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

Appendix 11 Type I test procedure for hybrid L-category vehicles

1. Introduction

1.1. This Appendix defines the specific provisions regarding type-approval of hybrid electric L-category vehicles (HEV).

1.2. In principle, for the environmental type I to IX tests, hybrid electric vehicles shall be tested in accordance with this Regulation, unless otherwise provided for in this Appendix.

1.3. For the type I and type VII tests, off-vehicle charging (OVC) vehicles (as categorised in point 2) shall be tested according to Conditions A and B. Both sets of test results and the weighted values shall be reported in the test report drafted in accordance with the template referred to in Article 32(1) of Regulation (EU) No 168/2013.

1.4. The emissions test results shall comply with the limits set-out in Regulation (EU) No 168/2013 under all test conditions specified in this Regulation.

2. Categories of hybrid vehicles

Table Ap11-1

Hybrid vehicle categories

a Also known as ‘externally chargeable’.
b Also known as ‘not externally chargeable’.
Vehicle charging	Off-Vehicle Charginga(OVC)		Not-off-vehicle Chargingb(NOVC)
Operating mode switch	Without	With	Without	With

3. Type I test methods

For the type I test, hybrid electric L-category vehicles shall be tested according to the applicable procedure in Annex VI to Regulation (EU) No 168/2013. For each test condition, the pollutant emission test result shall comply with the limits in Parts A1 and A2 of Annex VI to Regulation (EU) No 168/2013, whichever is applicable in accordance with Annex IV to Regulation (EU) No 168/2013.

3.1. Externally chargeable vehicles (OVC HEVs) without an operating mode switch

3.1.1. Two tests shall be performed under the following conditions:

(a)

condition A: the test shall be carried out with a fully charged electrical energy/power storage device.

(b)

condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity).

The profile of the state of charge (SOC) of the electrical energy/power storage device during different stages of the test is given in Appendix 3.1. to Annex VII.

3.1.2. Condition A

3.1.2.1. The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:

(a)

at a steady speed of 50 km/h until the fuel-consuming engine starts up;

(b)

if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run at a lower steady speed at which the fuel-consuming engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer subject to the agreement of the approval authority);

(c)

in accordance with the manufacturer’s recommendation.

The fