetric flow rate selected for sampling PM. The pre-classifier shall allow at least 99 per cent of the
mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier
at the volumetric flow rate selected for sampling PM.

4.2.1.3.2. Particle transfer tube (PTT)

Any bends in the PTT shall be smooth and have the largest possible radii.

4.2.1.3.3. Secondary dilution

4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM measurement may
be diluted at a second stage, subject to the following requirements:

4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing particles in
the most penetrating particle size of the filter material by ≥ 99.95 per cent, or through a HEPA filter of at
least class H13 of EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before being passed
to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA
filter and after the charcoal scrubber, if used.

4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the outlet of the
diluted exhaust from the dilution tunnel as possible.

4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the filter face shall
be at least 0.25 seconds, but no longer than 5 seconds.

4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample return shall
be selected so that it does not interfere with the extraction of other samples from the CVS.

4.2.1.3.4. Sample pump and flow meter

4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow
measuring units.

4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ± 3 °C
except:

(a) When the sampling flow meter has real time monitoring and flow control operating at a frequency
of 1 Hz or faster;

(b) During regeneration tests on vehicles equipped with periodically regenerating after-treatment
devices.

Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be
invalidated. When it is repeated, the flow rate shall be decreased.

4.2.1.3.5. Filter and filter holder

72
4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall
open and close within 1 second of the start and end of test.

4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value within the range
20 cm/s to 105 cm/s and shall be set at the start of the test so that 105 cm/s will not be exceeded when the
dilution system is being operated with sampling flow proportional to CVS flow rate.

4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall be used.

All filter types shall have a 0.3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS
68037-01-4 collection efficiency of at least 99 per cent at a gas filter face velocity of 5.33 cm/s measured
according to one of the following standards:

(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 102.8: DOP-Smoke
Penetration of Aerosol-Filter Element;

(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 502.1.1: DOP-Smoke
Penetration of Gas-Mask Canisters;

(c) Institute of Environmental Sciences and Technology, IEST-RP-CC021: Testing HEPA and ULPA Filter
Media.

4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow distribution across
the filter stain area. The filter shall be round and have a stain area of at least 1,075 mm2.

4.2.2. Weighing chamber (or room) and analytical balance specifications

4.2.2.1. Weighing chamber (or room) conditions

(a) The temperature of the weighing chamber (or room) in which the particulate sampling filters are
conditioned and weighed shall be maintained to within 22 °C ± 2 °C (22 °C ± 1 °C if possible) during all filter
conditioning and weighing.

(b) Humidity shall be maintained at a dew point of less than 10.5 °C and a relative humidity of 45 per
cent ± 8 per cent.

(c) Limited deviations from weighing chamber (or room) temperature and humidity specifications shall
be permitted provided their total duration does not exceed 30 minutes in any one filter conditioning
period.

(d) The levels of ambient contaminants in the weighing chamber (or room) environment that would
settle on the particulate sampling filters during their stabilisation shall be minimised.

(e) During the weighing operation no deviations from the specified conditions are permitted.

4.2.2.2. Linear response of an analytical balance

The analytical balance used to determine the filter weight shall meet the linearity
verification criteria of Table A5/1 applying a linear regression. This implies a
precision of at least ±2 µg and a resolution of at least 1 µg (1 digit = 1 µg). At least

73
 4 equally-spaced reference weights shall be tested. The zero value shall be within
±1µg.

Table A5/1
Analytical balance verification criteria

Standard error
Measurement of estimate ( Coefficient of
system Intercept a0 Slope a1 SEE) determination r2
Particulate ≤ 1 µg 0,99 – 1,01 ≤ 1per cent ≥ 0,998';
balance max

4.2.2.3. Elimination of static electricity effects

The effects of static electricity shall be nullified. This may be achieved by grounding the balance through
placement upon an antistatic mat and neutralization of the particulate sampling filters prior to weighing
using a polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may be
achieved through equalization of the static charge.

4.2.2.4. Buoyancy correction

The sample and reference filter weights shall be corrected for their buoyancy in air. The buoyancy
correction is a function of sampling filter density, air density and the density of the balance calibration
weight, and does not account for the buoyancy of the particulate matter itself.

If the density of the filter material is not known, the following densities shall be used:

(a) PTFE coated glass fibre filter: 2,300 kg/m3;

(b) PTFE membrane filter: 2,144 kg/m3;

(c) PTFE membrane filter with polymethylpentene support ring: 920 kg/m3.

For stainless steel calibration weights, a density of 8,000 kg/m³ shall be used. If the material of the
calibration weight is different, its density shall be known and be used. International Recommendation OIML
R 111-1 Edition 2004(E) (or equivalent) from International Organization of Legal Metrology on calibration
weights should be followed.

The following equation shall be used:

ρ
1 − ρa
w
mf = muncorr × � ρ �
1 − ρa
f

where:

Pef is the corrected particulate sample mass, mg;

Peuncorr is the uncorrected particulate sample mass, mg;

74
ρa is the density of the air, kg/m3;

ρw is the density of balance calibration weight, kg/m3;

ρf is the density of the particulate sampling filter, kg/m3.

The density of the air ρa shall be calculated using the following equation:
pb ×Mmix
ρa =
R ×Ta

pb is the total atmospheric pressure, kPa;

Ta is the air temperature in the balance environment, Kelvin (K);

Mmix is the molar mass of air in a balanced environment, 28.836 g mol-1;

R is the molar gas constant, 8.3144 J mol-1 K-1.

4.3. PN measurement equipment

4.3.1. Specification

4.3.1.1. System overview

4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point extracting a sample
from a homogenously mixed flow in a dilution system, a volatile particle remover (VPR) upstream of a
particle number counter (PNC) and suitable transfer tubing. See Figure A5/14.

4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone, impactor, etc.) be
located prior to the inlet of the VPR. The PCF 50 per cent cut point particle diameter shall be between
2.5 µm and 10 µm at the volumetric flow rate selected for particle sampling. The PCF shall allow at least
99 per cent of the mass concentration of 1 µm particles entering the PCF to pass through the exit of the PCF
at the volumetric flow rate selected for particle sampling.

A sample probe acting as an appropriate size-classification device, such as that shown in Figure A5/11, is an
acceptable alternative to the use of a PCF.

4.3.1.2. General requirements

4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the case that a
double dilution system is used, the particle sampling point shall be located within the primary dilution
system.

4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle transfer system
(PTS). The PTS conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet
the following conditions:

(a) The sampling probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas
inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel;

(b) The sampling probe shall be upstream of any conditioning device (e.g. heat exchanger);

75
(c) The sampling probe shall be positioned within the dilution tunnel so that the sample is taken from a
homogeneous diluent/exhaust mixture.

4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions:

(a) In the case that a full flow exhaust dilution system, is used it shall have a flow Reynolds number, Re,
lower than 1,700;

(b) In the case that a double dilution system is used, it shall have a flow Reynolds number Re lower
than 1,700 in the PTT i.e. downstream of the sampling probe or point;

(c) Shall have a residence time ≤ 3 seconds.

4.3.1.2.1.3. Any other sampling configuration for the PTS for which equivalent particle penetration at
30 nm can be demonstrated shall be considered acceptable.

4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet of the PNC,
shall have the following properties:

(a) An internal diameter ≥ 4mm;

(b) A sample gas flow residence time of ≤ 0.8 seconds.

4.3.1.2.1.5. Any other sampling configuration for the OT for which equivalent particle penetration at
30 nm can be demonstrated shall be considered acceptable.

4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle removal.

4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust pipe up to the
PNC, which are in contact with raw and diluted exhaust gas, shall be designed to minimize deposition of the
particles. All parts shall be made of electrically conductive materials that do not react with exhaust gas
components, and shall be electrically grounded to prevent electrostatic effects.

4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling practice that includes
the avoidance of sharp bends and abrupt changes in cross-section, the use of smooth internal surfaces and
the minimization of the length of the sampling line. Gradual changes in the cross-section are permitted.

4.3.1.3. Specific requirements

4.3.1.3.1. The particle sample shall not pass through a pump before passing through the PNC.

4.3.1.3.2. A sample pre-classifier is recommended.

4.3.1.3.3. The sample preconditioning unit shall:

(a) Be capable of diluting the sample in one or more stages to achieve a particle number concentration
below the upper threshold of the single particle count mode of the PNC and a gas temperature below 35 °C
at the inlet to the PNC;

(b) Include an initial heated dilution stage that outputs a sample at a temperature of ≥ 150 °C
and ≤ 350 °C ± 10 °C, and dilutes by a factor of at least 10;

76
(c) Control heated stages to constant nominal operating temperatures, within the range ≥ 150 °C and
≤ 400 °C ± 10 °C;

(d) Provide an indication of whether or not heated stages are at their correct operating temperatures;

(e) Be designed to achieve a solid particle penetration efficiency of at least 70 per cent for particles of
100 nm electrical mobility diameter;

(f) Achieve a particle concentration reduction factor fr (di ) for particles of 30 nm and 50 nm electrical
mobility diameters that is no more than 30 per cent and 20 per cent respectively higher, and no more than
5 per cent lower than that for particles of 100 nm electrical mobility diameter for the VPR as a whole;

The particle concentration reduction factor at each particle size fr (di ) shall be calculated using the
following equation:
Nin (di )
fr (di ) =
Nout (di )
where:

Nin (di ) is the upstream particle number concentration for particles of diameter di ;

Nout (di ) is the downstream particle number concentration for particles of diameter di ;

di is the particle electrical mobility diameter (30, 50 or 100 nm).

Nin (di ) and Nout (di ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor at a given dilution setting f�r shall be
calculated using the following equation:
fr (30 nm) + fr (50 nm) + fr (100 nm)
f�r =
3
It is recommended that the VPR is calibrated and validated as a complete unit;

(g) Be designed according to good engineering practice to ensure particle concentration reduction
factors are stable across a test;

(h) Also achieve > 99.0 per cent vaporization of 30 nm tetracontane (CH3(CH2)38CH3) particles, with an
inlet concentration of ≥ 10,000 per cm³, by means of heating and reduction of partial pressures of the
tetracontane.

4.3.1.3.4. The PNC shall:

(a) Operate under full flow operating conditions;

(b) Have a counting accuracy of ± 10 per cent across the range 1 per cm³ to the upper threshold of the
single particle count mode of the PNC against a suitable traceable standard. At concentrations below
100 per cm³, measurements averaged over extended sampling periods may be required to demonstrate the
accuracy of the PNC with a high degree of statistical confidence;

77
(c) Have a resolution of at least 0.1 particles per cm³ at concentrations below 100 per cm³;

(d) Have a linear response to particle number concentrations over the full measurement range in
single particle count mode;

(e) Have a data reporting frequency equal to or greater than a frequency of 0.5Hz;

(f) Have a t90 response time over the measured concentration range of less than 5 seconds;

(g) Incorporate a coincidence correction function up to a maximum 10 per cent correction, and may
make use of an internal calibration factor as determined in paragraph 5.7.1.3.of this Sub-Annex but shall
not make use of any other algorithm to correct for or define the counting efficiency;

(h) Have counting efficiencies at the different particle sizes as specified in Table A5/2.

Table A5/2

PNC counting efficiency

Particle size electrical mobility diameter PNC counting efficiency (per cent)
(nm)

23 ± 1 50 ± 12

41 ± 1 > 90

4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by
the instrument manufacturer.

4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow rate is controlled,
the pressure and/or temperature at the PNC inlet shall be measured for the purposes of correcting particle
number concentration measurements to standard conditions.

4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t90 response time of the PNC
shall be no greater than 20 seconds.

4.3.1.4. Recommended system description

The following paragraph contains the recommended practice for measurement of PN. However, systems
meeting the performance specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this Sub-Annex are
acceptable.

78
Figure A5/14

A recommended particle sampling system

OT

4.3.1.4.1. Sampling system description

4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle sampling point
in the dilution system, a PTT, a PCF, and a VPR, upstream of the PNC unit.

4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle number diluters: PND1 and PND2)
and particle evaporation (evaporation tube, ET).

4.3.1.4.1.3. The sampling probe or sampling point for the test gas flow shall be arranged within the
dilution tunnel so that a representative sample gas flow is taken from a homogeneous diluent/exhaust
mixture.

5. Calibration intervals and procedures

5.1. Calibration intervals

Table A5/3

Instrument calibration intervals

Instrument checks Interval Criterion

Gas analyser linearization Every 6 months ± 2 per cent of reading

(calibration)

Mid span Every 6 months ± 2 per cent

CO NDIR: Monthly -1 to 3 ppm

79
CO2/H2O interference

NOx converter check Monthly > 95 per cent

CH4 cutter check Yearly 98 per cent of ethane

FID CH4 response Yearly See paragraph 5.4.3. of

this Sub-Annex

FID air/fuel flow At major maintenance According to instrument

manufacturer.

NO/NO2 NDUV: At major maintenance According to instrument

manufacturer.
H2O, HC interference

QCL Yearly or at major According to instrument

maintenance manufacturer.

GC methods See paragraph 7.2. of this See paragraph 7.2. of this

Sub-Annex Sub-Annex

LC methods Yearly or at major According to instrument

maintenance manufacturer.

Photoacoustics Yearly or at major According to instrument

maintenance manufacturer.

FTIR: linearity verification Within 370 days before See NH3 and N2O
testing and after major procedures or paragraph
maintenance 7.1 of Sub-Annex 5 of
GTR 15

PNC (particle number See paragraph 5.7.1.1. of See paragraph 5.7.1.3. of

counter) this Sub-Annex this Sub-Annex

VPR (volatile particle See paragraph 5.7.2.1. of See paragraph 5.7.2. of

remover) this Sub-Annex this Sub-Annex

80
Table A5/4

Constant volume sampler (CVS) calibration intervals

CVS Interval Criterion

CVS flow After overhaul ± 2 per cent

Dilution flow Yearly ± 2 per cent

Temperature sensor Yearly ± 1 °C

Pressure sensor Yearly ± 0.4 kPa

Injection check Weekly ± 2 per cent

Table A5/5

Environmental data calibration intervals

Climate Interval Criterion

Temperature Yearly ± 1 °C

Moisture dew Yearly ± 5 per cent RH

Ambient pressure Yearly ± 0.4 kPa

Cooling fan After overhaul According to paragraph

1.1.1. of this Sub-Annex

5.2. Analyser calibration procedures

5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer or at least as often as
specified in Table A5/3.

5.2.2. Each normally used operating range shall be linearized by the following procedure:

5.2.2.1. The analyser linearization curve shall be established by at least five calibration points spaced as
uniformly as possible. The nominal concentration of the calibration gas of the highest concentration shall
be not less than 80 per cent of the full scale.

5.2.2.2. The calibration gas concentration required may be obtained by means of a gas divider, diluting with
purified N2 or with purified synthetic air.

81
5.2.2.3. The linearization curve shall be calculated by the least squares method. If the resulting polynomial
degree is greater than 3, the number of calibration points shall be at least equal to this polynomial degree
plus 2.

5.2.2.4. The linearization curve shall not differ by more than ± 2 per cent from the nominal value of each
calibration gas.

5.2.2.5. From the trace of the linearization curve and the linearization points it is possible to verify that the
calibration has been carried out correctly. The different characteristic parameters of the analyser shall be
indicated, particularly:

(a) Analyser and gas component;

(b) Range;

(c) Date of linearisation.

5.2.2.6. If the approval authority is satisfied that alternative technologies (e.g. computer, electronically
controlled range switch, etc.) give equivalent accuracy, these alternatives may be used.

5.3. Analyser zero and calibration verification procedure

5.3.1. Each normally used operating range shall be checked prior to each analysis in accordance with
paragraphs 5.3.1.1. and 5.3.1.2. of this Sub-Annex

5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration gas in accordance
with paragraph 2.14.2.3. of Sub-Annex 6.

5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-checking in accordance with
paragraph 2.14.2.4. of Sub-Annex 6.

5.4. FID hydrocarbon response check procedure

5.4.1. Detector response optimization

The FID shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used on the
most common operating range.

5.4.2. Calibration of the HC analyser

5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.

5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this Sub-Annex shall be established.

5.4.3. Response factors of different hydrocarbons and recommended limits

5.4.3.1. The response factor R f for a particular hydrocarbon compound is the ratio of the FID C1 reading to
the gas cylinder concentration, expressed as ppm C1.

The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of full-
scale deflection for the operating range. The concentration shall be known to an accuracy of ± 2 per cent in

82
reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be
preconditioned for 24 hours at a temperature between 20 and 30 °C.

5.4.3.2. Response factors shall be determined when introducing an analyser into service and at major
service intervals thereafter. The test gases to be used and the recommended response factors are:

Propylene and purified air: 0.90 < R f < 1.10

Toluene and purified air: 0.90 < R f < 1.10

These are relative to an R f of 1.00 for propane and purified air.

5.5. NOx converter efficiency test procedure

5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described below, the efficiency of
converters for the conversion of NO2 into NO shall be tested by means of an ozonator as follows:

5.5.1.1. The analyser shall be calibrated in the most common operating range following the manufacturer's
specifications using zero and calibration gas (the NO content of which shall amount to approximately
80 per cent of the operating range and the NO2 concentration of the gas mixture shall be less than
5 per cent of the NO concentration). The NOx analyser shall be in the NO mode so that the calibration gas
does not pass through the converter. The indicated concentration shall be included in all relevant test
sheets.

5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the calibration gas flow until
the concentration indicated is approximately 10 per cent less than the indicated calibration concentration
given in paragraph 5.5.1.1. of this Sub-Annex. The indicated concentration (c) shall be included in all
relevant test sheets. The ozonator shall be kept deactivated throughout this process.

5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the NO concentration
down to 20 per cent (minimum 10 per cent) of the calibration concentration given in paragraph 5.5.1.1. of
this Sub-Annex. The indicated concentration (d) shall be included all relevant test sheets.

5.5.1.4. The NOx analyser shall be subsequently switched to the NOx mode, whereby the gas mixture
(consisting of NO, NO2, O2 and N2) now passes through the converter. The indicated concentration (a) shall
be included in all relevant test sheets.

5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in paragraph 5.5.1.2. of this
Sub-Annex shall pass through the converter into the detector. The indicated concentration (b) shall be
included in all relevant test sheets.

83
Figure A5/15

NOx converter efficiency test configuration

5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be shut off. The NO2 reading
of the analyser shall then be no more than 5 per cent above the figure given in paragraph 5.5.1.1. of this
Sub-Annex.

5.5.1.7. The per cent efficiency of the NOx converter shall be calculated using the concentrations a, b, c and
d determined in paragraphs 5.5.1.2. to 5.5.1.5. of this Sub-Annex inclusive using the following equation:
a−b
Efficiency = �1 + � × 100
c−d
The efficiency of the converter shall not be less than 95 per cent. The efficiency of the converter shall be
tested in the frequency defined in Table A5/3.

5.6. Calibration of the microgram balance

The calibration of the microgram balance used for particulate sampling filter weighing shall be traceable to
a national or international standard. The balance shall comply with the linearity requirements given in
paragraph 4.2.2.2. The linearity verification shall be performed at least every 12 months or whenever a
system repair or change is made that could influence the calibration.

5.7. Calibration and validation of the particle sampling system

Examples of calibration/validation methods are available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/pmpFCP.html.

5.7.1. Calibration of the PNC

84
5.7.1.1. The approval authority shall ensure the existence of a calibration certificate for the PNC
demonstrating compliance with a traceable standard within a 13-month period prior to the emissions test.
Between calibrations either the counting efficiency of the PNC shall be monitored for deterioration or the
PNC wick shall be routinely changed every 6 months. See Figures A5/16 and A5/17. PNC counting efficiency
may be monitored against a reference PNC or against at least two other measurement PNCs. If the PNC
reports particle number concentrations within ± 10 per cent of the arithmetic average of the
concentrations from the reference PNC, or a group of two or more PNCs, the PNC shall subsequently be
considered stable, otherwise maintenance of the PNC is required. Where the PNC is monitored against two
or more other measurement PNCs, it is permitted to use a reference vehicle running sequentially in
different test cells each with its own PNC.

Figure A5/16

Nominal PNC annual sequence

Figure A5/17

Extended PNC annual sequence (in the case that a full PNC calibration is delayed)

5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued following any major
maintenance.

5.7.1.3. Calibration shall be traceable to a national or international standard calibration method by

comparing the response of the PNC under calibration with that of:

(a) A calibrated aerosol electrometer when simultaneously sampling electrostatically classified

calibration particles; or

(b) A second PNC that has been directly calibrated by the method described above.

85
5.7.1.3.1. In paragraph 5.7.1.3. (a) of this Sub-Annex, calibration shall be undertaken using at least six
standard concentrations spaced as uniformly as possible across the PNC’s measurement range.

5.7.1.3.2. In paragraph 5.7.1.3. (b) of this Sub-Annex, calibration shall be undertaken using at least six
standard concentrations across the PNC’s measurement range. At least 3 points shall be at concentrations
below 1,000 per cm³, the remaining concentrations shall be linearly spaced between 1,000 per cm³ and the
maximum of the PNC’s range in single particle count mode.

5.7.1.3.3. In paragraphs 5.7.1.3.(a) and 5.7.1.3.(b) of this Sub-Annex, the selected points shall include
a nominal zero concentration point produced by attaching HEPA filters of at least class H13 of EN
1822:2008, or equivalent performance, to the inlet of each instrument. With no calibration factor applied
to the PNC under calibration, measured concentrations shall be within ± 10 per cent of the standard
concentration for each concentration, with the exception of the zero point, otherwise the PNC under
calibration shall be rejected. The gradient from a linear least squares regression of the two data sets shall
be calculated and recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to
the PNC under calibration. Linearity of response is calculated as the square of the Pearson product moment
correlation coefficient (r) of the two data sets and shall be equal to or greater than 0.97. In calculating both
the gradient and r2, the linear regression shall be forced through the origin (zero concentration on both
instruments).

5.7.1.4. Calibration shall also include a check, according to the requirements of paragraph 4.3.1.3.4.(h) of
this Sub-Annex, on the PNC’s detection efficiency with particles of 23 nm electrical mobility diameter. A
check of the counting efficiency with 41 nm particles is not required.

5.7.2. Calibration/validation of the VPR

5.7.2.1. Calibration of the VPR’s particle concentration reduction factors across its full range of dilution
settings, at the instrument’s fixed nominal operating temperatures, shall be required when the unit is new
and following any major maintenance. The periodic validation requirement for the VPR’s particle
concentration reduction factor is limited to a check at a single setting, typical of that used for measurement
on particulate filter-equipped vehicles. The approval authority shall ensure the existence of a calibration or
validation certificate for the VPR within a 6-month period prior to the emissions test. If the VPR
incorporates temperature monitoring alarms, a 13 month validation interval is permitted.

It is recommended that the VPR is calibrated and validated as a complete unit.

The VPR shall be characterised for particle concentration reduction factor with solid particles of 30, 50 and
100 nm electrical mobility diameter. Particle concentration reduction factors fr (d) for particles of 30 nm
and 50 nm electrical mobility diameters shall be no more than 30 per cent and 20 per cent higher
respectively, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility
diameter. For the purposes of validation, the arithmetic average of the particle concentration reduction
factor shall be within ± 10 per cent of the arithmetic average particle concentration reduction factor f�r
determined during the primary calibration of the VPR.

5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electrical
mobility diameter and a minimum concentration of 5,000 particles per cm³ at the VPR inlet. As an option, a
polydisperse aerosol with an electrical mobility median diameter of 50 nm may be used for validation. The

86
test aerosol shall be thermally stable at the VPR operating temperatures. Particle number concentrations
shall be measured upstream and downstream of the components.

The particle concentration reduction factor for each monodisperse particle size, fr (di ), shall be calculated
using the following equation:
Nin (di )
fr (di ) =
Nout (di )
where:

Nin (di ) is the upstream particle number concentration for particles of diameter di ;

Nout (di ) is the downstream particle number concentration for particles of diameter di ;

di is the particle electrical mobility diameter (30, 50 or 100 nm).

Nin (di ) and Nout (di ) shall be corrected to the same conditions.

The arithmetic average particle concentration reduction factor f�r at a given dilution setting shall be
calculated using the following equation:
fr (30nm) + fr (50nm) + fr (100nm)
f�r =
3
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic average particle concentration
reduction factor f�v at the dilution setting used for validation shall be calculated using the following
equation:
Nin
f�v =
Nout
where:

Nin is the upstream particle number concentration;

Nout is the downstream particle number concentration.

5.7.2.3. The VPR shall demonstrate greater than 99.0 per cent removal of tetracontane (CH3(CH2)38CH3)
particles of at least 30 nm electrical mobility diameter with an inlet concentration ≥ 10,000 per cm³ when
operated at its minimum dilution setting and manufacturers recommended operating temperature.

5.7.3. PN measurement system check procedures

On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC
nominal flow rate when checked with a calibrated flow meter.

5.8. Accuracy of the mixing device

In the case that a gas divider is used to perform the calibrations as defined in paragraph 5.2. of this
Sub-Annex, the accuracy of the mixing device shall be such that the concentrations of the diluted
calibration gases may be determined to within ± 2 per cent. A calibration curve shall be verified by a mid-

87
span check as described in paragraph 5.3. of this Sub-Annex. A calibration gas with a concentration below
50 per cent of the analyser range shall be within 2 per cent of its certified concentration.

6. Reference gases

6.1. Pure gases

6.1.1. All values in ppm mean volume-ppm (vpm)

6.1.2. The following pure gases shall be available, if necessary, for calibration and operation:

6.1.2.1. Nitrogen:

Purity: ≤ 1 ppm C1, ≤1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO, ≤0,1 ppm N2O, ≤0,1 ppm NH3.

6.1.2.2. Synthetic air:

Purity: ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2, ≤0,1 ppm NO, ≤0,1 ppm NO2; oxygen content between 18
and 21 per cent volume.

6.1.2.3. Oxygen:

Purity: > 99.5 per cent vol. O2;

6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):

Purity: ≤ 1 ppm C1, ≤ 400 ppm CO2; hydrogen content between 39 and 41 per cent volume;

6.1.2.5. Carbon monoxide:

Minimum purity 99.5 per cent;

6.1.2.6. Propane:

Minimum purity 99.5 per cent.

6.2. Calibration gases

The true concentration of a calibration gas shall be within ±1 per cent of the stated value or as given below,
and shall be traceable to national or international standards.

Mixtures of gases having the following compositions shall be available with bulk gas specifications
according to paragraphs 6.1.2.1. or 6.1.2.2. of this Sub-Annex:

(a) C3H8 in synthetic air (see paragraph 6.1.2.2. of this Sub-Annex);

(b) CO in nitrogen;

(c) CO2 in nitrogen;

(d) CH4 in synthetic air;

(e) NO in nitrogen (the amount of NO2 contained in this calibration gas shall not exceed 5 per cent of
the NO content)

88
(f) NO2 in synthetic air or nitrogen (Tolerance: ±2 per cent)

(g) N2O in nitrogen (Tolerance: ±2 per cent ot 0.25 ppm, whichever is greater)

(h) NH3 in nitrogen (Tolerance: ±3 per cent)

Sub-Annex 6

WLTC+ test procedures and test conditions

1. Test procedures and test conditions

1.1 Description of tests

1.1.1. The WLTC+ test is used to verify the emissions of gaseous compounds, particulate matter, particle
number, CO2 mass emission, fuel consumption, electric energy consumption and electric ranges.

1.1.1.1. The tests shall be carried out according to the method described in paragraph 1.2. of this Sub-
Annex or paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell

89
hybrid vehicles. Exhaust gases, particulate matter and particles shall be sampled and analysed by the
prescribed methods.

1.1.2. The limit values are the maximum allowed ones for the respective pollutants and GHG emissions as
specified in GNT_Test_performance_limits

1.1.2.1. [Reserved]

1.1.2.2. The test results shall be the values after the REESS energy change-based correction is applied.

1.1.2.3. [Reserved]

1.1.2.3.1. [Reserved]

1.1.2.3.2. [Reserved]

1.1.2.3.3. [Reserved]

1.1.2.3.4. [Reserved]

1.1.2.3.5. [Reserved]

1.1.2.3.6. [Reserved]

1.1.2.3.7. [Reserved]

1.1.2.3.8. [Reserved]

1.1.2.3.8.1. [Reserved]

1.1.2.3.8.2. [Reserved]

1.1.2.3.9. [Reserved]

1.1.2.4. Determination of phase-specific values

1.1.2.4.1. [Reserved]

1.1.2.4.2. Phase-specific values for fuel consumption

1.1.2.4.2.1. The fuel consumption value shall be calculated by the phase-specific CO2 mass emission.

1.1.2.4.3. Phase-specific value for electric energy consumption

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

1.2. WLTC+ test conditions

1.2.1. Overview

1.2.1.1. The WLTC+ test shall consist of prescribed sequences of dynamometer preparation, fuelling,
soaking, and operating conditions.

90
1.2.1.2. The WLTC+ test shall consist of vehicle operation on a chassis. A proportional part of the diluted
exhaust emissions shall be collected continuously for subsequent analysis using a constant volume sampler.

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

1.2.1.3.1. Background particulate measurement

1.2.1.3.1.1. [Reserved]

1.2.1.3.1.1.1. [Reserved]

1.2.1.3.1.1.2. [Reserved]

1.2.1.3.1.1.3. [Reserved]

1.2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered
dilution air through the particulate background filter. This shall be drawn from a point immediately
downstream of the dilution air filters. Background levels in g/m3 shall be determined as a rolling
arithmetic average of at least 14 measurements with at least one measurement per week.

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

1.2.1.3.2. Background particle number determination

1.2.1.3.2.1. [Reserved]

1.2.1.3.2.1.1. [Reserved]

1.2.1.3.2.1.2. [Reserved]

1.2.1.3.2.1.3. [Reserved]

1.2.1.3.2.2. Dilution air background particle number level shall be determined by sampling filtered
dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the PN
measurement system. Background levels in particles per cm³ shall be determined as a rolling arithmetic
average of least 14 measurements with at least one measurement per week.

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

1.2.2. General test cell equipment

91
1.2.2.1. Parameters to be measured

1.2.2.1.1. The following temperatures shall be measured with an accuracy of ± 1.5 °C:

(a) Test cell ambient air;

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

1.2.2.1.2. Atmospheric pressure shall be measurable with a resolution of ± 0.1 kPa.

1.2.2.1.3. Specific humidity H shall be measurable with a resolution of ± 1 g H2O/kg dry air.

1.2.2.2. Test cell and soak area

1.2.2.2.1. Test cell

1.2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value
shall be within ± 3 °C. The air temperature and humidity shall be measured at the test cell’s cooling fan
outlet at a minimum frequency of 1 Hz. For the temperature at the start of the test, see paragraph 1.2.8.1.
in Sub-Annex 6.

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

5.5 ≤ H ≤ 12.2 (g H2O/kg dry air)

1.2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 1 Hz.

1.2.2.2.2. Soak area

The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be
within ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the
set point. The temperature shall be measured continuously at a minimum frequency of 1 Hz.

1.2.3. Test vehicle

1.2.3.1. General

The test vehicle shall conform in all its components with the production series.

For the measurement of emissions, the road load as determined in according with GNT_Driving_Resistance
test procedure.

1.2.3.2. [Reserved]

1.2.3.3. Run-in

The vehicle shall be presented in good technical condition. It shall have been run-in and driven at least
3,000 km and maximum 30.000 km before the test. The engine, transmission and vehicle shall be run-in in
accordance with the manufacturer’s recommendations.

1.2.3.4 Board Computer

92
The Fuel and energy consumptions of the vehicle displayed by the board computer (if available) have to be
monitored and recorded for the test cycle in order to have a comparison between measured and displayed
values. Therefore, a BC reset has to be done before start of the test.

1.2.4. Settings

1.2.4.1. Dynamometer settings and verification shall be performed according to Sub-Annex 4.

1.2.4.2. Dynamometer operation

1.2.4.2.1. Energy consumers

1.2.4.2.1.1 Daytime running lights (or, alternatively, low beam) are on.

1.2.4.2.1.2 All cabin temperatures must be at 23 °C ± 3 °C once the vehicle has reached its regular
operating temperature. Therefore, a temperature measuring tip has to be installed at the front-seat
passenger´s headrest. All measurements shall be recorded.

1.2.4.2.1.3 Air conditioning system

1.2.4.2.1.3.1 The automatic air condition is operated with A/C switch on, temperature at 23 C° and fan
speed on automatic regulation with airflow on automatic regulation. If necessary, the settings for
temperature have to be readjusted. All readjustments have to be recorded and proved, e.g. by
photographs.

1.2.4.2.1.3.2 The manual air condition is operated with A/C switch on, temperature ½ (middle position)
and fan speed on 1/3 to ¼ with airflow on floor and windscreen. If necessary, the settings for temperature
have to be readjusted until 23 °C ± 3 °C are met. All readjustments have to be recorded and proved, e.g. by
photographs.

1.2.4.2.1.4 No additional electric energy consumers shall be switched on.

1.2.4.2.2. The vehicle’s dynamometer operation mode

1.2.4.2.2.1. If neutral gear is safely selectable on transmission and no load is still engaged, the vehicle’s
dynamometer operation mode on vehicle shall not be activated

1.2.4.2.2.2. Only if conditions listed in 1.2.4.2.2.1. are not satisfied, the vehicle’s dynamometer
operation mode shall be activated by using the instruction reported in the CoC (e.g. using vehicle steering
wheel buttons in a special sequence, using the manufacturer’s workshop tester, removing a fuse). The
laboratory shall provide the GNT a list of the deactivated devices and justification for the deactivation. The
dynamometer operation mode shall be approved by GNT and the use of a dynamometer operation mode
shall be included in all relevant test reports.

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

1.2.4.2.4. If the test vehicle is tested in a two-wheel drive (2WD) mode, the test vehicle shall be
tested on a single-axis chassis dynamometer which fulfils the requirements according to paragraph 2. of

93
Sub-Annex 5. At the request of the laboratory and with the approval of the GNT, the vehicle may be tested
on a dual-axis chassis dynamometer.

1.2.4.2.5. If the test vehicle is tested in a mode which under WLTC+ conditions would enter into
partially or permanent four-wheel drive (4WD) operation over the applicable cycle, the test vehicle shall be
tested on a dual-axis chassis dynamometer which fulfils the requirements according to paragraph 2.3. of
Sub-Annex 5. At the request of the laboratory and with the approval of the GNT, the vehicle may be tested
on a single-axis chassis dynamometer if the following conditions are met:

a) the test vehicle is converted to permanent 2WD operation in all test modes;

b) the laboratory provides evidence to the GNT that the CO2, fuel consumption and/or
electrical energy consumption of the converted vehicle is the same or higher as for the non-
converted vehicle being tested on a dual-axis chassis dynamometer.

1.2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected.

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

1.2.4.5. Tyres type shall match with one of the allowed type reported in the TA document. Tyre pressure
may be as specified in paragraph 4.2.2.3. of Sub-Annex 4. The same tyre pressure shall be used for the
setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be included in all
relevant test reports. The tyres used for emissions testing shall be original equipment
manufacturer´s quality. Summer tyres have to be used and the pattern depth has to be 50% minimum.

1.2.4.6. Reference fuel

1.2.4.6.1. Petrol: E10 as specified in Annex IX paragraph A.1 of EU2017/1151.

1.2.4.6.2. Ethanol: E85 as specified in Annex IX paragraph A.1 of EU2017/1151.

1.2.4.6.3. LPG as specified in Annex IX paragraph A.1 of EU2017/1151.

1.2.4.6.4. NG/Biomethane as specified in Annex IX paragraph A.1 of EU2017/1151.

1.2.4.6.5. Hydrogen for internal combustion engines as specified in Annex IX paragraph A.1 of
EU2017/1151.

1.2.4.6.6. Diesel: B7 as specified in Annex IX paragraph A.2 of EU2017/1151.

1.2.4.6.7. Hydrogen for fuel cell vehicles as specified in Annex IX paragraph A.3 of EU2017/1151.

1.2.4.7. Test vehicle preparation

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

94
1.2.4.7.2. If necessary, the laboratory shall provide additional fittings and adapters, as required to
accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to
provide for exhaust sample collection.

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

1.2.4.7.4 The types and amounts of lubricants and coolant for emissions testing shall be on maximum
level and of manufacturer approved quality. This includes all fluids in the car (engine oil, gearbox oil,
suspension fluids, brake fluid, windscreen wiper fluids (front and rear), refrigerant, coolant, AdBlue and the
fuel tank).

1.2.5. Preliminary testing cycles

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

1.2.6. Test vehicle preconditioning

1.2.6.1. The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel
tank (or fuel tanks) does not meet the specifications contained in paragraph 1.2.4.6. of this Sub-Annex, the
existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be
abnormally purged nor abnormally loaded.

1.2.6.2. REESSs charging

The REESSs shall be charged before each cold start of official testing.

1.2.6.3. The test vehicle shall be moved to the test cell and the operations listed in paragraphs 1.2.6.3.1. to
1.2.6.3.9. inclusive shall be performed.

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

1.2.6.3.2. The dynamometer load shall be set according to paragraphs 7. and 8. of Sub-Annex 4.

1.2.6.3.3. During preconditioning, the test cell temperature shall be the same as defined for the Type
1 test (paragraph 1.2.2.2.1. of this Sub-Annex).

1.2.6.3.4. The drive-wheel tyre pressure shall be set in accordance with paragraph 1.2.4.5. of this Sub-
Annex.

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

95
1.2.6.3.6. For preconditioning, the applicable WLTC shall be driven. Starting the engine and driving
shall be performed according to paragraph 1.2.6.4. of this Sub-Annex.

The dynamometer shall be set according to Sub-Annex 4.

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

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

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

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

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

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

1.2.6.4.2. The cycle starts on initiation of the powertrain start procedure.

1.2.6.4.3. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine
is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of
time that cannot be changed by the driver.

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

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

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

1.2.6.5. Use of the transmission

1.2.6.5.1. Manual shift transmission

Vehicles with a manual gearbox with a gear-shift indicator (GSI) are measured while shifting gears as
recommended. According to VO (EU) 65/2012 and EG 661/2009 vehicles must be equipped with a
GSI.1.2.6.5.1.1. The tolerances given in paragraph 1.2.6.6. of this Sub-Annex shall apply.

96
1.2.6.5.1.2. The gear change shall be started and completed within ± 3.0 second of the prescribed gear
shift point.

1.2.6.5.1.3. The clutch shall be depressed within ± 1.0 second of the prescribed clutch operating point.

1.2.6.5.1.4 Vehicles equipped with a manual gearbox which are equipped with a GSI that only gives up-
shifting instructions shall be shifted down at 1300 rpm engine speed the latest.

1.2.6.5.2. Automatic shift transmission

1.2.6.5.2.1. Vehicles equipped with automatic shift transmissions shall be tested in the predominant
mode. The accelerator control shall be used in such a way as to accurately follow the speed trace.

1.2.6.5.2.2. Vehicles equipped with automatic shift transmissions with driver-selectable modes shall
fulfill the limits of criteria emissions in all automatic shift modes used for forward driving. On the basis of
technical evidence provided by the laboratory and with the agreement of the GNT, the dedicated driver-
selectable modes for very special limited purposes shall not be considered (e.g. maintenance mode, crawler
mode).

1.2.6.5.2.3. [Reserved]

1.2.6.5.2.4. [Reserved]

1.2.6.5.2.5. The tolerances given in paragraph 1.2.6.6. of this Sub-Annex shall apply.

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

1.2.6.5.2.6. Vehicles with an automatic transmission with a manual mode shall be tested according
paragraph 1.2.6.5.2. of this Sub-Annex.

1.2.6.6. Speed trace tolerances

The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of
the applicable test cycles. The tolerances are:

(a) Upper limit: 2.0 km/h higher than the highest point of the trace within ± 1.0 second of the given
point in time;

(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within ± 1.0 second of the given
time.

See Figure A6/2.

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

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

Figure A6/2

97
Speed trace tolerances

1.2.6.7. Accelerations

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

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

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

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

1.2.6.8. Decelerations

1.2.6.8.1. During decelerations of the cycle, the driver shall deactivate the accelerator control but
shall not manually disengage the clutch until the point specified in paragraph 4.(c) of Sub-Annex 2.

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

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

1.2.6.9. Unexpected engine stop

98
1.2.6.9.1. If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void.

1.2.6.9.2. Otherwise, if the engine stops correctly due to start&stop strategy, the test shall be
considered valid.

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

1.2.7. Soaking

1.2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient
conditions as specified in paragraph 1.2.2.2.2. of this Sub-Annex.

1.2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine
compartment cover closed. Accelerated cooling systems shall not be used.

1.2.8. Emission and fuel consumption test (Type 1 test)

1.2.8.1. The test cell temperature at the start of the test shall be within ±3 °C of the set point of 23 °C. The
engine oil temperature and coolant temperature, if any, shall be within ±2 °C of the set point of 23 °C. It
shall be measured with a minimum frequency of 1Hz.

1.2.8.2. The test vehicle shall be pushed onto a dynamometer.

1.2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the
engine.

1.2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph
1.2.4.5. of this Sub-Annex.

1.2.8.2.3. The engine compartment cover shall be closed.

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

1.2.8.3. Starting of the powertrain and driving

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

1.2.8.3.2. The vehicle shall be driven as described in paragraphs 1.2.6.4. to 1.2.6.10. inclusive of this
Sub-Annex over the applicable WLTC, as described in Sub-Annex 1.

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

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

1.2.9. Gaseous sampling

99
Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test
phase, or the compounds may be analysed continuously and integrated over the cycle.

1.2.9.1. The following steps shall be taken prior to each test.

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

1.2.9.1.2. Measuring instruments shall be started according to the instrument manufacturers’

instructions.

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

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

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

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

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

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

1.2.10. Sampling for PM determination

1.2.10.1. The steps described in paragraphs 1.2.10.1.1. to 1.2.10.1.2.3. inclusive of this Sub-Annex
shall be taken prior to each test.

1.2.10.1.1. Filter selection

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

1.2.10.1.2. Filter preparation

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

At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all
relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until

100
needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or
room).

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

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

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

1.2.11. PN sampling

1.2.11.1. The steps described in paragraphs 1.2.11.1.1. to 1.2.11.1.2. inclusive of this Sub-Annex shall
be taken prior to each test:

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

1.2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be
confirmed according to the procedures listed in paragraphs 1.2.11.1.2.1. to 1.2.11.1.2.4. inclusive of this
Sub-Annex.

1.2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN
measurement system, VPR and PNC, shall report a measured concentration of less than 0.5 particles
per cm³.

1.2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC
inlet, shall report a concentration of ≤ 0.2 particles per cm³. Upon removal of the filter, the PNC shall show
an increase in measured concentration to at least 100 particles per cm³ when sampling ambient air and a
return to ≤ 0.2 particles per cm³ on replacement of the filter.

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

1.2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND1 has
reached its correct operating temperature.

1.2.12. Sampling during the test

1.2.12.1. The dilution system, sample pumps and data collection system shall be started.

1.2.12.2. The PM and PN sampling systems shall be started.

101
1.2.12.3. Particle number shall be measured continuously. The arithmetic average concentration
shall be determined by integrating the analyser signals over each phase.

1.2. 12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end
on conclusion of the cycle.

1.2.12.5. Sample switching

1.2.12.5.1. Gaseous emissions

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

1.2.12.5.2. Particulate

1.2.12.5.2.1. The requirements of paragraph 1.2.10.1.1.1. of this Sub-Annex shall apply.

1.2.12.6. Dynamometer distance shall be included in all relevant test sheets for each phase.

1.2.13. Ending the test

1.2.13.1. The engine shall be turned off immediately after the end of the last part of the test.

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

1.2.13.3. The vehicle may be removed from the dynamometer.

1.2.14. Post-test procedures

1.2.14.1. Gas analyser check

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

1.2.14.2. Bag analysis

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

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

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

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

1.2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by
more than 2 per cent of the range from that set in paragraph 1.2.14.2.2. of this Sub-Annex, the procedure
shall be repeated for that analyser.

102
1.2.14.2.5. The samples shall be subsequently analysed.

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

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

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

1.2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated according to
Sub-Annex 7.

1.2.14.2.10. Calibrations and checks shall be performed either:

(a) Before and after each bag pair analysis; or

(b) Before and after the complete test.

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

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

1.2.14.3. Particulate sample filter weighing

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

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

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

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

1.2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted
until a period of 80 hours has elapsed following the measurement of gases from the emissions test. If, prior
to or at the 80 hour point, more than half the number of reference filters meet the ± 5 μg criterion, the
sample filter weighing may be considered valid. If, at the 80 hour point, two reference filters are employed

103
and one filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the
condition that the sum of the absolute differences between specific and rolling means from the two
reference filters shall be less than or equal to 10 μg.

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

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

104
Sub-Annex 6 - Appendix 1

Emissions test procedure for all vehicles equipped with periodically regenerating systems

1. General

1.1. This Appendix defines the specific provisions regarding testing a vehicle equipped with periodically
regenerating systems as defined in paragraph 3.8.1. of this Annex.

1.2. [Reserved]

1.3. [Reserved]

1.4. [Reserved]

1.5. [Reserved]

2. Test Procedure

The emission test shall be carried out with the unchanged, original equipment manufacturer's (OEM)
control unit

2.1. Test Validity

2.1.1. If a regeneration is triggered during WLTC+ cycle, the test shall be considered void and it shall be
repeated.

2.1.2. If necessary, a regeneration can be performed before the WLTC+ cycle repetition

2.1.3. If a new regeneration is triggered during the WLTC+ cycle repetition, the cycle shall be considered
valid and no correction factor shall be applied in the test results calculations.

2.2. [Reserved]

2.2.1. [Reserved]

2.2.2. [Reserved]

2.2.3. [Reserved]

2.2.3.1. [Reserved]

2.2.3.2. [Reserved]

2.2.4. [Reserved]

2.2.5. [Reserved]

2.2.5.1. [Reserved]

2.2.6. [Reserved]

3. [Reserved]

105
Sub-Annex 6 -Appendix 2

Test procedure for electric power supply system monitoring

1. General

In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 and 3 of Sub-Annex 8 shall apply.

This Appendix defines the specific provisions regarding the correction of test results for CO2 mass emission
as a function of the energy balance ΔEREESS for all REESSs.

The corrected values for CO2 mass emission shall correspond to a zero energy balance (ΔEREESS = 0), and
shall be calculated using a correction coefficient determined as defined below.

2. Measurement equipment and instrumentation

2.1. Current measurement

REESS depletion shall be defined as negative current.

2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current
transducer. The current measurement system shall fulfil the requirements specified in Table A8/1. The
current transducer(s) shall be capable of handling the peak currents at engine starts and temperature
conditions at the point of measurement.

2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to
the REESS and shall include the total REESS current.

In case of shielded wires, appropriate methods shall be applied in accordance with the GNT.

In order to easily measure REESS current using external measuring equipment, laboratories should
preferably integrate appropriate, safe and accessible connection points in the vehicle

2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the
measured value of Q, expressed in ampere-hours Ah. The measured current shall be integrated over time,
yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be done in the
current measurement system.

2.2. [Reserved]

2.2.1. [Reserved]

2.2.2. [Reserved]

3. REESS energy change-based correction procedure

3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end
immediately after the vehicle has driven the complete driving cycle.

3.2. The electricity balance Q measured in the electric power supply system, shall be used as a measure
of the difference in the REESS energy content at the end of the cycle compared to the beginning of the
cycle. The electricity balance shall be determined for the total WLTC+ for the applicable vehicle class.

3.3. Separate values of Qphase shall be logged over the cycle phases required to be driven for the
applicable vehicle class.

3.4. Correction of CO2 mass emission over the whole cycle as a function of the correction criterion c.

3.4.1. Calculation of the correction criterion c

106
The correction criterion c is the ratio between the absolute value of the electric energy change ∆EREESS,j and
the fuel energy and shall be calculated using the following equations:
∆EREESS,j
c=| |
Efuel
where:

c is the correction criterion;

ΔEREESS,j is the electric energy change of all REESSs over period j determined according to paragraph 4.1. of
this Appendix, Wh;

j is, in this paragraph, the whole applicable WLTC+ test cycle;

EFuel is the fuel energy according to the following equation:

Efuel = 10 × HV × FCnb × d
where:

Efuel is the energy content of the consumed fuel over the applicable WLTC+ test cycle, Wh;

HV is the heating value according to Table A6.App2/1, kWh/l;

FCnb is the non-balanced fuel consumption of the Type 1 test, not corrected for the energy balance,
determined according to paragraph 6. of Sub-Annex 7, l/100 km;

d is the distance driven over the corresponding applicable WLTC+ test cycle, km;

10 conversion factor to Wh.

3.4.2. The correction shall be applied if ∆EREESS is negative (corresponding to REESS discharging) and the
correction criterion c calculated according to paragraph 3.4.1. of this Sub-Annex is greater than the
applicable tolerance according to Table A6.App2/2.

3.4.3. The correction shall be omitted and uncorrected values shall be used if the correction criterion c
calculated according to paragraph 3.4.1. of this Sub-Annex is less than the applicable tolerance according to
Table A6.App2/2.

3.4.4. The correction may be omitted and uncorrected values may be used if:

(a) ΔEREESS is positive (corresponding to REESS charging) and the correction criterion c calculated
according to paragraph 3.4.1. of this Sub-Annex is greater than the applicable tolerance according to
Table A6.App2/2;

(b) the manufacturer can prove to the approval authority by measurement that there is no relation
between ∆EREESS and CO2 mass emission and ∆EREESS and fuel consumption respectively.

107
Table A6.App2/1

Energy content of fuel

Fuel Petrol Diesel

Content E10 E85 B7

Ethanol/Biodiesel, per
cent

Heat value 8.64 6.41 9.79

(kWh/l)

Table A6.App2/2

RCB correction criteria

Cycle low + medium) low + medium + high low + medium + high

+ extra high

Correction 0.015 0.01 0.005

criterion c

4. Applying the correction function

4.1. To apply the correction function, the electric energy change ∆EREESS,j of a period j of all REESSs
shall be calculated from the measured current and the nominal voltage:
n

∆EREESS,j = � ∆EREESS,j,i
i=1

where:

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

and:
tend
1
∆EREESS,j,i = × UREESS × � I(t)j,i dt
3600 t0

where:

UREESS is the nominal REESS voltage determined according to DIN EN 60050-482, V;

I(t)j,i is the electric current of REESS i during the considered period j determined according to
paragraph 2. of this Appendix, A;

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 is the index number of the considered REESS;

108
n is the total amount of REESS;

j is the index number for the considered period, where a period shall be any applicable cycle phase,
combination of cycle phases and the applicable total cycle;
1
is the conversion factor from Ws to Wh.
3600

4.2. For correction of CO2 mass emission, g/km, combustion process-specific Willans factors from
Table A6.App2/3 shall be used.

4.3. The correction shall be performed and applied for the total cycle and for each of its cycle phases
separately, and shall be included in all relevant test reports.

4.4. For this specific calculation, a fixed electric power supply system alternator efficiency shall be used:

ηalternator = 0.67 for electric power supply system REESS alternators

4.5. The resulting CO2 mass emission difference for the considered period j due to load behaviour of the
alternator for charging a REESS shall be calculated using the following equation:
1 1
∆MCO2,j = 0.0036 × ∆EREESS,j × × Willansfactor ×
ηalternator dj

where:

∆MCO2,j is the resulting CO2 mass emission difference of period j, g/km;

∆EREESS,j is the REESS energy change of the considered period j calculated according to
paragraph 4.1. of this Appendix, Wh;

dj is the driven distance of the considered period j, km;

j is the index number for the considered period, where a period shall be any applicable cycle phase,
combination of cycle phases and the applicable total cycle;

0.0036 is the conversion factor from Wh to MJ;

ηalternator is the efficiency of the alternator according to paragraph 4.4. of this Appendix;

Willansfactor is the combustion process specific Willans factor as defined in Table A6.App2/3, gCO2/MJ;

4.5.1. The CO2 values of each phase and the total cycle shall be corrected as follows:

MCO2,p,3 = MCO2,p,1 - ΔMCO2,j

MCO2,c,3 = MCO2,c,2 - ΔMCO2,j

where:

ΔMCO2,j is the result from paragraph 4.5. of this Sub-Annex for a period j, g/km.

4.6. For the correction of CO2 emission, g/km, the Willans factors in Table A6.App2/2 shall be used.

109
Table A6.App2/3

Willans factors (as applicable)

Naturally Pressure-
aspirated charged

Positive ignition Petrol (E0) 1/MJ 0.0733 0.0778

gCO2/MJ 175 186

Petrol (E10) l/MJ 0.0756 0.0803

gCO2/MJ 174 184

CNG (G20) m³/MJ 0.0719 0.0764

gCO2/MJ 129 137

LPG l/MJ 0.0950 0.101

gCO2/MJ 155 164

E85 l/MJ 0.102 0.108

gCO2/MJ 169 179

Compression Diesel (B0) 1/MJ 0.0611 0.0611

ignition
gCO2/MJ 161 161

Diesel (B7) l/MJ 0.0611 0.0611

gCO2/MJ 161 161

110
Sub-Annex 7

Calculations

1. General requirements

1.1. Calculations related specifically to hybrid, pure electric and compressed hydrogen fuel cell vehicles
are described in Sub-Annex 8.

A stepwise prescription of result calculations is described in paragraph 4. of Sub-Annex 8.

1.2. The calculations described in this Sub-Annex shall be used for vehicles using combustion engines.

1.3. Rounding of test results

1.3.1. Intermediate steps in the calculations shall not be rounded.

1.3.2.. The final criteria emission results shall be rounded in one step to the number of places to the right
of the decimal point indicated by the applicable emission standard plus one additional significant figure.

1.3.3. The NOx correction factor, KH, shall be rounded to two decimal places.

1.3.4. The dilution factor, DF, shall be rounded to two decimal places.

1.3.5. For information not related to standards, good engineering judgement shall be used.

1.3.6. Rounding of CO2 and fuel consumption results is described in paragraph 1.4. of this Sub-Annex.

1.4. Stepwise prescription for calculating the final test results for vehicles using combustion engines

The results shall be calculated in the order described in Table A7/1. 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 cycle;

p every applicable cycle phase;

i every applicable criteria emission component, without CO2;

CO2 CO2 emission.

111
Table A7/1

Procedure for calculating final test results

Source Input Process Output Step no.

Annex 6 Raw test results Mass emissions Mi,p,1, g/km; 1

Sub-Annex 7, paragraphs 3. to MCO2,p,1, g/km.

3.2.2. inclusive

Output step 1 Mi,p,1, g/km; Calculation of combined cycle Mi,c,2, g/km; 2

values:
MCO2,p,1, g/km. MCO2,c,2, g/km.

∑𝐩𝐩 𝐌𝐌𝐢𝐢,𝐩𝐩,𝟏𝟏 × 𝐝𝐝𝐩𝐩

𝐌𝐌𝐢𝐢,𝐜𝐜,𝟐𝟐 =
∑𝐩𝐩 𝐝𝐝𝐩𝐩

∑𝐩𝐩 𝐌𝐌𝐂𝐂𝐂𝐂𝐂𝐂,𝐩𝐩,𝟏𝟏 × 𝐝𝐝𝐩𝐩

𝐌𝐌𝐂𝐂𝐂𝐂𝐂𝐂,𝐜𝐜,𝟐𝟐 =
∑𝐩𝐩 𝐝𝐝𝐩𝐩

where:

Mi/CO2,c,2 are the emission results

over the total cycle;

dp are the driven distances of

the cycle phases, p.

Output step 1 MCO2,p,1, g/km; RCB correction MCO2,p,3, g/km; 3

and 2
MCO2,c,2, g/km. MCO2,c,3, g/km.

Sub-Annex 6, Appendix 2

Output Mi,c,2, g/km; Emissions test procedure for all Mi,c,4a, g/km; 4a
vehicles equipped with
step 2 and 3 MCO2,c,3, g/km. periodically regenerating MCO2,c,4a, g/km.
systems, Ki.

Sub-Annex 6, Appendix 1.

Mi,c,4a = Ki × Mi,c,2

or

112
Source Input Process Output Step no.

Mi,c,4a = Ki + Mi,c,2

and

MCO2,c,4a = KCO2 × MCO2,c,3

or

MCO2,c,4a = KCO2 + MCO2,c,3

Additive offset or multiplicative

factor to be used according to Ki
determination.

If Ki is not applicable:

Mi,c,4a = Mi,c,2

MCO2,c,4a = MCO2,c,3

Output step 3 MCO2,p,3, g/km; If Ki is applicable, align CO2 MCO2,p,4, g/km. 4b

and 4a phase values to the combined
MCO2,c,3, g/km; cycle value:
MCO2,c,4a, g/km. 𝐌𝐌𝐂𝐂𝐂𝐂𝐂𝐂,𝐩𝐩,𝟒𝟒 = 𝐌𝐌𝐂𝐂𝐂𝐂𝐂𝐂,𝐩𝐩,𝟑𝟑 × 𝐀𝐀𝐀𝐀𝐊𝐊𝐊𝐊

for every cycle phase p;

where:

𝐌𝐌𝐂𝐂𝐂𝐂𝐂𝐂,𝐜𝐜,𝟒𝟒𝟒𝟒
𝐀𝐀𝐀𝐀𝐊𝐊𝐊𝐊 =
𝐌𝐌𝐂𝐂𝐂𝐂𝐂𝐂,𝐜𝐜,𝟑𝟑

If Ki is not applicable:

MCO2,p,4 = MCO2,p,3

Output step 4 Mi,c,4, g/km; ATCT correction according to Mi,c,5, g/km; 5

paragraph 3.8.2. of Sub-Annex
MCO2,c,4, g/km; 6a. MCO2,c,5, g/km;

MCO2,p,4, g/km. Deterioration factors calculated MCO2,p,5, g/km. "result of a

according to Annex VII and single test"
applied to the criteria emissions
values.

113
Source Input Process Output Step no.

For Level 1A For every test: Averaging of tests and declared Mi,c,6, g/km; 6
value.
Output step 5 Mi,c,5, g/km; MCO2,c,6, g/km;

MCO2,c,5, g/km; MCO2,p,6, g/km.

Sub-Annex 6, paragraphs 1.1.2.
MCO2,p,5, g/km. MCO2,c,declared,
to 1.1.2.3. inclusive.
g/km.

For Level 1B FEc,5, km/l; Averaging of tests and declared FEc,declared, km/l
value.
Output step 5 FEc,6, km/l
Sub-Annex 6, paragraphs 1.1.2. MCO2,c,declared, g/km.
to 1.1.2.3. inclusive.

The conversion from FEc,declared to

MCO2,c,declared shall be performed
for the applicable cycle
according to paragraph 6. of
Sub-Annex B7. For that purpose,
the criteria emission over the
applicable cycle shall be used.

Output step 6 MCO2,c,6, g/km; Alignment of phase values. MCO2,c,7, g/km; 7

MCO2,p,6, g/km. MCO2,p,7, g/km.

MCO2,c,declared, g/km. Sub-Annex 6, paragraph 1.1.2.4.

and:

MCO2,c,7 = MCO2,c,declared

Output steps 6 Mi,c,6, g/km; Calculation of fuel consumption. FCc,8, l/100km; 8

and 7
MCO2,c,7, g/km; FCp,8, l/100km;

MCO2,p,7, g/km. Sub-Annex 7, paragraph 6. Mi,c,8, g/km; "result of a

Type 1 test for
MCO2,c,8, g/km; a test vehicle"
The calculation of fuel MCO2,p,8, g/km.
consumption shall be
performed for the applicable
cycle and its phases separately.
For that purpose:

114
Source Input Process Output Step no.

(a) the applicable phase or cycle

CO2 values shall be used;

(b) the criteria emission over

the complete cycle shall be
used.

and:

Mi,c,8 = Mi,c,6

MCO2,c,8 = MCO2,c,7

MCO2,p,8 = MCO2,p,7

Output step 8 For each of the For Level 1A; Mi,c, g/km; 9
test vehicles H and
L: If in addition to a test vehicle H
a test vehicle L and, if applicable
Mi,c,8, g/km; vehicle M was also tested, the MCO2,c,H, g/km; "interpolation
resulting criteria emission value M family result"
CO2,p,H, g/km;
MCO2,c,8, g/km; shall be the highest of the two For Level 1A
or, if applicable, three values FCc,H, l/100km;
MCO2,p,8, g/km;
and referred to as Mi,c. Final criteria
FCc,8, l/100km; FCp,H, l/100km; emission result
In the case of the combined THC
FCp,8, l/100km; FEc,H, km/l;
+ NOx emissions, the highest
value of the sum referring to FEp,H, km/l;
FEc,8, km/l;
either the vehicle H or vehicle L
FEp,8, km/l. or, if applicable, vehicle M is to
be taken as the type approval
and if a vehicle L
value.
was tested:
Otherwise, if no vehicle L was
MCO2,c,L, g/km;
tested, Mi,c = Mi,c,8
MCO2,p,L, g/km;
Level 1A and Level 1B
FCc,L, l/100km;
For CO2, FE and FC, the values
derived in step 8 shall be used, FCp,L, l/100km;
and CO2 values shall be rounded
to two places of decimal, and FE FEc,L, km/l;
and FC values shall be rounded
FEp,L, km/l.
to three places of decimal.

Step 9 MCO2,c,H, g/km; Fuel consumption and CO2 MCO2,c,ind g/km; 10

calculations for individual

115
Source Input Process Output Step no.

MCO2,p,H, g/km; vehicles in an CO2 interpolation MCO2,p,ind, g/km;

family.
FCc,H, l/100km; FCc,ind l/100km; "result of an
Sub-Annex 7, paragraph 3.2.3. individual
FCp,H, l/100km; FCp,ind, l/100km. vehicle"
CO2 emissions must be
and if a vehicle L expressed in grams per
was tested: kilometre (g/km) rounded to
Final CO2 and
MCO2,c,L, g/km; the nearest whole number;
FC result
MCO2,p,L, g/km; FC values shall be rounded to
one decimal place, expressed in
FCc,L, l/100km; (l/100km).

FCp,L, l/100km.

2. Determination of diluted exhaust gas volume

2.1. Volume calculation for a variable dilution device capable of operating at a constant or variable flow
rate

2.1.1. The volumetric flow shall be measured continuously. The total volume shall be measured for the
duration of the test.

2.2. Volume calculation for a variable dilution device using a positive displacement pump

2.2.1. The volume shall be calculated using the following equation:

V = V0 × N
where:

V is the volume of the diluted gas, in litres per test (prior to correction);

V0 is the volume of gas delivered by the positive displacement pump in testing conditions, litres per
pump revolution;

N is the number of revolutions per test.

2.2.1.1. Correcting the volume to standard conditions

The diluted exhaust gas volume, V, shall be corrected to standard conditions according to the following
equation:
PB −P1
Vmix = V × K1 × � Tp
�

where:
273.15 (K)
K1 = = 2.6961
101.325 (kPa)

PB is the test room barometric pressure, kPa;

116
P1 is the vacuum at the inlet of the positive displacement pump relative to the ambient barometric
pressure, kPa;

Tp is the arithmetic average temperature of the diluted exhaust gas entering the positive displacement
pump during the test, Kelvin (K).

3. Mass emissions

3.1. General requirements

3.1.1. Assuming no compressibility effects, all gases involved in the engine's intake, combustion and
exhaust processes may be considered to be ideal according to Avogadro’s hypothesis.

3.1.2. The mass, M, of gaseous compounds emitted by the vehicle during the test shall be determined by
the product of the volumetric concentration of the gas in question and the volume of the diluted exhaust
gas with due regard for the following densities under the reference conditions of 273.15 K (0 °C) and
101.325 kPa:

Carbon monoxide (CO) ρ = 1.25 g/l

Carbon dioxide (CO2) ρ = 1.964 g/l

Hydrocarbons:

for petrol (E10) (C1H1.93 O0.033) ρ = 0.646 g/l

for diesel (B7) (C1H1.86O0.007) ρ = 0.625 g/l

for LPG (C1H2.525) ρ = 0.649 g/l

for NG/biomethane (CH4) ρ = 0.716 g/l

for ethanol (E85) (C1H2.74O0.385) ρ = 0.934 g/l

Nitrogen oxides (NOx) ρ = 2.053 g/l

Nitrogen monoxide (NO) ρ = 2.053 g/l

Nitrogen dioxide (NO2) ρ = 2.053 g/l

The density for NMHC mass calculations shall be equal to that of total hydrocarbons at 273.15 K (0 °C) and
101.325 kPa, and is fuel-dependent. The density for propane mass calculations (see paragraph 3.5. in Sub-
Annex 5) is 1.967 g/l at standard conditions.

If a fuel type is not listed in this paragraph, the density of that fuel shall be calculated using the equation
given in paragraph 3.1.3. of this Sub-Annex.

3.1.3. The general equation for the calculation of total hydrocarbon density for each reference fuel with a
mean composition of CXHYOZ is as follows:
H O
MWc + × MWH + × MWO
ρTHC = C C
VM
where:

ρTHC is the density of total hydrocarbons and non-methane hydrocarbons, g/l;

MWC is the molar mass of carbon (12.011 g/mol);

117
MWH is the molar mass of hydrogen (1.008 g/mol);

MWO is the molar mass of oxygen (15.999 g/mol);

VM is the molar volume of an ideal gas at 273.15 K (0° C) and 101.325 kPa (22.413 l/mol);

H/C is the hydrogen to carbon ratio for a specific fuel CXHYOZ;

O/C is the oxygen to carbon ratio for a specific fuel CXHYOZ.

3.2. Mass emissions calculation

3.2.1. Mass emissions of gaseous compounds per cycle phase shall be calculated using the following
equations:

Vmix,phase × ρi × KHphase × Ci,phase × 10−6

Mi,phase =
dphase

where:

Mi is the mass emission of compound i per test or phase, g/km;

Vmix is the volume of the diluted exhaust gas per test or phase expressed in litres per test/phase
and corrected to standard conditions (273.15 K (0 °C) and 101.325 kPa);

ρi is the density of compound i in grams per litre at standard temperature and pressure (273.15 K
(0 °C) and 101.325 kPa);

KH is a humidity correction factor applicable only to the mass emissions of oxides of nitrogen, NO2 and
NOx, per test or phase;

Ci is the concentration of compound i per test or phase in the diluted exhaust gas expressed in ppm
and corrected by the amount of compound i contained in the dilution air;

d is the distance driven over the applicable WLTC, km;

n is the number of phases of the applicable WLTC.

3.2.1.1. The concentration of a gaseous compound in the diluted exhaust gas shall be corrected by the
amount of the gaseous compound in the dilution air using the following equation:
1
Ci = Ce − Cd × �1 − �
DF

where:

Ci is the concentration of gaseous compound i in the diluted exhaust gas corrected by the amount of
gaseous compound i contained in the dilution air, ppm;

Ce is the measured concentration of gaseous compound i in the diluted exhaust gas, ppm;

Cd is the concentration of gaseous compound i in the dilution air, ppm;

DF is the dilution factor.

3.2.1.1.1. The dilution factor DF shall be calculated using the equation for the concerned fuel:
13.4
DF = for petrol (E10)
CCO2 +(CHC +CCO )×10−4

118
 13.5
DF = for diesel (B7)
CCO2 +(CHC +CCO )×10−4

11.9
DF = for LPG
CCO2 +(CHC +CCO )×10−4

9.5
DF = for NG/biomethane
CCO2 +(CHC +CCO )×10−4

12.5
DF = for ethanol (E85)
CCO2 +(CHC +CCO )×10−4

35.03
DF = for hydrogen
CH2O −CH2O−DA +CH2 ×10−4

With respect to the equation for hydrogen:

CH2O is the concentration of H2O in the diluted exhaust gas contained in the sample bag, per cent
volume;

CH2O-DA is the concentration of H2O in the dilution air, per cent volume;

CH2 is the concentration of H2 in the diluted exhaust gas contained in the sample bag, ppm.

If a fuel type is not listed in this paragraph, the DF for that fuel shall be calculated using the equations in
paragraph 3.2.1.1.2. of this Sub-Annex.

If the manufacturer uses a DF that covers several phases, it shall calculate a DF using the mean
concentration of gaseous compounds for the phases concerned.

The mean concentration of a gaseous compound shall be calculated using the following equation:
∑n
phase=1�Ci,phase ×Vmix,phase �
C�ı = ∑n
phase=1 Vmix,phase

where:

Ci is mean concentration of a gaseous compound;

Ci,phase is the concentration of each phase;

Vmix,phase is the Vmix of the corresponding phase;

3.2.1.1.2. The general equation for calculating the dilution factor DF for each reference fuel with an
arithmetic average composition of CxHyOz is as follows:
X
DF =
CCO2 +(CHC +CCO )×10−4

where:
x
X = 100 × y y z
x+ +3.76�x+ − �
2 4 2

CCO2 is the concentration of CO2 in the diluted exhaust gas contained in the sample bag, per cent
volume;

CHC is the concentration of HC in the diluted exhaust gas contained in the sample bag, ppm carbon
equivalent;

CCO is the concentration of CO in the diluted exhaust gas contained in the sample bag, ppm.

3.2.1.1.3. Methane measurement

119
3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be calculated using the following
equation:

CNMHC = CTHC − (RfCH4 × CCH4 )

where:

CNMHC is the corrected concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent;

CTHC is the concentration of THC in the diluted exhaust gas, ppm carbon equivalent and corrected by the
amount of THC contained in the dilution air;

CCH4 is the concentration of CH4 in the diluted exhaust gas, ppm carbon equivalent and corrected by the
amount of CH4 contained in the dilution air;

RfCH4 is the FID response factor to methane as defined in paragraph 5.4.3.2. of Sub-Annex 5.

3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of NMHC depends on the
calibration gas/method used for the zero/calibration adjustment.

The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal
manner.

For the calibration of the FID in series with an NMC, the following methods are permitted:

(a) The calibration gas consisting of propane/air bypasses the NMC;

(b) The calibration gas consisting of methane/air passes through the NMC.

It is highly recommended to calibrate the methane FID with methane/air through the NMC.

In case (a), the concentration of CH4 and NMHC shall be calculated using the following equations:
CHC(w/NMC) −CHC(w/oNMC) ×(1−EE )
CCH4 =
rh ×(EE −EM )

CHC(w/oNMC) ×(1−EM )−CHC(w/NMC)

CNMHC = EE −EM

If rh < 1.05, it may be omitted from the equation above for CCH4.

In case (b), the concentration of CH4 and NMHC shall be calculated using the following equations:
CHC(w/NMC) ×rh ×(1−EM )−CHC(w/oNMC) ×(1−EE )
CCH4 =
rh ×(EE −EM )

CHC(w/oNMC) ×(1−EM )−CHC(w/NMC) ×rh ×(1−EM )

CNMHC =
EE −EM

where:

CHC(w/NMC) is the HC concentration with sample gas flowing through the NMC, ppm C;

CHC(w/oNMC) is the HC concentration with sample gas bypassing the NMC, ppm C;

rh is the methane response factor as determined per paragraph 5.4.3.2. of Sub-Annex 5;

EM is the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this Sub-Annex;

EE is the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this Sub-Annex.

If rh < 1.05, it may be omitted in the equations for case (b) above for CCH4 and CNMHC..

120
3.2.1.1.3.3. Conversion efficiencies of the non-methane cutter, NMC

The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by oxidizing all
hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent, and for the other
hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two
efficiencies shall be determined and used for the calculation of the NMHC emission.

3.2.1.1.3.3.1. Methane conversion efficiency, EM

The methane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and
the two concentrations recorded. The efficiency shall be determined using the following equation:
C
EM = 1 − C HC(w/NMC)
HC(w/oNMC)

where:

CHC(w/NMC) is the HC concentration with CH4 flowing through the NMC, ppm C;

CHC(w/oNMC) is the HC concentration with CH4 bypassing the NMC, ppm C.

3.2.1.1.3.3.2. Ethane conversion efficiency, EE

The ethane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the
two concentrations recorded. The efficiency shall be determined using the following equation:
CHC(w/NMC)
EE = 1 −
CHC(w/oNMC)

where:

CHC(w/NMC) is the HC concentration with C2H6 flowing through the NMC, ppm C;

CHC(w/oNMC) is the HC concentration with C2H6 bypassing the NMC, ppm C.

If the ethane conversion efficiency of the NMC is 0.98 or above, EE shall be set to 1 for any subsequent
calculation.

3.2.1.1.3.4. If the methane FID is calibrated through the cutter, EM shall be 0.

The equation to calculate CH4 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:

CCH4 = CHC(w/NMC)

The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes:

CNMHC = CHC(w/oNMC) − CHC(w/NMC) × rh

The density used for NMHC mass calculations shall be equal to that of total hydrocarbons at 273.15 K (0 °C)
and 101.325 kPa and is fuel-dependent.

3.2.1.1.4. Flow-weighted arithmetic average concentration calculation

The following calculation method shall only be applied for CVS systems that are not equipped with a heat
exchanger or for CVS systems with a heat exchanger that do not comply with paragraph 3.3.5.1. of Sub-
Annex 5.

When the CVS flow rate, qVCVS , over the test varies by more than ± 3 per cent of the arithmetic average
flow rate, a flow-weighted arithmetic average shall be used for all continuous diluted measurements
including PN:

121
 ∑n
i=1 qVCVS (i)×∆t×C(i)
Ce =
V

where:

Ce is the flow-weighted arithmetic average concentration;

qVCVS (i) is the CVS flow rate at time t = i × ∆t, m³/min;

C(i) is the concentration at time t = i × ∆t, ppm;

∆t sampling interval, s;

V total CVS volume, m³.

3.2.1.2. Calculation of the NO, NO2 and NOx humidity correction factor

In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations
apply:
1
KH =
1−0.0329×(H−10.71)

where:
6.211×Ra ×Pd
H=P −2
B −Pd ×Ra ×10

and:

H is the specific humidity, grams of water vapour per kilogram dry air;

Ra is the relative humidity of the ambient air, per cent;

Pd is the saturation vapour pressure at ambient temperature, kPa;

PB is the atmospheric pressure in the room, kPa.

The KH factor shall be calculated for each phase of the test cycle.

The ambient temperature and relative humidity shall be defined as the arithmetic average of the
continuously measured values during each phase.

3.2.1.3. Determination of NO2 concentration from NO and NOx

Besides the direct measurement with a dedicated NO2 analyser, NO2 may also be determined by the
difference between NOx concentration from the bag corrected for dilution air concentration and NO
concentration from continuous measurement corrected for dilution air concentration

3.2.1.3.1. NO concentrations

3.2.1.3.1.1. NO concentrations shall be calculated from the integrated NO analyser reading, corrected for
varying flow if necessary.

3.2.1.3.1.2. The arithmetic average NO concentration shall be calculated using the following equation:

𝑡𝑡
∫𝑡𝑡 2 𝐶𝐶𝑁𝑁𝑁𝑁 𝑑𝑑𝑑𝑑
1
𝐶𝐶𝑒𝑒 =
𝑡𝑡2 − 𝑡𝑡1
where:

122
 𝑡𝑡
∫𝑡𝑡 2 𝐶𝐶𝑁𝑁𝑁𝑁 𝑑𝑑𝑑𝑑 is the integral of the recording of the continuous dilute NO analyser over the test (t2-t1);
1

Ce is the concentration of NO measured in the diluted exhaust, ppm;

3.2.1.3.1.3. Dilution air concentration of NO shall be determined from the dilution air bag. A correction
shall be carried out according to paragraph 3.2.1.1. of this Sub-Annex.

3.2.1.3.2. NO2 concentrations

3.2.1.3.2.1. Determination NO2 concentration from direct diluted measurement

3.2.1.3.2.2. NO2 concentrations shall be calculated from the integrated NO2 analyser reading, corrected for
varying flow if necessary.

3.2.1.3.2.3. The arithmetic average NO2 concentration shall be calculated using the following equation:

𝑡𝑡
∫𝑡𝑡 2 𝐶𝐶𝑁𝑁𝑂𝑂2 𝑑𝑑𝑑𝑑
1
𝐶𝐶𝑒𝑒 =
𝑡𝑡2 − 𝑡𝑡1
where:
𝑡𝑡
∫𝑡𝑡 2 𝐶𝐶𝑁𝑁𝑂𝑂2 𝑑𝑑𝑑𝑑 is the integral of the recording of the continuous dilute NO2 analyser over the test (t2-t1);
1

Ce is the concentration of NO2 measured in the diluted exhaust, ppm.

3.2.1.3.2.4. Dilution air concentration of NO2 shall be determined from the dilution air bags. Correction is
carried out according to paragraph 3.2.1.1. of this Sub-Annex.

3.2.2. Determination of the HC mass emissions from compression-ignition engines

3.2.2.1. To calculate HC mass emission for compression-ignition engines, the arithmetic average HC
concentration shall be calculated using the following equation:
t
∫t 2 CHC dt
Ce = 1
t2 −t1

where:
t
2
∫t CHC dt is the integral of the recording of the heated FID over the test (t1 to t2);
1

Ce is the concentration of HC measured in the diluted exhaust in ppm of Ci and is substituted for CHC
in all relevant equations.

3.2.2.1.1. Dilution air concentration of HC shall be determined from the dilution air bags. Correction
shall be carried out according to paragraph 3.2.1.1. of this Sub-Annex.

3.2.3. [Reserved]

3.2.3.1. [Reserved]

3.2.3.2. [Reserved]

3.2.3.2.1. [Reserved]

3.2.3.2.2. [Reserved]

3.2.3.2.2.1. [Reserved]

123
3.2.3.2.2.2. [Reserved]

3.2.3.2.2.3. [Reserved]

3.2.3.2.2.4. [Reserved]

3.2.3.2.3. [Reserved]

3.2.3.2.4. [Reserved]

3.2.3.2.5. [Reserved]

3.2.4. [Reserved]

3.2.4.1. [Reserved]

3.2.4.1.1 [Reserved]

3.2.4.1.1.1. [Reserved]

3.2.4.1.1.2. [Reserved]

3.2.4.1.1.3. [Reserved]

3.3. PM

3.3.1. Calculation

PM shall be calculated using the following two equations:

�Vmix +Vep �×Pe
PM =
Vep ×d

where exhaust gases are vented outside tunnel;

and:
Vmix ×Pe
PM =
Vep ×d

where exhaust gases are returned to the tunnel;

where:

Vmix is the volume of diluted exhaust gases (see paragraph 2. of this Sub-Annex), under standard
conditions;

Vep is the volume of diluted exhaust gas flowing through the particulate sampling filter under
standard conditions;

Pe is the mass of particulate matter collected by one or more sample filters, mg;

d is the distance driven corresponding to the test cycle , km.

3.3.1.1. Where correction for the background particulate mass from the dilution system has been used, this
shall be determined in accordance with paragraph 1.2.1.3.1. of Sub-Annex 6. In this case, particulate mass
(mg/km) shall be calculated using the following equations:
P P 1 �Vmix +Vep �
PM = �V e − �V a × �1 − ��� ×
ep ap DF d

in the case that the exhaust gases are vented outside the tunnel;

124
and:
P P 1 (V )
PM = �V e − �V a × �1 − ��� × mix
ep ap DF d

in the case that the exhaust gases are returned to the tunnel;

where:

Vap is the volume of tunnel air flowing through the background particulate filter under standard
conditions;

Pa is the particulate mass from the dilution air, or the dilution tunnel background air, as determined by
the one of the methods described in paragraph 1.2.1.3.1. of Sub-Annex 6;

DF is the dilution factor determined in paragraph 3.2.1.1.1. of this Sub-Annex.

Where application of a background correction results in a negative result, it shall be considered to be zero
mg/km.

3.3.2. Calculation of PM using the double dilution method

Vep = Vset − Vssd

where:

Vep is the volume of diluted exhaust gas flowing through the particulate sample filter under standard
conditions;

Vset is the volume of the double diluted exhaust gas passing through the particulate sampling filters
under standard conditions;

Vssd is the volume of the secondary dilution air under standard conditions.

Where the secondary diluted sample gas for PM measurement is not returned to the tunnel, the CVS
volume shall be calculated as in single dilution, i.e.:

Vmix = Vmix indicated + Vep

where:

Vmix indicated is the measured volume of diluted exhaust gas in the dilution system following extraction
of the particulate sample under standard conditions.

4. Determination of PN

4.1. PN shall be calculated using the following equation:

���s�×f�r −Cb ×f����
V×k×�C rb �×10
3
PN = d

where:

PN is the particle number emission, particles per kilometre;

V is the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of
double dilution) and corrected to standard conditions (273.15 K (0 °C) and 101.325 kPa);

k is a calibration factor to correct the PNC measurements to the level of the reference instrument
where this is not applied internally within the PNC. Where the calibration factor is applied internally within
the PNC, the calibration factor shall be 1;

125
���
Cs is the corrected particle number concentration from the diluted exhaust gas expressed as the
arithmetic average number of particles per cubic centimetre from the emissions test including the full
duration of the drive cycle. If the volumetric mean concentration results C� from the PNC are not measured
at standard conditions (273.15 K (0 °C) and 101.325 kPa), the concentrations shall be corrected to those
conditions C���s ;

Cb is either the dilution air or the dilution tunnel background particle number concentration, as
permitted by the approval authority, in particles per cubic centimetre, corrected for coincidence and to
standard conditions (273.15 K (0 °C) and 101.325 kPa);

f�r is the mean particle concentration reduction factor of the VPR at the dilution setting used for the
test;
����
frb is the mean particle concentration reduction factor of the VPR at the dilution setting used for the
background measurement;

d is the distance driven corresponding to the applicable test cycle , km.

C� shall be calculated from the following equation:

n
∑ Ci
C� = i=1
n

where:

Ci is a discrete measurement of particle number concentration in the diluted gas exhaust from the
PNC; particles per cm³ and corrected for coincidence;

n is the total number of discrete particle number concentration measurements made during the
applicable test cycle and shall be calculated using the following equation:

n=t×f
where:

t is the time duration of the applicable test cycle, s;

f is the data logging frequency of the particle counter, Hz.

5. Calculation of cycle energy demand

Unless otherwise specified, the calculation shall be based on the target speed trace given in discrete time
sample points.

For the calculation, each time sample point shall be interpreted as a time period. Unless otherwise
specified, the duration ∆t of these periods shall be 1 second.

The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing Ei
over the corresponding cycle time between tstart and tend according to the following equation:
t
E = ∑tend E
start i

where:

Ei = Fi × di if Fi > 0

Ei = 0 if Fi ≤ 0

and:

126
tstart is the time at which the applicable test cycle or phase starts, s;

tend is the time at which the applicable test cycle or phase ends, s;

Ei is the energy demand during time period (i-1) to (i), Ws;

Fi is the driving force during time period (i-1) to (i), N;

di is the distance travelled during time period (i-1) to (i), m.

vi +vi−1 (vi +vi−1 )2
Fi = f0 + f1 × � � + f2 × + (1.03 × TM) × ai
2 4

where:

Fi is the driving force during time period (i-1) to (i), N;

vi is the target speed at time ti, km/h;

TM is the test mass, kg;

ai is the acceleration during time period (i-1) to (i), m/s²;

f0 , f1 , f2 are the road load coefficients for the test vehicle under consideration (TML, TMH or TMind)
in N, N/km/h and in N/(km/h)² respectively.
(vi +vi−1 )
di = 2×3.6
× (t i − t i−1 )

where:

di is the distance travelled in time period (i-1) to (i), m;

vi is the target speed at time t i , km/h;

ti is time, s.
vi −vi−1
ai =
3.6×(ti −ti−1 )

where:

ai is the acceleration during time period (i-1) to (i), m/s²;

vi is the target speed at time t i , km/h;

ti is time, s.

6. Calculation of fuel consumption

6.1. The fuel characteristics required for the calculation of fuel consumption values shall be taken from
Annex IX.

6.2. The fuel consumption values shall be calculated from the emissions of hydrocarbons,
carbon monoxide, and carbon dioxide using the results of step 6 for criteria emissions and step 7 for CO2 of
Table A7/1.

6.2.1. The general equation in paragraph 6.12. using H/C and O/C ratios shall be used for the calculation
of fuel consumption.

6.2.2. For all equations in paragraph 6. of this Sub-Annex:

127
FC is the fuel consumption of a specific fuel, l/100 km (or m³ per 100 km in the case of natural gas or
kg/100 km in the case of hydrogen);

H/C is the hydrogen to carbon ratio of a specific fuel CXHYOZ;

O/C is the oxygen to carbon ratio of a specific fuel CXHYOZ;
MWC is the molar mass of carbon (12.011 g/mol);
MWH is the molar mass of hydrogen (1.008 g/mol);
MWO is the molar mass of oxygen (15.999 g/mol);
ρfuel is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C;
HC are the emissions of hydrocarbon, g/km;
CO are the emissions of carbon monoxide, g/km;
CO2 are the emissions of carbon dioxide, g/km;
H2O are the emissions of water, g/km;
H2 are the emissions of hydrogen, g/km;
p1 is the gas pressure in the fuel tank before the applicable test cycle, Pa;
p2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;
T1 is the gas temperature in the fuel tank before the applicable test cycle, K;
T2 is the gas temperature in the fuel tank after the applicable test cycle, K;
Z1 is the compressibility factor of the gaseous fuel at p1 and T1;
Z2 is the compressibility factor of the gaseous fuel at p2 and T2;
V is the interior volume of the gaseous fuel tank, m³;
d is the theoretical length of the applicable phase or cycle, km.
6.3. [Reserved]

6.4. [Reserved]

6.5. For a vehicle with a positive ignition engine fuelled with petrol (E10)
0.1206
FC = � � × [(0.829 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel
6.6. For a vehicle with a positive ignition engine fuelled with LPG
0.1212
FCnorm = � �× [(0.825 × HC) + (0.429 × CO) + (0.273 × CO2 )]
0.538

6.6.1. If the composition of the fuel used for the test differs from the composition that is assumed for the
calculation of the normalised consumption, on the manufacturer's request a correction factor cf may be
applied, using the following equation:
0.1212
FCnorm = � �× cf × [(0.825 × HC) + (0.429 × CO) + (0.273 × CO2 )]
0.538

The correction factor, cf, which may be applied, is determined using the following equation:

cf = 0.825 + 0.0693 × nactual

where:

128
 nactual is the actual H/C ratio of the fuel used.

6.7. For a vehicle with a positive ignition engine fuelled with NG/biomethane
0.1336
FCnorm = � �× [(0.749 × HC) + (0.429 × CO) + (0.273 × CO2 )]
0.654

6.8. [Reserved]

6.9. [Reserved]

6.10. For a vehicle with a compression engine fuelled with diesel (B7)
0.1165
FC = � �× [(0.858 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel

6.11. For a vehicle with a positive ignition engine fuelled with ethanol (E85)
0.1743
FC = � �× [(0.574 × HC) + (0.429 × CO) + (0.273 × CO2 )]
ρfuel

6.12. Fuel consumption for any test fuel may be calculated using the following equation:
H O
MWC + ×MWH + ×MWO MWC MW MWC
FC = C
MWC ×ρfuel ×10
C
×� H O × HC + MW C × CO + MW × CO2 �
MWC + ×MWH + ×MWO CO CO2
C C

6.13. Fuel consumption for a vehicle with a positive ignition engine fuelled by hydrogen:
V 1 p1 1 p2
FC = 0.024 × ×� × − × �
d Z1 T1 Z2 T2
With approval of the approval authority and for vehicles fuelled either with gaseous or liquid hydrogen, the
manufacturer may choose to calculate fuel consumption using either the equation for FC below or a
method using a standard protocol such as SAE J2572.

FC = 0.1 × (0.1119 × H2 O + H2 )
The compressibility factor, Z, shall be obtained from the following table:

Table A7/2

Compressibility factor Z

T (K)

5 100 200 300 400 500 600 700 800 900

p
33 0.859 1.051 1.885 2.648 3.365 4.051 4.712 5.352 5.973 6.576
(bar)

53 0.965 0.922 1.416 1.891 2.338 2.765 3.174 3.57 3.954 4.329

73 0.989 0.991 1.278 1.604 1.923 2.229 2.525 2.810 3.088 3.358

93 0.997 1.042 1.233 1.470 1.711 1.947 2.177 2.400 2.617 2.829

113 1.000 1.066 1.213 1.395 1.586 1.776 1.963 2.146 2.324 2.498

133 1.002 1.076 1.199 1.347 1.504 1.662 1.819 1.973 2.124 2.271

153 1.003 1.079 1.187 1.312 1.445 1.580 1.715 1.848 1.979 2.107

129
 173 1.003 1.079 1.176 1.285 1.401 1.518 1.636 1.753 1.868 1.981

193 1.003 1.077 1.165 1.263 1.365 1.469 1.574 1.678 1.781 1.882

213 1.003 1.071 1.147 1.228 1.311 1.396 1.482 1.567 1.652 1.735

233 1.004 1.071 1.148 1.228 1.312 1.397 1.482 1.568 1.652 1.736

248 1.003 1.069 1.141 1.217 1.296 1.375 1.455 1.535 1.614 1.693

263 1.003 1.066 1.136 1.207 1.281 1.356 1.431 1.506 1.581 1.655

278 1.003 1.064 1.130 1.198 1.268 1.339 1.409 1.480 1.551 1.621

293 1.003 1.062 1.125 1.190 1.256 1.323 1.390 1.457 1.524 1.590

308 1.003 1.060 1.120 1.182 1.245 1.308 1.372 1.436 1.499 1.562

323 1.003 1.057 1.116 1.175 1.235 1.295 1.356 1.417 1.477 1.537

338 1.003 1.055 1.111 1.168 1.225 1.283 1.341 1.399 1.457 1.514

353 1.003 1.054 1.107 1.162 1.217 1.272 1.327 1.383 1.438 1.493

In the case that the required input values for p and T are not indicated in the table, the compressibility
factor shall be obtained by linear interpolation between the compressibility factors indicated in the table,
choosing the ones that are the closest to the sought value.

7. Calculation of drive trace indices

7.1. General requirement

The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by a linear
interpolation method at a frequency of 10 Hz.

In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the
actual vehicle speed for drive trace index calculations during such periods of operation.

7.2. Calculation of drive trace indices

The following indices shall be calculated according to SAE J2951(Revised JAN2014):

(a) ER : Energy Rating

(b) DR : Distance Rating

(c) EER : Energy Economy Rating

(d) ASCR : Absolute Speed Change Rating

(e) IWR : Inertial Work Rating

(f) RMSSE : Root Mean Squared Speed Error

130
Sub-Annex 8
The WLTC to be driven is the WLTC Class 3b. Calculations and other specifications are to apply unless not
otherwise defined in GNT_Overall_GNCAP_Test_Procedure.xlsx or explicitly stated.
Furthermore, additional provisions made in
GNT_Special_Requirements_for_Hybrid_Electric_Vehicles_(HEV).docx overrule the provisions made in this
Sub-Annex in case of doubt.
Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles
0. Preface
This Green NCAP test procedure was based on Regulation (EU) 2017/1151. The interpolation family concept
is not applicable for the Green NCAP assessment program. Hence, the requirements laid down in this test
procedure target to obtain measurement values for pollutant and CO2 emission constituents, fuel / energy
consumption and all other elements to be determined in order to rate the vehicle’s environmental
performance. All references to vehicle L and H are to be interpreted as vehicle M.

1. General requirements
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. Special provisions regarding driver selectable modes can be found in
GNT_Special_Requirements_for_Hybrid_Electric_Vehicles_(HEV).docx.

131
1.1. Units, accuracy and resolution of electric parameters
Units, accuracy and resolution of measurements shall be as shown in Table A8/1.

Table A8/1
Parameters, units and accuracy of measurements
Parameter Units Accuracy Resolution
Electrical energy (1) Wh ± 1 per cent 0.001 kWh(2)
Electrical current A ± 0.3 per cent FSD or 0.1 A
± 1 per cent of reading (3,4)
Electric voltage V ± 0.3 per cent FSD or 0.1 V
± 1 per cent of reading (3)
(1)
Equipment: static meter for active energy.
(2)
AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
(3)
Whichever is greater.
(4)
Current integration frequency 20 Hz or more.

1.2. Emission and fuel consumption testing

Parameters, units and accuracy of measurements shall be the same as those required for pure ICE vehicles.
1.3. Units and precision of final test results
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
Parameter Units Communication of final test result
PER(p)2, PERcity, AER(p)², AERcity, EAER(p)²,km Rounded to nearest whole number
EAERcity, RCDA1, RCDC, Rnominal3 , RRealWorld3
FCCS(,p)², FCCD, FCweighted for HEVs l/100 km Rounded to the first place of decimal
FCCS(,p)² for FCHVs kg/100 km Rounded to the second place of decimal
MCO2,CS(,p)², MCO2,CD, MCO2,weighted g/km Rounded to the nearest whole number
EC(p)², ECcity, ECAC,CD, ECAC,weighted Wh/km Rounded to the nearest whole number
EAC kWh Rounded to the first place of decimal
1
no vehicle individual parameter
2
(p) means the considered period which can be a phase, a combination of phases or the whole cycle
3
defined and calculated by GNT_RealWorld_Driving Range.docx

1.4. Vehicle classification

132
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
1.4.1.1. The reference test cycle for Class 3 vehicles is specified in paragraph 3.3. of Sub-Annex 1.
1.4.1.2. For PEVs, the downscaling procedure, in accordance with paragraphs 8.2.3. and 8.3. of Sub-Annex 1,
may be applied on the test cycles in accordance with paragraph 3.3. of Sub-Annex 1 by replacing the rated
power with maximum net power in accordance with UN/ECE Regulation No. 85. In such a case, the
downscaled cycle is the reference test cycle.
1.4.2. Applicable test cycle
1.4.2.1. Applicable WLTP test cycle
The reference test cycle according to paragraph 1.4.1. of this Sub-Annex shall be the applicable WLTC+ test
cycle 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 WLTC+ for the Type 1 test
procedure.
1.4.2.2. Applicable WLTP city test cycle
The Class 3 WLTP city test cycle (WLTCcity) for Class 3b vehicles is specified in paragraph 3.5. of Sub-Annex 1.
1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions
The vehicles shall be driven in accordance with the technical gear shift indicator, if available, or in accordance
with instructions incorporated in the manufacturer's handbook.
2. Run-in of test vehicle
The vehicle tested in accordance with this Annex shall be presented in good technical condition and shall be
run-in in accordance with the manufacturer’s recommendations, at a minimum for 3000 km. Battery electric
vehicles may be run-in at a minimum for 300 km. 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.
2.1. OVC-HEVs and NOVC-HEVs shall have been run-in in accordance with the requirements of paragraph
2.3.3. of Sub-Annex 6.
2.2. NOVC-FCHVs shall have been run-in at least 3000 km with their fuel cell and REESS installed.
2.3. PEVs shall have been run-in at least 300.
2.4. All REESS having no influence on CO2 mass emissions or H2 consumption shall be excluded from
monitoring.
3. Test procedure
3.1. General requirements
3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs, the following shall apply where applicable:
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 in accordance
with paragraph 2.6.8.3. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully
activated until the required speed trace is reached again.

133
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 2.7.2. of Sub-Annex 6 shall apply only for the charge-
sustaining Type 1 test for OVC-HEVs in accordance with paragraph 3.2. of this Sub-Annex and for testing
NOVC-HEVs in accordance with paragraph 3.3. of this Sub-Annex.
3.2. OVC-HEVs
3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-
sustaining operating condition (CS condition).
3.2.2. The applicable test sequence can be found in GNT_Overall_GNCAP_Test_Procedure.xlsx
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.

134
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

GNT_Special_Requirements_for_Hybrid_Electric_Vehicles_(HEV).docx
3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test (Option 1)
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
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
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.
3.2.4.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be
selected according to GNT_Special_Requirements_for_Hybrid_Electric_Vehicles_(HEV).docx.
3.2.4.3. Charge-depleting Type 1 test procedure
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.
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

135
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.
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.
3.2.4.4. End of the charge-depleting Type 1 test
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 speed trace 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
3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable WLTP test cycle
shall be evaluated.
3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is reached when the relative
electric energy change REECi as calculated using the following equation, is less than 0.04.

�∆EREESS,i �
REECi =
1
Ecycle ×
3600
where:
REECi is the relative electric energy change of the applicable test cycle considered i of the charge-
depleting Type 1 test;
∆EREESS,i is the change of electric energy of all REESSsF for the considered charge-depleting Type 1 test
cycle i calculated according to paragraph 4.3. of this Sub-Annex, Wh;
Ecycle 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;
1
is a conversion factor to Wh for the cycle energy demand.
3600

3.2.4.6. REESS charging and measuring the recharged electric energy

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.
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 EAC 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.
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 1.2. of Sub-Annex 6.

136
3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Option 2)
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
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
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.
3.2.5.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be
selected according to GNT_Special_Requirements_for_Hybrid_Electric_Vehicles_(HEV).docx.
3.2.5.3. Type 1 test procedure
3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures described in Sub-Annex 6.
3.2.5.3.2. If required, CO2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex.
3.2.5.3.3. The test pursuant to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria
emission limits in accordance with paragraph 1.2. of Sub-Annex 6.
3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test (Option 3)
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.
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.
3.2.6.3. REESS charging and measuring the recharged electric energy
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.
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 EAC 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.
3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4)
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.
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.

137
3.3. NOVC-HEVs
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
3.3.1.1. Vehicles shall be preconditioned in accordance with paragraph 2.6. of Sub-Annex 6.
In addition to the requirements of paragraph 2.6. of Sub-Annex 6, the level of the state of charge of the
traction REESS for the charge-sustaining test may be set in accordance with 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 in accordance with paragraph 2.7. of Sub-Annex 6.
3.3.2. Test conditions
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6.
of this Annex.
3.3.2.2. Selection of a driver-selectable mode
The applicable driver selectable mode can be found in GNT Special Requirements for Hybrid Electric Vehicles
(HEV).docx. 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
3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6.
3.3.3.2. If required, the CO2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex.
3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable criteria emission limits in accordance with
paragraph 1.2. of Sub-Annex 6.
3.4. PEVs
3.4.1. General requirements
The determination of the vehicle’s driving range shall be performed by measuring the REESS capacity
according to the Document GNT_Real_World_Driving_Range_Test_WG.docx, that describes the calculation
of a “Nominal range”, a “Real word range” and a “Worst case range”.
The manufacturer shall give evidence to the GNT concerning the estimated pure electric range (PER) prior to
the test. The PER determined by the applied test procedure shall confirm that the correct test procedure was
applied.
3.4.2. [reserved]
3.4.3. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to
paragraph 4. of Appendix 6 to this Sub-Annex.
3.4.4. PEV Type 1 test procedures
3.4.4.1. [reserved]
3.4.4.1.2. REESS current and voltage measurement
From the beginning of the test until the end of the test, 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 needed for GNT_Real World Driving Range Test Procedure

138
The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified
in paragraph 2.6.8.3. 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.

3.5. NOVC-FCHVs
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
Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.
3.5.2. Test conditions
3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as defined in paragraph 3.3.6.
of this Annex.
3.5.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be
selected according to GNT Special Requirements for Hybrid Electric Vehicles (HEV).docx.
3.5.3. Type 1 test procedure
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.
3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to this Sub-Annex.

4. Calculations for hybrid electric, pure electric and compressed hydrogen fuel cell vehicles
4.1. Calculations of gaseous emission compounds, particulate matter emission and particle number
emission
4.1.1. Charge-sustaining mass emission of gaseous emission compounds, particulate matter emission and
particle number emission for OVC-HEVs and NOVC-HEVs
The charge-sustaining particulate matter emission PMCS shall be calculated according to paragraph 3.3. of
Sub-Annex 7.
The charge-sustaining particle number emission PNCS shall be calculated according to paragraph 4. of Sub-
Annex 7.
4.1.1.1. Stepwise procedure for calculating the final test results of the charge-sustaining Type 1 test for
NOVC-HEVs and OVC-HEVs
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.

139
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 Mi,CS,p,1 , g/km; 1
emissions MCO2,CS,p,1 , g/km.
Paragraphs 3. to 3.2.2. of Sub-
Annex 7.
Output from Mi,CS,p,1 , g/km; Calculation of combined charge- Mi,CS,c,2 , g/km; 2
step No. 1 of MCO2,CS,p,1 , g/km. sustaining cycle values: MCO2,CS,c,2 , g/km.
this table.
∑p Mi,CS,p,1 × dp
Mi,CS,c,2 =
∑p dp
∑p MCO2,CS,p,1 × dp
MCO2,CS,c,2 =
∑p dp

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.

Output from MCO2,CS,p,1 , g/km; REESS electric energy change MCO2,CS,p,3 , g/km; 3
steps Nos. 1 MCO2,CS,c,2 , g/km. correction MCO2,CS,c,3 , g/km.
and 2 of this
Paragraphs 4.1.1.2. to 4.1.1.5. of
table.
this Sub-Annex.
Output from Mi,CS,c,2 , g/km; Charge-sustaining mass emission Mi,CS,c,4 , g/km; 4a
steps Nos. 2 MCO2,CS,c,3 , g/km. correction for all vehicles MCO2,CS,c,4 , g/km.
and 3 of this equipped with periodically
table. regenerating systems K i in
accordance with Sub-Annex 6,
Appendix 1. Ki shall always be 1.
If Ki is not applicable:
Mi,CS,c,4 = Mi,CS,c,2
MCO2,CS,c,4 = MCO2,CS,c,3

Output from MCO2,CS,p,3 , g/km; If Ki is applicable, align CO2 phase MCO2,CS,p,4 , g/km. 4b
steps Nos. 3 MCO2,CS,c,3 , g/km; values to combined cycle value:
and 4a of this MCO2,CS,c,4a , g/km. MCO2,CS,p,4 = MCO2,CS,p,3 × AFKi
table.
for every cycle phase p;
where:
MCO2,CS,c,4a
AFKi =
MCO2,CS,c,3
If Ki is not applicable:
MCO2,CS,p,4 = MCO2,CS,p,3

140
 Source Input Process Output Step No.
Output from Mi,CS,c,4 , g/km; ATCT correction in accordance Mi,CS,c,5 , g/km; 5
step No. 4 of MCO2,CS,p,4 , g/km; with paragraph 3.8.2. of Sub- MCO2,CS,c,5 , g/km;
Result of a
this table. MCO2,CS,c,4 , g/km; Annex 6a should not be MCO2,CS,p,5 , g/km.
single test.
performed.
Deterioration factors calculated
and applied in accordance with
Annex VII.

Output from For every test: Averaging of tests and declared Mi,CS,c,6 , g/km; 6
step No. 5 of Mi,CS,c,5 , g/km; value in accordance with MCO2,CS,c,6 , g/km;
Mi,CS
this table. MCO2,CS,c,5 , g/km; paragraphs 1.2. to 1.2.3. of MCO2,CS,p,6 , g/km;
Sub-Annex 6. results of a
MCO2,CS,p,5 , g/km. MCO2,CS,c,declared ,
Type 1 test
g/km.
for a test
vehicle.
Output from
step No. 6 of
this table.
Output from
steps Nos. 6
and 7 of this
table.
Output from
step No. 8 of
this table.

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:
MCO2,CS = MCO2,CS,nb
where:
MCO2,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;
MCO2,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. 〖'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:
MCO2,CS = MCO2,CS,nb − K CO2 × ECDC,CS
where:
MCO2,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;
MCO2,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;

141
ECDC,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:
MCO2,CS,p = MCO2,CS,nb,p + K CO2 × ECDC,CS,p
where:
MCO2,CS,p is the charge-sustaining CO2 mass emission of phase p of the charge-sustaining Type 1 test in
accordance with Table A8/5, step No. 3, g/km;
MCO2,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 in accordance with Table A8/5, step No. 1, g/km;
ECDC,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. [reserved]
4.1.2. [reserved]
4.1.3. [reserved]
4.1.3.2. [reserved]
4.1.4 Charge-depleting mass emission of gaseous emission compounds, particulate matter emission and
particle number emission for OVC-HEVs
4.1.4.1. CO2 mass emissions
∑kj=1(MCO2,CD,j × dj )
MCO2,CD,avg =
∑kj=1 dj
where:
MCO2,CD,avg is the arithmetic average charge-depleting CO2 mass emission, g/km;
MCO2,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.

4.1.4.2. Calculation of gaseous pollutants (gp) mass emissions

The following calculations are to be applied for all rated gaseous pollutants. The expression “gp” has to be
replaced by the corresponding exhaust pollutant component.

∑kj=1(Mgp,CD,j × dj )
Mgp,CD,avg =
∑kj=1 dj

142
where:
Mgp,CD,avg is the arithmetic average charge-depleting CO2 mass emission, g/km;
Mgp,CD,j is the gaseous pollutants 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.
4.1.4.3. Calculation of particulate number (PN) emissions
∑kj=1(MPN,CD,j × dj )
MPN,CD,avg =
∑kj=1 dj
where:
MPN,CD,avg is the arithmetic average charge-depleting CO2 mass emission, g/km;
MPN,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.

143
Table A8/6
Calculation of final charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs

Source Input Process Output Step no.

Output from step Mi,CS,c,6 , g/km; Calculation of fuel FCCS,c,1, l/100km; 1

no. 6 and 7 of MCO2,CS,c,7 , g/km; consumption FCCS,p,1 , l/100km;
"FCCS results of a Type
Table A8/5 of this MCO2,CS,p,7 , g/km; according to
1 test for a test
Sub-Annex. paragraph 6. of Sub-
vehicle"
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.

Step no. 1 of this

Table.

Step no. 2 of this

Table.

4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs

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

144
Table A8/7
Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs

Source Input Process Output Step no.

Appendix 7 of this Non-balanced Charge-sustaining fuel 1

Sub-Annex. charge-sustaining consumption according FCCS,c,1, kg/100km;
fuel consumption to paragraph 2.2.6. of
Appendix 7. to this Sub-
FCCS,nb ,kg/100km
Annex

Output from step REESS electric energy 2

no. 1 of this Table. FCCS,c,1, kg/100km; change correction FCCS,c,2, kg/100km;
Sub-Annex 8, paragraphs
4.2.1.2.2. to 4.2.1.2.3.
inclusive of this Sub-
Annex

Output from step FCCS,c,2, kg/100 FCCS,c,3 = FCCS,c,2 FCCS,c,3, kg/100 km. 3
No. 2 of this table. km.
Result of a
single test.
Output from step
No. 3 of this table.

Output from step

no. 4 of this Table.

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:
FCCS = FCCS,nb
where:
FCCS is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table
A8/7, step no. 2, kg/100 km;
FCCS,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:
FCCS = FCCS,nb + K fuel,FCHV × ECDC,CS
where:
FCCS is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table
A8/7, step no. 2, kg/100 km;
FCCS,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;

145
ECDC,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. [removed]
4.2.3. [reserved]
4.2.4 Charge depleting fuel consumption for OVC-HEVs
∑kj=1(UFj × FCCD,j )
FCCD =
∑kj=1 UFj
where:
FCCD is the utility factor weighted charge-depleting fuel consumption, l/100 km;
FCCD,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;
UFj is 1;
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.

4.3. Calculation of electric energy consumption

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:
ΔEREESS,j
ECDC,j = −
dj
where:
ECDC,j is the electric energy consumption over the considered period j based on the REESS depletion,
Wh/km;
∆EREESS,j is the electric energy change of all REESSs during the considered period j, Wh;
dj is the distance driven in the considered period j, km;
and
n

∆EREESS,j = � ∆EREESS,j,i
i=1

where:
∆EREESS,j,i is the electric energy change of REESS i during the considered period j, Wh;
and
tend
1
∆EREESS,j,i = × � U(t)REESS,j,i × I(t)j,i dt
3600
t0

where:

146
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;
1
is the conversion factor from Ws to Wh.
3600

4.3.1. [reserved]
4.3.2. [reserved]
4.3.2.2. Determination of the total electric energy consumption for OVC-HEVs
The total electric energy consumption of OVC-HEVs for charge depleting sequence is calculated according to
the formula:
ECDC,CDsequence
ECAC,CDsequence =
ηgrid−to−output PHEV
where:
ECAC,CDsequence is the total electric energy consumption over the considered period j based on the REESS
depletion and considering the electrical energy losses from the mains to the measurement location according
to Appendix 3 of this Sub-Annex, Wh/km
ECDC,j is the electric energy consumption over the considered period j based on the REESS
depletion, Wh/km;
ηgrid−to−outputPHEV is the “grid to REESS output efficiency” [-], describing the relation between the total
REESS recharge energy from the mains and the total REESS output energy, as calculated in
GNT_Real World Driving Range Test Procedure

In case the considered period is a given test cycle, ECDC,j can be expressed as ECtest and ECDC_total,j can be
expressed as ECtest_total ,where the index “test” is the identification of the considered test.

4.3.3. Electric energy consumption for OVC-HEVs

4.3.3.1. Determination of electrical energy consumption at the vehicle’s REESS
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:
ΔEREESS,j
ECDC,CD sequence = −
dj
where:
ECDC,CD sequence is the electric energy consumption over the considered period (CD sequence) based
on the REESS depletion, Wh/km;
∆EREESS,j is the electric energy change of all REESSs during the considered period j, Wh;

147
dj is the distance driven in the considered period j, km;

and
n

∆EREESS,j = � ∆EREESS,j,i
i=1

where:
∆EREESS,j,i is the electric energy change of REESS i during the considered period j, Wh;
and
tend
1
∆EREESS,j,i = × � U(t)REESS,j,i × I(t)j,i dt
3600
t0

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;
1
is the conversion factor from Ws to Wh.
3600

4.3.3.2 [reserved]
4.3.3.3. Grid to REESS output efficiency for OVC-HEVs electric energy consumption calculations
The electric energy consumption over the considered period j based on the REESS depletion ECDC,CD sequence
does not consider the energy losses occurring between the mains and the current and voltage measurement
location according to Appendix 3 of this Sub-Annex.
The determination of the total electric energy consumption of OVC-HEVs shall consider the losses occurring
between mains and the current and voltage measurement location according to Appendix 3 of this Sub-
Annex.
EAC is the electric energy delivered from the mains for a full recharge of the REESS in Wh, as paragraph 3.2 of
this Sub-Annex.
EDC, CD sequence is the electric energy consumption over the CD sequence done in accordance with paragraph
4.3.3.1 of this Sub-Annex, Wh;
is the electric energy drawn from the battery in Wh, over the complete phase of REESS discharge procedure,
calculated by the measured current and voltage, as described in paragraph 3.2 of this Sub-Annex.
For the calculation of the total electric energy consumption of OVC-HEV, the introduction of an efficiency
factor is necessary. The “Grid to REESS output efficiency” describes the relation between the total REESS
recharge energy from the mains and the total REESS output energy, as calculated in paragraph 3.2 of this
Sub-Annex. The “grid to REESS output efficiency” is calculated as follows:

148
 EDC,CD sequence
ηgrid−to−outputPHEV =
EAC
where:
ηgrid−to−outputPHEV is the “grid to REESS output efficiency” [-], describing the relation between the total
REESS recharge energy from the mains and the total REESS output energy, as calculated in paragraph 3.2 of
this Sub-Annex.

4.3.4. Electric energy consumption of PEVs

4.3.4.1 Determination of electrical energy consumption at the vehicle’s REESS

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:
ΔEREESS,j
ECDC,j = −
dj
where:
ECDC,j is the electric energy consumption over the considered period j based on the REESS depletion,
Wh/km;
∆EREESS,j is the electric energy change of all REESSs during the considered period j, Wh;
dj is the distance driven in the considered period j, km;

and
n

∆EREESS,j = � ∆EREESS,j,i
i=1

where:
∆EREESS,j,i is the electric energy change of REESS i during the considered period j, Wh;
and
tend
1
∆EREESS,j,i = × � U(t)REESS,j,i × I(t)j,i dt
3600
t0

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;

149
 1
is the conversion factor from Ws to Wh.
3600

In case the considered period is a given test cycle, ECDC,j can be expressed as ECtest, where the index “test” is
the identification of the considered test.

4.3.4.2 Grid to REESS output efficiency for PEV electric energy consumption calculations
The electric energy consumption over the considered period j based on the REESS depletion ECDC,j does not
consider the energy losses occurring between the mains and the current and voltage measurement location
according to Appendix 3 of this Sub-Annex.
The determination of the total electric energy consumption of PEVs shall consider the losses occurring
between mains and the current and voltage measurement location according to Appendix 3 of this Sub-
Annex.
According to GNT_Real World Driving Range Test Procedure:
EAC is the electric energy delivered from the mains for a full recharge of the REESS in Wh, as described in
GNT_Real World Driving Range Test Procedure.
EDC-discharge is the electric energy drawn from the battery in Wh, over the complete phase of REESS discharge
procedure, calculated by the measured current and voltage, as described in GNT_Real World Driving Range
Test Procedure.
For the calculation of the total electric energy consumption of PEV, the introduction of an efficiency factor is
necessary. The “Grid to REESS output efficiency” describes the relation between the total REESS recharge
energy from the mains and the total REESS output energy, as calculated in GNT_Real World Driving Range
Test Procedure. The “grid to REESS output efficiency” is calculated as follows:
EDC−discharge
ηgrid−to−output =
EAC
where:
ηgrid−to−output is the “grid to REESS output efficiency” [-], describing the relation between the total REESS
recharge energy from the mains and the total REESS output energy, as calculated in GNT_Real World Driving
Range Test Procedure.

4.3.4.3 Determination of the total electric energy consumption for PEV

The total electric energy consumption of PEVs for a given period is calculated according to the formula:
ECDC,j
ECDC_total,j =
ηgrid−to−output
where:
ECDC_total,j is the total electric energy consumption over the considered period j based on the REESS
depletion and considering the electrical energy losses from the mains to the measurement location according
to Appendix 3 of this Sub-Annex, Wh/km
ECDC,j is the electric energy consumption over the considered period j based on the REESS
depletion, Wh/km;
ηgrid−to−output is the “grid to REESS output efficiency” [-], describing the relation between the total REESS
recharge energy from the mains and the total REESS output energy, as calculated in GNT_Real
World Driving Range Test Procedure

150
In case the considered period is a given test cycle, ECDC,j can be expressed as ECtest and ECDC_total,j can be
expressed as ECtest_total ,where the index “test” is the identification of the considered test.
4.3.4.4. [reserved]
4.4. Calculation of electric ranges
The calculation of the electric ranges for PEV's is described in GNT_Real World Driving Range Test Procedure
4.4.1. All-electric ranges AER and AER city for OVC-HEVs
4.4.1.1. All-electric range AER
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
4.4.1.2.1. [reserved]
4.4.1.2.2. [reserved]
4.4.2. Pure electric range for PEVs
The determination of the electric ranges for PEV's is described in GNT_Real World Driving Range Test
Procedure
4.4.2.1. [reserved]
4.4.2.1.1. [reserved]
4.4.2.1.2.[reserved]
4.4.2.1.3. [reserved]
4.4.2.2. [reserved]
4.4.2.2.1. [reserved]
4.4.2.2.2. [reserved]
4.4.2.2.3. [reserved]
4.4.3. Charge-depleting cycle range for OVC-HEVs
The charge-depleting cycle range RCDC 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
4.4.4.1. Determination of cycle-specific equivalent all-electric range, only to be used for determination of
cycle-specific energy consumption according to paragraph 4.3.3.1.
The cycle-specific equivalent all-electric range shall be calculated using the following equation:
MCO2,CS − MCO2,CD,avg
EAER = � � × R CDC
MCO2,CS
where:
EAER is the cycle-specific equivalent all-electric range, km;

151
MCO2,CS is the charge-sustaining CO2 mass emission according to Table A8/5, step no. 7, g/km;
MCO2,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
∑kj=1(MCO2,CD,j × dj )
MCO2,CD,avg =
∑kj=1 dj
where:
MCO2,CD,avg is the arithmetic average charge-depleting CO2 mass emission, g/km;
MCO2,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. [reserved]
4.4.5. [reserved]
4.5. [reserved]
4.5.1 [reserved]
4.5.2. [reserved]
4.5.3. [reserved]
4.5.4. [reserved]
4.5.4.1. [reserved]
4.5.4.2. [reserved]
4.5.4.3. [reserved]
4.5.5. [reserved]
4.5.5.1. [reserved]
4.5.5.2. [reserved]
4.5.5.3. [reserved]
4.5.6 [reserved]
4.5.6.1. [reserved]
4.5.6.2. [reserved]
4.5.6.3. [reserved]
4.5.7 [reserved]
4.5.7.1. [reserved]
4.5.7.2.[reserved]
4.6. [reserved]

152
4.6.1. [reserved]
4.6.2.[reserved]
4.7. Stepwise procedure for calculating the final test results of PEVs
The results shall be calculated in the order described in Table A8/10. 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.
4.7.1. Stepwise procedure for calculating the final test results of PEVs.
For the purpose of this table, the following nomenclature within the questions and
results is used:
j index for the considered period.
Table A8/10

Calculation of final PEV values

Source Input Process Output Step no.
Sub-Annex 8 Test results Results measured in accordance with ΔEREESS,j, Wh; 1
Appendix 3 to this Sub-Annex and dj, km;
GNT- pre-calculated in accordance with
Real_World_Driving paragraph 4.3.4.1. of this Sub-Annex.
_Range_Test_WG
Usable battery energy in accordance EDC-discharge, Wh;
with paragraph 5. of GNT-
Real_World_Driving_Range_Test_WG
.
EAC, Wh.
Recharged electric energy in
accordance with paragraph 5. of
GNT-
Real_World_Driving_Range_Test_WG
. EDC-charge, Wh;

Recharged electric energy absorbed

by the vehicle in accordance to
paragraph 6.1.1. of GNT-
Real_World_Driving_Range_Test_WG
.

Output available for each test.

In the case that the interpolation

method is applied, the output is
available for vehicle H and vehicle L.

Output step 1 ΔEREESS,j, Wh; Calculation of electric energy ECDC,j, Wh/km; 2

dj, km; consumption at the REESSs in ECtest j, Wh/km
EDC-discharge, Wh Wh. accordance with paragraph 4.4.3.4.1.
of this Sub-Annex.

Output available for each test.

153
 Source Input Process Output Step no.
In the case that the interpolation
method is applied, the output is
available for vehicle H and vehicle L.
GNT_Real World EAC, Wh Calculation of the “grid to REESS ηgrid−to−output , [-] 3
Driving Range EDC-discharge, Wh output” efficiency, according to
Test Procedure paragraph 4.3.4.2. of this Sub-Annex

Output step 2 ECDC,j , Wh/km Calculation of the total electric energy ECDC_total,j , Wh/km 4
Output step 3 ηgrid−to−output , [-] consumption for a given period,
considering charging and discharging
electric energy losses, according to
paragraph 4.3.4.3 of this Sub-Annex.
Output step 1 EDC-discharge , Wh Calculation of driving ranges Rnominal, km 5
Output step 2 ECDC,j, Wh/km; “nominal”, “real-world”, “worst Rreal world, km
ECtest j, Wh/km case”, according to GNT- RBAB, km
ECWLTC_def ,Wh Real_World_Driving_Range_Test_WG RWLTC,CAT, km
ECWLTC_warm ,Wh RPEMS, heavy, km
ECBAB ,Wh Rworst case, km
ECWLTC_def_rep ,Wh
ECPEMS+cold ,Wh
ECPEMS+cold_rep ,Wh
ECPEMS,eco ,Wh
ECPEMS,heavy ,Wh
ECWLTC,CAT ,Wh

[reserved]
[reserved]
[reserved]
[reserved]
[reserved]
[reserved]

4.7.2. [reserved]
4.8. Energy consumption for OVC-HEVs tested in CD mode
4.8.1. Calculation of fuel consumption and equivalent fuel energy consumption
Calculation of fuel consumption shall be done in accordance with paragraph 4.1.4. of this Sub-Annex and the
calculation of the equivalent energy consumption shall be done in accordance with paragraph 4.3. of this
Sub-Annex.

4.8.1.1. Calculation of electrical energy consumption

The determination of electrical energy consumption at the vehicle’s REESS shall be done in accordance with
paragraph 4.3. of this Sub-Annex.

When ECDC,j is negative then ECDC,j is equal to zero.

4.8.1.2. Calculation of total energy consumption for OVC-HEVs

The total energy consumption for OVC-HEVs shall be the sum of the energy consumption of fuel and
electrical energy consumption from total REESS considering the grid to REESS output efficiency. The
following equations shall be used:

ECtotal,j = ECDC_total,j + EC𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓,𝑗𝑗

154
where:

ECtotal,j is the total energy consumption, the sum of the fuel and electric energy consumption over a period
j.
ECDC_total,j is the total electric energy consumption over the considered period j based on the REESS
depletion and considering the electrical energy losses from the mains to the measurement location according
to Appendix 3 of this Sub-Annex, kWh/100 km
EC𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓,𝑗𝑗 is the fuel energy consumption in kWh/100km and calculated in accordance with paragraph
4.3. of this Sub-Annex.

j is the index for the considered period, where a period can be urban, rural, motorway phases or the
total trip;

and
ECDC,j
ECDC_total,j =
ηgrid−to−output

where:

ECDC_total,j is the total electric energy consumption over the considered period j based on the REESS
depletion and considering the electrical energy losses from the mains to the measurement location according
to Appendix 3 of this Sub-Annex, kWh/100 km
ECDC,j is the electric energy consumption over the considered period j based on the REESS depletion in
kWh/100 km and calculated in accordance with paragraph 4.3. of this Sub-Annex.
ηgrid−to−output,PHEV is the “grid to REESS output efficiency” [-], describing the relation between the total
REESS recharge energy from the mains and the total REESS output energy over the WLTC CD sequence, in
accordance with paragraph 3.2 of this Sub-Annex.
and
EDC,CD sequence
ηgrid−to−output =
EAC
where:
ηgrid−to−output,PHEV is the “grid to REESS output efficiency” [-], describing the relation between the total
REESS recharge energy from the mains and the total REESS output energy over the WLTC CD sequence, in
accordance with paragraph 3.2 of this Sub-Annex.
ECDC,CD sequence is the electric energy consumption over the WLTC CD sequence done in accordance with
paragraph 4.3. of this Sub-Annex, Wh;
EAC is the recharged electric energy from the mains determined in accordance with paragraph 3.2.4.6. of this
Sub-Annex, Wh;

In case the considered period is a given test cycle, ECDC,j can be expressed as ECDC,test, ECDC_total,j can be
expressed as ECDC_total,test and ECtotal,j can be expressed as ECtotal,test ,where the index “test” is the identification
of the considered test.

155
Sub-Annex 8 - Appendix 1
REESS state of charge profile
1. Test sequences and REESS profiles: OVC-HEVs, charge-depleting and charge-sustaining test
1.1. Test sequence OVC-HEVs according to option 1:
Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 test (A8.App1/1)

Figure A8.App1/1
OVC-HEVs, charge-depleting Type 1 test

1.2. Test sequence OVC-HEVs according to option 2:

Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (A8.App1/2)

Figure A8.App1/2
OVC-HEVs, charge-sustaining Type 1 test

156
1.3. Test sequence OVC-HEVs according to option 3:
Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test (A8.App1/3)

Figure A8.App1/3
OVC-HEVs, charge-depleting type 1 test with subsequent charge-sustaining Type 1 test

1.4. Test sequence OVC-HEVs according to option 4:

Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test (Figure
A8.App1/4)

157
Figure A8.App1/4
OVC-HEVs, charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test'

2. Test sequence NOVC-HEVs and NOVC-FCHVs

Charge-sustaining Type 1 test
Figure A8.App1/5
NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test

158
3. Test sequences PEV
According to GNT_Overall_GNCAP_Test_Procedure_WG and GNT_Real World Driving Range Test Procedure.
3.1 [reserved]
3.2 [reserved]
3.3 Charge depletion and recharge sequence to determine the “Nominal range”, “Real world range” and
“Worst case range” when testing PEVs according to the Document GNT-
Real_World_Driving_Range_Test_WG.docx

159
Sub-Annex 8 -Appendix 2
REESS energy change-based correction procedure
This Appendix describes the procedure to correct the charge-sustaining Type 1 test CO2 mass emission for
NOVC-HEVs and OVC-HEVs, and the fuel consumption for NOVC-FCHVs as a function of the electric energy
change of all REESSs.
1. General requirements
1.1. Applicability of this Appendix
1.1.1. The phase-specific fuel consumption for NOVC-FCHVs, and the CO2 mass emission for NOVC-HEVs
and OVC-HEVs shall be corrected.
1.1.2. In the case that a correction of fuel consumption for NOVC-FCHVs or a correction of CO2 mass
emission for NOVC-HEVs and OVC-HEVs measured over the whole cycle according to paragraph 1.1.3. or
paragraph 1.1.4. of this Appendix is applied, paragraph 4.3. of this Sub-Annex shall be used to calculate the
charge-sustaining REESS energy change ∆EREESS,CS of the charge-sustaining Type 1 test. The considered
period j used in paragraph 4.3. of this Sub-Annex is defined by the charge-sustaining Type 1 test.
1.1.3. The correction shall be applied if ∆EREESS,CS is negative which corresponds to REESS discharging and
the correction criterion c calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold
in accordance with Table A8.App2/1.
1.1.4. The correction may be omitted and uncorrected values may be used if:
(a) ∆EREESS,CS is positive which corresponds to REESS charging and the correction criterion c
calculated in paragraph 1.2. of this Appendix is greater than the applicable threshold in
accordance with Table A8.App2/1;
(b) The correction criterion c calculated in paragraph 1.2. of this Appendix is smaller than the
applicable threshold in accordance with Table A8.App2/1;
(c) The manufacturer can prove to the GNT by measurement that there is no relation between ∆bREESS,CS
and charge-sustaining CO2 mass emission and ∆mREESS,CS and fuel consumption respectively.
1.2. The correction criterion c is the ratio between the absolute value of the REESS electric energy
change ∆EREESS,CS and the fuel energy and shall be calculated as follows:
|∆EREESS,CS |
c=
Efuel,CS
where:
∆EREESS,CS is the charge-sustaining REESS energy change according to paragraph 1.1.2. of this Appendix,
Wh;
Efuel,CS is the charge-sustaining energy content of the consumed fuel in accordance with paragraph 1.2.1. of
this Appendix in the case of NOVC-HEVs and OVC-HEVs, and in accordance with paragraph 1.2.2. of this
Appendix in the case of NOVC-FCHVs, Wh.
1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs
The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and OVC-HEVs shall be calculated
using the following equation:

160
Efuel,CS = 10 × HV × FCCS,nb × dCS
where:
Efuel,CS is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of the
charge-sustaining Type 1 test, Wh;
HV is the heating value according to Table A6.App2/1, kWh/l;
FCCS,nb is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not
corrected for the energy balance, determined according to paragraph 6. of Sub-Annex 7, using the gaseous
emission compound values according to Table A8/5, step no. 2, l/100 km;
dCS is the distance driven over the corresponding applicable WLTP test cycle, km;
10 conversion factor to Wh.
1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs
The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs shall be calculated using the
following equation:
1
Efuel,CS = × 121 × FCCS,nb × dCS
0.36

Efuel,CS is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of the
charge-sustaining Type 1 test, Wh;
121 is the lower heating value of hydrogen, MJ/kg;
FCCS,nb is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not
corrected for the energy balance, determined according to Table A8/7, step no.1, kg/100 km;
dCS is the distance driven over the corresponding applicable WLTP test cycle, km;
1
conversion factor to Wh.
0.36

Table A8.App2/1
RCB correction criteria thresholds

Applicable Type 1 Low + Medium + Low + Medium +

test cycle Low + Medium High High + Extra High

Thresholds for 0,015 0,01 0,005 ';

correction
criterion c

2. Calculation of correction coefficients

2.1. The CO2 mass emission correction coefficient KCO2, the fuel consumption correction coefficients
Kfuel,FCHV, as well as, the phase-specific correction coefficients KCO2,p and Kfuel,FCHV,p shall be developed based on
the applicable charge-sustaining Type 1 test cycles.
2.2. The correction coefficients shall be determined from a set of charge-sustaining Type 1 tests according
to paragraph 3. of this Appendix. The number of tests performed by the laboratory shall be equal to or greater
than five.

161
The laboratory may request to set the state of charge of the REESS prior to the test according to the
manufacturer’s recommendation and as described in paragraph 3. of this Appendix. This practice shall only
be used for the purpose of achieving a charge-sustaining Type 1 test with opposite sign of the ∆EREESS,CS and
with approval of the GNT.
The set of measurements shall fulfil the following criteria:
(a) The set shall contain at least one test with ∆EREESS,CS,n ≤ 0 and at least one test with ∆EREESS,CS,n >
0. ∆EREESS,CS,n is the sum of electric energy changes of all REESSs of test n calculated in accordance with
paragraph 4.3. of this Sub-Annex.
(b) The difference in MCO2,CS between the test with the highest negative electric energy change and the
test with the highest positive electric energy change shall be greater than or equal to 5 g/km. This criterion
shall not be applied for the determination of Kfuel,FCHV.
In the case of the determination of KCO2, the required number of tests may be reduced to three tests if all of
the following criteria are fulfilled in addition to (a) and (b):
(c) the difference in MCO2,CS between any two adjacent measurements, related to the electric energy
change during the test, shall be less than or equal to 10 g/km.
(d) in addition to (b), the test with the highest negative electric energy change and the test with the
highest positive electric energy change shall not be within the region that is defined by:
∆EREESS
−0.01 ≤ Efuel
≤ +0.01,

where:
Efuel is the energy content of the consumed fuel calculated according to paragraph 1.2. of this Appendix,
Wh.
(e) The difference in MCO2,CS between the test with the highest negative electric energy change and the
mid-point, and the difference in MCO2,CS between the mid-point and the test with the highest positive electric
energy change shall be similar. The mid-point should preferably be within the range defined by (d). If this
requirement is not feasible, the GNT shall decide if a retest is necessary
The correction coefficients determined by the manufacturer shall be reviewed and approved by
the GNT prior to its application.
f the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall provide
evidence to the GNT as to why the vehicle is not capable of meeting either or both criteria. If the GNT is not
satisfied with the evidence, it may require additional tests to be performed. If the criteria after additional
tests are still not fulfilled, the GNT shall determine a conservative correction coefficient, based on the
measurements.
2.3. Calculation of correction coefficients:
K fuel,FCHV =1
And
K CO2=1 according GNT Special Requirements for Hybrid Electric Vehicles (HEV).docx.

162
2.3.1. [reserved]
2.3.2. [reserved]
3. Test procedure for the determination of the correction coefficients
3.1. OVC-HEVs
For OVC-HEVs, one of the following test sequences according to Figure A8.App2/1 shall be used to measure
all values that are necessary for the determination of the correction coefficients according to paragraph 2. of
this Appendix.

163
Figure A8.App2/1
OVC-HEV test sequences

3.1.1. Option 1 test sequence

3.1.1.1. Preconditioning and soaking
Preconditioning and soaking shall be conducted according to paragraph 2.1. of Appendix 4. to this Sub-Annex.
3.1.1.2. REESS adjustment
Prior to the test procedure in accordance with paragraph 3.1.1.3. of this Appendix, the laboratory may adjust
the REESS. The manufacturer shall provide evidence that the requirements for the beginning of the test in
accordance with paragraph 3.1.1.3. of this Appendix are fulfilled.
3.1.1.3. Test procedure
3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to
paragraph 3. of Appendix 6 to this Sub-Annex.
3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex
shall be driven.
3.1.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1
test procedure described in Sub-Annex 6.
3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination of the
correction coefficients, the test may be followed by a number of consecutive sequences required according

164
to paragraph 2.2 of this Appendix consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this
Appendix.
3.1.2. Option 2 test sequence
3.1.2.1. Preconditioning
The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph 2.1.2. of Appendix 4 to
this Sub-Annex.
3.1.2.2. REESS adjustment
After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this Sub-Annex shall be omitted
and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of
60 minutes. A similar break shall be applied in advance of each test. Immediately after the end of this break,
the requirements of paragraph 3.1.2.3. of this Appendix shall be applied.
Upon request of the laboratory, an additional warm-up procedure may be conducted in advance of the REESS
adjustment to ensure similar starting conditions for the correction coefficient determination. If the
laboratory requests this additional warm-up procedure, the identical warm-up procedure shall be applied
repeatedly within the test sequence.
3.1.2.3. Test procedure
3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to
paragraph 3. of Appendix 6 to this Sub-Annex.
3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex
shall be driven.
3.1.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1
test procedure described in Sub-Annex 6.
3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the
correction coefficients, the test may be followed by a number of consecutive sequences required according
to paragraph 2.2. of this Appendix consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this Appendix.
3.2. NOVC-HEVs and NOVC-FCHVs
For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences according to Figure A8.App2/2 shall
be used to measure all values that are necessary for the determination of the correction coefficients
according to paragraph 2. of this Appendix.

165
Figure A8.App2/2
NOVC-HEV and NOVC-FCHV test sequences

Option 1 test sequence Option 2 test sequence

(paragraph 3.2.1. of this Appendix) (paragraph 3.2.2. of this Appendix)

Preconditioning
Preconditioning and soaking

Optional:
Additional warm up procedure

REESS adjustment
REESS adjustment within a similar
break of max. 60min

Applicable WLTP test cycle Applicable WLTP test cycle

3.2.1. Option 1 test sequence

3.2.1.1. Preconditioning and soaking
The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.
3.2.1.2. REESS adjustment
Prior to the test procedure, according to paragraph 3.2.1.3., the laboratory may adjust the REESS. The
manufacturer shall provide evidence that the requirements for the beginning of the test according to
paragraph 3.2.1.3. are fulfilled.
3.2.1.3. Test procedure
3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. of Appendix 6 to this
Sub-Annex.
3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex
shall be driven.
3.2.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the charge-
sustaining Type 1 test procedure described in Sub-Annex 6.
3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the
correction coefficients, the test can be followed by a number of consecutive sequences required according
to paragraph 2.2. of this Appendix consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this
Appendix.

166
3.2.2. Option 2 test sequence
3.2.2.1. Preconditioning
The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this Sub-Annex.
3.2.2.2. REESS adjustment
After preconditioning, the soaking according to paragraph 3.3.1.2. of this Sub-Annex shall be omitted and a
break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes.
A similar break shall be applied in advance of each test. Immediately after the end of this break, the
requirements of paragraph 3.2.2.3. of this Appendix shall be applied.
Upon request of the laboratory, an additional warm-up procedure may be conducted in advance of the REESS
adjustment to ensure similar starting conditions for the correction coefficient determination. If the
laboratory requests this additional warm-up procedure, the identical warm-up procedure shall be applied
repeatedly within the test sequence.
3.2.2.3. Test procedure
3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to
paragraph 3. of Appendix 6 to this Sub-Annex.
3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex
shall be driven.
3.2.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1
test procedure described in Sub-Annex 6.
3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the determination of the
correction coefficients, the test can be followed by a number of consecutive sequences required according
to paragraph 2.2. of this Appendix consisting of paragraphs 3.2.2.2. and 3.2.2.3. of this Appendix.

167
Sub-Annex 8 -Appendix 3
Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs
1. Introduction
1.1. This Appendix defines the method and required instrumentation to determine the REESS current and
the REESS voltage of NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs.
1.2. Measurement of REESS current and REESS voltage shall start at the same time as the test starts and
shall end immediately after the vehicle has finished the test.
1.3. The REESS current and the REESS voltage of each phase shall be determined.
1.4. A list of the instrumentation used by the manufacturer to measure REESS voltage and current
(including instrument manufacturer, model number, serial number, last calibration dates (where applicable))
during:
(a) the Type 1 test according to paragraph 3 of this Sub-Annex,
(b) the procedure to determine the correction coefficients according to Appendix 2 of this Sub-Annex
(where applicable),
(c) the ATCT as specified in Sub-Annex 6a
shall be provided to the GNT.
2. REESS current
REESS depletion is considered as a negative current.
2.1. External REESS current measurement
2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current
transducer. The current measurement system shall fulfil the requirements specified in Table A8/1 of this Sub-
Annex. The current transducer(s) shall be capable of handling the peak currents at engine starts and
temperature conditions at the point of measurement.
In order to have an accurate measurement, zero adjustment and degaussing shall be performed before the
test in accordance with the instrument manufacturer's instructions.
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the
REESS and shall include the total REESS current.
In case of shielded wires, appropriate methods shall be applied in accordance with the GNT.
In order to easily measure the REESS current using external measuring equipment, the manufacturer should
provide appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the
manufacturer is obliged to support the laboratory in connecting a current transducer to one of the cables
directly connected to the REESS in the manner described above in this paragraph.
2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz. The measured
current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The
integration may be done in the current measurement system.
2.2. Vehicle on-board REESS current data
As an alternative to paragraph 2.1. of this Appendix, the laboratory may use the on-board current
measurement data. The accuracy of these data shall be demonstrated to the GNT.

168
3. REESS voltage
3.1. External REESS voltage measurement
During the tests described in paragraph 3. of this Sub-Annex, the REESS voltage shall be measured with the
equipment and accuracy requirements specified in paragraph 1.1. of this Sub-Annex. To measure the REESS
voltage using external measuring equipment, the manufacturers shall support the laboratory by providing
REESS voltage measurement points and safety instructions.
3.2. Nominal REESS voltage
For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs and OVC-FCHVs, instead of using the measured REESS voltage
in accordance with paragraph 3.1. of this Appendix, the nominal voltage of the REESS determined in
accordance with IEC 60050-482 may be used.
3.3. Vehicle on-board REESS voltage data
As an alternative to paragraph 3.1. and 3.2. of this Appendix, the laboratory may use the on-board voltage
measurement data. The accuracy of these data shall be demonstrated to the GNT.

169
Sub-Annex 8 -Appendix 4
Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs
1. This Appendix describes the test procedure for REESS and combustion engine preconditioning in
preparation for:
(a) Electric range, charge-depleting and charge-sustaining measurements when testing OVC-HEVs; and
(b) Electric energy consumption measurements when testing PEVs.
1.1 In case of determining “Nominal range”, “Real word range” and “Worst case range” when testing PEVs
discharging, soaking and REESS charging conditions shall be applied according to the Document GNT-
Real_World_Driving_Range_Test_WG.docx.

2. OVC-HEV preconditioning and soaking

2.1. Preconditioning and soaking when the test procedure starts with a charge-sustaining test
2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least one applicable
WLTP test cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be
determined. The preconditioning shall be stopped at the end of the applicable WLTP test cycle during which
the break-off criterion is fulfilled according to paragraph 3.2.4.5. of this Sub-Annex.
2.1.2. As an alternative to paragraph 2.1.1. of this Appendix, at the request of the laboratory and upon
approval of the GNT, the state of charge of the REESS for the charge-sustaining Type 1 test may be set
according to the manufacturer’s recommendation in order to achieve a test under charge-sustaining
operating condition.
In such a case, a preconditioning procedure, such as that applicable to pure ICE vehicles as described in
paragraph 2.6. of Sub-Annex 6, shall be applied.
2.1.3. Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6.
2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting test
2.2.1. OVC-HEVs shall be driven over at least one applicable WLTP test cycle. During each driven
preconditioning cycle, the charging balance of the REESS shall be determined. The preconditioning shall be
stopped at the end of the applicable WLTP test cycle during which the break-off criterion is fulfilled according
to paragraph 3.2.4.5. of this Sub-Annex.
2.2.2. Soaking of the vehicle shall be performed in accordance with paragraph 2.7. of Sub-Annex 6. Forced
cooling down shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall
be charged using the normal charging procedure as defined in paragraph 2.2.3. of this Appendix..
2.2.3. Application of a normal charge
2.2.3.1. The REESS shall be charged at an ambient temperature as specified in paragraph 4 of GNT-Real World
Driving Range Test Procedure either with:
(a) The on-board charger if fitted; or
(b) An external charger recommended by the manufacturer using the charging pattern prescribed for
normal charging.

170
The procedures in this paragraph exclude all types of special charges that could be automatically or manually
initiated, e.g. equalization charges or servicing charges. The manufacturer shall declare that, during the test,
a special charge procedure has not occurred.
2.2.3.2. End-of-charge criterion
The end-of-charge criterion is reached when the on-board or external instruments indicate that the REESS is
fully charged.
3. PEV preconditioning
3.1. Initial charging of the REESS
Initial charging of the REESS consists of discharging the REESS and applying a normal charge.
3.1.1. Discharging the REESS
The discharge procedure shall be performed according to the manufacturer’s recommendation. The
manufacturer shall guarantee that the REESS is as fully depleted as is possible by the discharge procedure.
The discharge procedure for determination of the usable REESS capacity EDC-discharge sall follow the provisions
of paragraph 2 of GNT-Real World Driving Range Test Procedure .
3.1.2. Application of a normal charge
The REESS shall be charged according to paragraph 2.2.3.1. of this Appendix.

171
Sub-Annex 8 -Appendix 5
[reserved]

172
Sub-Annex 8 - Appendix 6
Selection of driver-selectable modes
The selection of driver selectable modes has to be conducted according to the provisions made in
GNT_Special_Requirements_for_Hybrid_Electric_Vehicles_(HEV).docx.

173
Sub-Annex 8 - Appendix 7
Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles
1. General requirements
1.1. Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2.
of this Appendix.
At the request of the laboratory and with approval of the GNT, fuel consumption may be measured using
either the pressure method or the flow method. In this case, the manufacturer shall provide technical
evidence that the method yields equivalent results. The pressure and flow methods are described in ISO
23828:2013.
2. Gravimetric method
Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test.
2.1. Equipment and setting
2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall
be used to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line
between the original fuel tank and the fuel cell system.
2.1.2. For preconditioning, the originally installed tank or an external source of hydrogen may be used.
2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended value.
2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switched.
In the case that influence of pressure difference is expected, the laboratory and the GNT shall agree whether
correction is necessary or not.
2.1.5. Balance
2.1.5.1. The balance used for fuel consumption measurement shall meet the specification of Table
A8.App7/1.

Table A8.App7/1
Analytical balance verification criteria

Measurement system Resolution Precision

Balance 0.1 g maximum ±0.02 maximum(1)
(1)
Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation

2.1.5.2. The balance shall be calibrated in accordance with the specifications provided by the balance
manufacturer or at least as often as specified in Table A8.App7/2.

174
Table A8.App7/2
Instrument calibration intervals
Instrument checks Interval
Precision Yearly and at major
maintenance

2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such as a damping table or
a wind barrier, shall be provided.
Figure A8.App7/1
Example of instrumentation

where:
1 is the external fuel supply for preconditioning
2 is the pressure regulator
3 is the original tank
4 is the fuel cell system
5 is the balance
6 is/are off-vehicle tank(s) for fuel consumption measurement
2.2. Test procedure
2.2.1. The mass of the off-vehicle tank shall be measured before the test.
2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1.
2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.
2.2.4. The off-vehicle tank shall be removed from the line.
2.2.5. The mass of the tank after the test shall be measured.
2.2.6. The non-balanced charge-sustaining fuel consumption FCCS,nb from the measured mass before and
after the test shall be calculated using the following equation:
g1 −g2
FCCS,nb = d
× 100

175
where:
FCCS,nb is the non-balanced charge-sustaining fuel consumption measured during the test, kg/100km;
g1 is the mass of the tank at the start of the test, kg;
g2 is the mass of the tank at the end of the test, kg;
d is the distance driven during the test, km.
FCCS,nb,p

176
Sub-Annex 9
[reserved]

Sub-Annex 10
Additional Determination of emissions of unregulated pollutants: laughing gas (N2O) and Ammonia
(NH3)

1. Laboratory test procedure

1.1 Scope and references
The purpose of this procedure is to describe the method of measuring the concentration of laughing
gas (N2O) and Ammonia (NH3), performed as a part of the Green NCAP test program.
This procedure is based on GTR15 and COMMISSION REGULATION (EU) No 582/2011 requirements . It
is also consistent with existing materials and methods in partner laboratories.

1.2 Terms and definitions

For terms and definitions please see GNT_Definitions_Accronyms_Symbols.

1.3 Measurement principles and sampling prescriptions

Three measurement principles are specified for the N2O and two for the NH3 measurement. The
analyser can be a laser infrared spectrometer defined as modulated high resolution narrow band
infrared analyser (QCL). An NDIR (for N2O) or FTIR (for N2O and NH3) may also be used but H2O, CO and
CO2 interference shall be taken into consideration.
The ambient air sample shall be measured on the same analyser with the same range.
No gas drying device shall be used before the analysers unless it is shown to have no effect on the
content of the compound in the gas stream.
1.3.1 N2O and NH3 Measurement via quantum cascade laser (QCL)
1.3.1.1 Measurement principle (QCL)
The QCL employs the single line spectroscopy principle. The N2O absorption line is chosen in the mid-
infrared spectral range. The advantage of using a QCL is the extremely narrow band width of the
emitted laser light, where a very high selectivity to the desired measurement component can be
achieved. When measured over a long path gas-flow cell the coupled laser light is partially absorbed.
The absorption rate determined by the analyser software is a measure of the concentration of the
component gas.
1.3.1.2 Installation of QCL
The analyser shall be installed either directly in the exhaust pipe (in-situ) or within an analyser cabinet
using extractive sampling in accordance with the instrument manufacturer's instructions.
The QCL analyser shall be used for undiluted exhaust gas measurement at end of pipe using extractive
sampling in accordance with the instrument manufacturer's instructions. If the device specifications
allow it to be used for accurate measurement of N2O and NH3 concentration in the diluted exhaust gas,
the QCL may be used for continuous diluted exhaust measurement or diluted exhaust sample bag
analysis.
Where applicable, sheath air used in conjunction with an in-situ measurement for protection of the
instrument shall not affect the concentration of any exhaust component measured downstream of the

177
device, or, if the sheath air affects the concentration, the sampling of other exhaust components shall
be made upstream of the device.
1.3.1.3 Cross interference at N2O and NH3 measurement via QCL
The spectral resolution of the laser shall be within 0.5 per cm in order to minimize cross interference
from other gases present in the exhaust gas.
1.3.2 N2O and NH3 measurement via Fourier transform infrared analyser (FTIR)
1.3.2.1 Measurement principle (FTIR)
An FTIR employs the broad waveband infrared spectroscopy principle. It allows simultaneous
measurement of exhaust components whose standardised spectra are available in the instrument. The
absorption spectrum (intensity/wavelength) is calculated from the measured interferogram
(intensity/time) by means of the Fourier transform method.
1.3.2.2 Installation of FTIR analyser
The analyser shall be used for raw exhaust gas measurement at end of pipe using extractive sampling
in accordance with the instrument manufacturer's instructions.
1.3.2.2.1 The internal analyser sample stream up to the measurement cell and the cell itself shall be
heated.
1.3.2.2.2 Extractive sampling
The sample path upstream of the analyser (sampling line, prefilter(s), pumps and valves) shall be made
of stainless steel or PTFE, and shall be heated to set points between 110 °C and 190 °C in order to
minimise losses and sampling artefacts. In addition, the sampling line shall be as short as possible. At
the request of the manufacturer, temperatures between 110 °C and 133 °C may be chosen.
1.3.2.3 Cross interference at N2O and NH3 measurement via FTIR analyser
1.3.2.3.1 The spectral resolution of the target wavelength shall be within 0.5 per cm in order to
minimize cross interference from other gases present in the exhaust gas.
1.3.2.3.2 Analyser response shall not exceed ± 2 ppm at the maximum CO2 and H2O concentration
expected during the vehicle test.
1.3.3 N2O measurement via nondispersive infrared analyser (NDIR)
1.3.3.1 Measurement principle (NDIR)
A nondispersive infrared sensor (or NDIR sensor) is a simple spectroscopic sensor often used as a gas
detector. The infrared light is directed through the sample chamber towards the detector. The gas in
the sample chamber causes absorption of specific wavelengths and the attenuation of these
wavelengths is measured by the detector to determine the gas concentration. The detector has an
optical filter in front of it that eliminates all light except the wavelength that the selected gas molecules
can absorb.
1.3.3.2 Installation of NDIR analyser
1.3.3.2.1 The NDIR analyser may be used for undiluted exhaust gas measurement at end of pipe using
extractive sampling in accordance with the instrument manufacturer's instructions. The extracted
sample shall be non-condensing and cooled down to a temperature specified by the instrument's
manufacturer. If a gas drying device is used, it must be shown to have no effect on the content of the
compound in the gas stream.
1.3.3.2.2 If the NDIR specifications allow it to be used for accurate measurement of N2O concentration
in the diluted exhaust gas, the NDIR may be used for continuous diluted exhaust measurement or
diluted exhaust sample bag analysis.

178
1.3.4 Cross interference at N2O measurement via NDIR analyser
Cross sensitivities to H2O, CO2 or other exhaust gas components are to be considered by the
manufacturer through compensation methods.
If the analyser shows interference to compounds present in the sample, this interference shall be
corrected. Analysers shall have combined interference within 0 ± 2 ppm.
1.3.5
In order not to influence the results of the downstream measurements in the CVS system, the amount
of raw exhaust extracted for the N2O measurement shall be limited. This may be achieved by in-situ
measurement, a low sample flow analyser, or the return of the N2O sample flow back to the CVS.
The maximum allowable N2O sample flow not returned to the CVS shall be calculated by:
0.005∗Vmix
Flow_lost_ max = DF
Equation 1

where:
Flow_lost_max is the volume of sample not returned to the CVS, m³;
Vmix is the volume of diluted exhaust per phase, m³;
DF is the dilution factor.
If the unreturned volume of the N2O sample flow exceeds the maximum allowable for any phase of
the test, the downstream measurements of the CVS are to be corrected by considering the lost flow
volume.
If the extracted flow is returned to the CVS, an upper limit of 10 standard l/min shall apply. If this limit
is exceeded, an additional test is therefore necessary without the N2O measurement.

1.4 Calibration
1.4.1 Calibration gases
- N2O in nitrogen (tolerance: ± 2 per cent or 0.25 ppm, whichever is greater)
- NH3 in nitrogen (tolerance: ± 3 per cent).
- Nitrogen for purge and zero calibration (Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0.1
ppm NO, ≤ 0.1 ppm N2O, ≤ 0.1 ppm NH3)
1.4.2 Calibration frequency
- A sequence of gas calibration (gas concentration and zero) shall be done daily
- An annual maintenance of the test equipment shall be done, including:
o Linearity check
o Preventive (and curative if necessary) maintenance of equipment
- Instrument calibration intervals according to Table 1
Table 1: Instrument calibration intervals

Instrument checks Interval Criterion

N2O NDIR: Monthly -2 to 2 ppm

179
 CO2/H2O interference

QCL Yearly or at major maintenance According to the instrument

manufacturer

FTIR: linearity Within 370 days before testing See section 3.2.3
verification and after major maintenance

1.5 Analyser specifications

1.5.1 The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air
pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser
operation shall be limited as far as possible.
1.5.2 The analysers shall have a measuring range compatible with the accuracy required to measure
the concentrations of the exhaust gas sample compounds. A typical measuring low range may be 0 –
100 ppm for N2O and 0 – 50 ppm for NH3. The resolution shall be ≤ 1 ppm and the lower detection
limit ≤ 2 ppm. Prior to the emissions test, the analyser range shall be selected. Emission analysers with
automatic or manual range switching shall be permitted. During the test cycle, the range of the
analysers shall not be switched.
1.5.3 The accuracy, defined as the deviation of the analyser reading from the reference value, shall not
exceed ± 2 % of reading or ± 2 ppm, whichever is larger.
1.5.4 The precision, defined as 2.5 times the standard deviation of 10 repetitive responses to a given
calibration or span gas, shall be no greater than 1 % of the full scale concentration for a measurement
range equal or above 155 ppm and 2 % of the full scale concentration for a measurement range of
below 155 ppm.
1.5.5 The rise time, defined as the time between the 10 % and 90 % response of the final reading (t90
– t10), shall not exceed 5 seconds.
1.5.6 The system response time shall be ≤ 20 seconds.
1.5.7 The sampling rate should be 1 Hz at least.
1.5.7.1 Analyser drift
As soon as practical but no later than 30 minutes after the test cycle is complete or during the soak
period, the zero and span responses of the analyser shall be determined. The difference between the
pre-test and post-test results shall be less than 2 % of full scale. For the span response, a N2O and NH3
gases that meets the specifications of point 1.4.1. shall be used. The use of reference cells that contain
N2O or NH3 span gas is permitted.
1.5.7.2 Response time check of the analytical system
For the response time check, the settings of the analytical system shall be the same as during the
emissions test (i.e. pressure, flow rates, filter settings in the analysers and all other parameters
influencing the response time). The response time shall be determined with gas switching directly at
the inlet of the sample probe. The gas switching shall be done in less than 0.1 second. The gases used
for the test shall cause a concentration change of at least 60 % full scale of the analyser.
The concentration trace of each single gas component shall be recorded. The delay time is defined as
the time from the gas switching (t0) until the response is 10 % of the final reading (t10). The rise time is
defined as the time between 10 % and 90 % response of the final reading (t90 – t10). The system
response time (t90) consists of the delay time to the measuring detector and the rise time of the
detector.

180
For time alignment of the analyser and exhaust flow signals, the transformation time is defined as the
time from the change (t0) until the response is 50 % of the final reading (t50).
1.5.8 N2O and NH3 concentration recording
Sampling, measurement and recording of parameters shall begin prior to the start of the engine. The
N2O and NH3 concentration shall be measured continuously and stored with at least 1 Hz on a computer
system.
1.5.8.1 Units for N2O and NH3 results
The results must be expressed in a time resolved manner as [mg/s] for every second of the test
duration and as cumulative emissions in [mg/km] for each test phase and for the whole test.
Additionally, the [ppm] concentration values of the raw exhaust measurement are to be stored for
engineering purposes.
1.5.8.2 Time alignment of N2O and NH3 measurement
To facilitate time alignment, it is recommended to record the parameters that are subject to time
alignment either by a single data recording device or with a synchronised time stamp. Before and
directly after engine start, it shall be confirmed that all necessary parameters are recorded by the data
logger.
The continuous N2O and NH3 concentration measurements must be time aligned with a reference
fictive diluted exhaust in-situ emission measuring point at end of pipe for both undiluted and diluted
exhaust emission measurement types. For that purpose, the analyser’s transformation time must be
considered.
The recorded traces of all component concentrations shall be time corrected by reverse shifting
according to the transformation times of the respective analysers.
𝑐𝑐𝑖𝑖,𝑐𝑐 �𝑡𝑡 − ∆𝑡𝑡𝑡𝑡,𝑖𝑖 � = 𝑐𝑐𝑖𝑖,𝑟𝑟 (𝑡𝑡) Equation 2
where:
ci,c is the time-corrected concentration of component i as function of time t
ci,r is the raw concentration of component i as function of time t
Δtt,i is the transformation time t of the analyser measuring component i
1.6 Exhaust flow
Sampling, measurement and recording of parameters shall begin prior to the start of the engine. The
exhaust flow shall be measured continuously and stored with at least 1 Hz on a computer system.
1.6.1 Application and units
The knowledge of the exhaust mass is needed for the calculation of gravimetric emission values, i.e.
the conversion of [ppm] values into gram [g] values. The undiluted exhaust flow values may be used:
- For multiplying undiluted exhaust flow rate with continuously sampled
concentrations.
- For multiplying total undiluted exhaust flow with batch-sampled concentrations.
Within the cases, where the N2O or NH3 concentration is being analysed in the undiluted exhaust, the
undiluted exhaust gas mass is needed. Within the cases, where the N2O or NH3 concentration is being
analysed in the diluted exhaust gas, the diluted exhaust mass in needed.
For some applications it may be more convenient to work with the exhaust volume rather than with
the exhaust mass. In these cases, special attention should be paid to the used reference conditions. It
is strongly recommended to use standard conditions for temperature and pressure (0 °C and 101.325

181
kPa) for volume calculations.
1.6.2 Determination of undiluted exhaust flow
Instruments, sensors or signals for measuring the exhaust mass flow rate shall have a measuring range
and response time appropriate for the accuracy required to measure the exhaust mass flow rate under
transient and steady state conditions. The sensitivity of instruments, sensors and signals to shocks,
vibration, aging, variability in temperature, ambient air pressure, electromagnetic interferences and
other impacts related to vehicle and instrument operation shall be on a level as to minimize additional
errors.
Intake-air-flow measurement devices may include a laminar flow element, an ultrasonic flow meter, a
subsonic venturi, a thermal-mass meter, an averaging Pitot tube, or a hot-wire anemometer.
Intake-air flow meters and fuel flow meters should meet the linearity requirements stated in
"Specifications and calibration of PEMS components and signals” of GNT_PEMS+ procedure and the
accuracy requirements stated in “Sensors and auxiliary equipment” in the GNT_PEMS+ procedure.
For any type of intake-air flow meter, the flow shall be conditioned as needed to prevent wakes,
eddies, circulating flows, or flow pulsations from affecting the accuracy or repeatability of the meter.
This may be accomplished by using a sufficient length of straight tubing (such as a length equal to at
least 10 pipe diameters) or by using specially designed tubing bends, orifice plates or straightening fins
to establish a predictable velocity profile upstream of the meter.
1.6.2.1 Calculation method using air mass flow rate and fuel mass flow rate
As set out in “Determination of exhaust mass flow rate” in the GNT_PEMS+ procedure.
1.6.2.2 Calculation method using air mass flow and air-to-fuel ratio
As set out in “Determination of exhaust mass flow rate” in the GNT_PEMS+ procedure.
1.6.2.3 Calculation method using fuel mass flow and air-to-fuel ratio
As set out in “Determination of exhaust mass flow rate” in the GNT_PEMS+ procedure.
1.6.2.4 The ECU intake-air signal may be used instead of a calibrated intake-air flow meter only if the
ECU intake air signal is validated towards a calibrated intake-air flow meter.
If the air mass flow rate, the fuel mass flow rate, the air-to-fuel ratio and the exhaust mass flow rate
are determined from ECU recording, the calculated instantaneous exhaust mass flow rate shall meet
the linearity requirements specified for the exhaust mass flow rate "Specifications and calibration of
PEMS components and signals” of the GNT_PEMS+ procedure and the validation requirements
specified in “Validation procedure for the exhaust mass flow rate determined by non-traceable
instruments and sensors” in the GNT_PEMS+ procedure.
1.6.3 Measurement of undiluted exhaust flow
The undiluted exhaust flow may be measured with an exhaust flow measuring device. Each individual
exhaust mass flow meter shall fulfil the linearity requirements set out for “Specifications and
calibration of PEMS components and signals” in the GNT_PEMS+ procedure.
Exhaust flow measurement devices may involve using an ultrasonic flow meter, a subsonic venturi, an
averaging Pitot tube, a hot-wire anemometer, or other measurement principle. This would generally
not involve a laminar flow element or a thermal-mass meter. Any raw-exhaust meter must be designed
to appropriately compensate for changes in the raw exhaust's thermodynamic, fluid, and
compositional states.
For any type of intake-air flow meter, the flow shall be conditioned as needed to prevent wakes,
eddies, circulating flows, or flow pulsations from affecting the accuracy or repeatability of the meter.
This may be accomplished by using a sufficient length of straight tubing (such as a length equal to at

182
least 10 pipe diameters) or by using specially designed tubing bends, orifice plates or straightening fins
to establish a predictable velocity profile upstream of the meter.
The undiluted exhaust may be cooled upstream of the raw-exhaust flow meter, as long as all the
following provisions are observed:
- PM should not be sampled downstream of the cooling.
- If cooling causes exhaust temperatures above 202 °C to decrease to below 180 °C,
NMHC should not be sampled downstream of the cooling for compression-ignition
engines, two-stroke spark-ignition engines, or four-stroke spark-ignition engines at or
below 19 kW.
- The cooling must not cause aqueous condensation.
1.6.3.1 Calibration and verification standards
The measurement performance of exhaust mass flow meters shall be verified with air or exhaust gas
against a traceable standard such as, e.g. a calibrated exhaust mass flow meter or a full flow dilution
tunnel.
1.6.3.2 Frequency of verification
The compliance of exhaust mass flow meters with points 1.6.3.3 to 1.6.3.9 shall be verified no longer
than one year before the actual test.
1.6.3.3 Accuracy
The accuracy, defined as the deviation of the EFM reading from the reference flow value, shall not
exceed ± 2.5 % of the reading, 1.5 % of full scale or ± 2.0 % of the maximum flow at which the EFM has
been calibrated, whichever is larger.

1.6.3.4 Precision
The precision, defined as 2.5 times the standard deviation of 10 repetitive responses to a given nominal
flow, approximately in the middle of the calibration range, shall not exceed 1 % of the maximum flow
at which the EFM has been calibrated.
1.6.3.5 Noise
The noise, defined as two times the root mean square of ten standard deviations, each calculated from
the zero responses measured at a constant recording frequency of at least 1.0 Hz during a period of 30
seconds, shall not exceed 2 % of the maximum calibrated flow value. Each of the 10 measurement
periods shall be interspersed with an interval of 30 seconds in which the EFM is exposed to the
maximum calibrated flow.
1.6.3.6 Zero response drift
The zero response drift is defined as the mean response to zero flow during a time interval of at least
30 seconds. The zero response drift can be verified based on the reported primary signals, e.g.,
pressure. The drift of the primary signals over a period of 4 hours shall be less than ± 2 % of the
maximum value of the primary signal recorded at the flow at which the EFM was calibrated.
1.6.3.7 Span response drift
The span response drift is defined as the mean response to a span flow during a time interval of at
least 30 seconds. The span response drift can be verified based on the reported primary signals, e.g.,
pressure. The drift of the primary signals over a period of 4 hours shall be less than ± 2 % of the
maximum value of the primary signal recorded at the flow at which the EFM was calibrated.
1.6.3.8 Rise time

183
The rise time of the exhaust flow instruments and methods should match as far as possible the rise
time of the gas analysers but shall not exceed 1 second.
1.6.3.9 Response time check
The response time of exhaust mass flow meters shall be determined by applying similar parameters as
those applied for the emissions test (i.e., pressure, flow rates, filter settings and all other response
time influences). The response time determination shall be done with gas switching directly at the inlet
of the exhaust mass flow meter. The gas flow switching shall be done as fast as possible, but highly
recommended in less than 0.1 second. The gas flow rate used for the test shall cause a flow rate change
of at least 60 % full scale of the exhaust mass flow meter. The gas flow shall be recorded. The delay
time is defined as the time from the gas flow switching (t0) until the response is 10 % (t10) of the final
reading. The rise time is defined as the time between 10 % and 90 % response (t90 – t10) of the final
reading. The response time (t90) is defined as the sum of the delay time and the rise time. The exhaust
mass flow meter response time (t90) shall be ≤ 3 seconds with a rise time (t90 – t10) of ≤ 1 second in
accordance with point 1.6.3.8.
1.6.4 Measurement of dilution air and diluted exhaust
A diluted exhaust flow meter may be used to determine instantaneous diluted exhaust flow rates or
total diluted exhaust flow over a test interval. The difference between a diluted exhaust flow meter
and a dilution air meter may be used to calculate undiluted exhaust flow rates or total undiluted
exhaust flow over a test interval.
For any type of diluted exhaust flow meter, the flow shall be conditioned as needed to prevent wakes,
eddies, circulating flows, or flow pulsations from affecting the accuracy or repeatability of the meter.
For some meters, this may be accomplished by using a sufficient length of straight tubing (such as a
length equal to at least 10 pipe diameters) or by using specially designed tubing bends, orifice plates
or straightening fins to establish a predictable velocity profile upstream of the meter.
The diluted exhaust may be cooled upstream of a dilute-exhaust flow meter, as long as all the following
provisions are observed:
- PM should not be sampled downstream of the cooling.
- If cooling causes exhaust temperatures above 202 °C to decrease to below 180 °C,
NMHC should not be sampled downstream of the cooling for compression-ignition
engines, two-stroke spark-ignition engines, or four-stroke spark-ignition engines at or
below 19 kW.
- The cooling must not cause aqueous condensation.
1.6.4.1 For constant-volume sampling (CVS) of the total flow of diluted exhaust, a critical-flow venturi
(CFV) or multiple critical-flow venturis arranged in parallel, a positive-displacement pump (PDP), a
subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. Combined with an upstream
heat exchanger, either a CFV or a PDP will also function as a passive flow controller in a CVS system.
However, any flow meter with any active flow control system may be combined to maintain
proportional sampling of exhaust constituents. The total flow of diluted exhaust, or one or more
sample flows, or a combination of these flow controls may be controlled to maintain proportional
sampling.
CVS flow meter should be calibrated using a reference flow meter such as a subsonic venturi flow
meter, a long-radius ASME/NIST flow nozzle, a smooth approach orifice, a laminar flow element, a set
of critical flow venturis, or an ultrasonic flow meter. This reference flow meter's response to flow
should be used as the reference value for CVS flow-meter calibration.
For any other dilution system, a laminar flow element, an ultrasonic flow meter, a subsonic venturi, a
critical-flow venturi or multiple critical-flow venturis arranged in parallel, a positive-displacement
meter, a thermal-mass meter, an averaging Pitot tube, or a hot-wire anemometer may be used.

184
1.6.5 Time alignment of exhaust flow recordings
To facilitate time alignment, it is recommended to record the parameters that are subject to time
alignment either by a single data recording device or with a synchronised time stamp. Before and
directly after engine start, it shall be confirmed that all necessary parameters are recorded by the data
logger.
The exhaust flow values must be time aligned with a reference fictive raw exhaust in-situ emission
measuring point at end of pipe for both diluted and undiluted exhaust emission measurement types.
This reference point should be the same as for N2O or NH3 measurement alignment. For that purpose,
the exhaust flow meter’s transformation time must be considered. Good engineering judgment should
be used to time align flow and concentration data to match transformation time, t50, to within ±1 s.
Special attention is to be paid to time alignment, when the undiluted exhaust flow is determined from
the diluted exhaust flow and dilution air flow. The usage of a tracing method for time alignment is
advisable.
The exhaust mass flow rate measured with an exhaust flow meter shall be time corrected by reverse
shifting according to the transformation time of the exhaust mass flow meter.
𝑞𝑞𝑚𝑚,𝑐𝑐 �𝑡𝑡 − ∆𝑡𝑡𝑡𝑡,𝑚𝑚 � = 𝑞𝑞𝑚𝑚,𝑟𝑟 (𝑡𝑡) Equation 3
where:
qm,c is the time-corrected exhaust mass flow rate as function of time t
qm,r is the raw exhaust mass flow rate as function of time t
Δtt,m is the transformation time t of the exhaust mass flow meter

1.7 Calculating the mass emissions of gaseous components

1.7.1 Calculation method with the exhaust flow in mass per time unit
The instantaneous mass emissions [mg/s] shall be determined by multiplying the instantaneous
concentration of the pollutant under consideration [ppm] with the instantaneous exhaust mass flow
rate [kg/s], both corrected and aligned for the transformation time, and the respective u value of Table
2. If measured on a dry basis, the dry-wet correction according to point “Dry-wet correction” of the
GNT_PEMS+ procedure shall be applied to the instantaneous component concentrations before
executing any further calculations. If occurring, negative instantaneous emission values shall enter all
subsequent data evaluations. Parameter values shall enter the calculation of instantaneous emissions
[mg/s] as reported by the analyser, flow-measuring instrument, sensor or the ECU.
The following equation shall be applied when the exhaust flow is known in mass units:

𝑚𝑚𝑔𝑔𝑔𝑔𝑔𝑔,𝑖𝑖 = 𝑢𝑢𝑔𝑔𝑔𝑔𝑔𝑔 ∗ 𝑐𝑐𝑔𝑔𝑔𝑔𝑔𝑔,𝑖𝑖 ∗ 𝑞𝑞𝑚𝑚𝑚𝑚𝑚𝑚,𝑖𝑖 Equation 4

where:
mgas,i is the mass of the exhaust component ‘gas’, [g/s]
ugas is the ratio of the density of the exhaust component ‘gas’ and the overall density of the
exhaust as listed in Table 2
cgas,i is the measured concentration of the exhaust component ‘gas’ in the exhaust, [ppm]
qmew,i is the measured exhaust mass flow rate, [kg/s]
gas is the respective component
i number of the measurement

185
Table 2: Raw exhaust gas u values depicting the ratio between the densities of exhaust component or
pollutant i [kg/m3] and the density of the exhaust gas [kg/m3](6)

Component or Component or
pollutant i pollutant i

N2O NH3

ρe ρgas ρgas
Fuel
[kg/m3]
[kg/m3] [kg/m3]

1.964 0.772

ugas (2,6) ugas (2,6)

Diesel (B7) 1.2943 0.001517 0.000596

Ethanol 0.000605
1.2768 0.001538
(ED95)

CNG(3) 1.2661 0.001551 0.000610

Propane 1.2805 0.001533 0.000603

Butane 1.2832 0.001533 0.000602

LPG(5) 1.2811 0.001533 0.000603

Petrol (E10) 1.2931 0.001518 0.000597

Ethanol (E85) 1.2797 0.001534 0.000603

(2) at λ = 2, dry air, 273 K, 101.3 kPa

(3) u values accurate within 0.2 % for mass composition of: C=66-76 %; H=22-25 %; N=0-12 %
(5) u accurate within 0.2 % for mass composition of: C 3 =70-90 %; C 4 =10-30 %
(6) ugas is a unitless parameter; the ugas values include unit conversions to ensure that the
instantaneous emissions are obtained in the specified physical unit, i.e., g/s

1.7.2 Calculation method with the exhaust flow in volume per time unit
In the cases where the exhaust flow is expressed in volume units per time unit (e.g. [l/s] or [m3/h]), it
is recommended to convert the measured exhaust volume flow to standard conditions by using
following equation:
𝑝𝑝 𝑇𝑇0
𝑉𝑉𝑛𝑛̇ = ∗ ∗ 𝑉𝑉̇𝐵𝐵 Equation 5
𝑝𝑝0 𝑇𝑇

186
where:
Vn volumetric flow under standard conditions (0 °C and 101.325 kPa)
VB measured volumetric flow
p measured pressure
p0 standard pressure
T measured temperature
T0 standard temperature
The mass emissions of the N2O or NH3 pollutant are then to be calculated as follows:
𝑔𝑔 𝑉𝑉̇𝑛𝑛 𝑚𝑚3 𝑔𝑔
𝑚𝑚̇𝑔𝑔𝑔𝑔𝑔𝑔 � � = 𝑐𝑐𝑔𝑔𝑔𝑔𝑔𝑔 [𝑝𝑝𝑝𝑝𝑝𝑝] ∗ � �∗ 𝜌𝜌𝑔𝑔𝑔𝑔𝑔𝑔,𝑁𝑁 � � Equation 6
𝑠𝑠 3600 ℎ 𝑚𝑚3

where:
m ̇gas mass flow of N2O or NH3
cgas measured N2O or NH3concentration
ρgas,N N2O or NH3 density at standard conditions

1.8 Determination of average N2O or NH3 concentration in ppm/testphase and ppm/test

Besides the determination of emissions as shown in Point 1.7, the N2O or NH3 emissions are also to be
expressed in average N2O or NH3 emission concentration per test phase in ppm/testphase.

The average concentration of N2O or NH3 (ppm/testphase) shall be calculated using one of the following
equations, depending on the character of the measurement:

1 𝑖𝑖=𝑛𝑛
𝐶𝐶gas mean phase = ∑ 𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎_𝑒𝑒𝑒𝑒𝑒𝑒 𝐶𝐶 Equation 7
𝑛𝑛𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎 𝑖𝑖=𝑛𝑛𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎_𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 gas 𝑖𝑖

where:
𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 is the instantaneous N2O or NH3 concentration, ppm;
n is the number of measurements in the respective test phase.
nphase_start is the measurement number at the start of the respective phase
nphase end is the measurement number at the end of the respective phase

or
𝑡𝑡2
𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎
∫𝑡𝑡 𝐶𝐶gas 𝑑𝑑𝑑𝑑
1𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎
𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎 = 𝑡𝑡2𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎 −𝑡𝑡1𝑝𝑝ℎ𝑎𝑎𝑎𝑎𝑎𝑎
Equation 8

where:
𝑡𝑡2phase
∫𝑡𝑡 𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 𝑑𝑑𝑑𝑑 is the integral of the recording of the continuous N2O and NH3 analyser over
1phase

the test phase duration (t2phase - t1phase)

187
 𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 is the instantaneous N2O or NH3 concentration [ppm]

The test average N2O or NH3 emissions in ppm/test are calculated as follows:

1 𝑖𝑖=𝑛𝑛
𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 = ∑ 𝐶𝐶 Equation 9
𝑛𝑛 𝑖𝑖=1 gas 𝑖𝑖

where:
𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 is the instantaneous N2O or NH3 concentration [ppm]
n is the number of measurements during the entire test.

or
𝑡𝑡
∫𝑡𝑡 2 𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 𝑑𝑑𝑑𝑑
𝐶𝐶gas mean test = 1
Equation 10
𝑡𝑡2 −𝑡𝑡1

where:
𝑡𝑡
∫𝑡𝑡 2 𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 𝑑𝑑𝑑𝑑 is the integral of the recording of the continuous N2O and NH3 analyser over
1
the entire test duration (t2 - t1)
𝐶𝐶𝑔𝑔𝑔𝑔𝑔𝑔 is the instantaneous N2O or NH3 concentration [ppm]

188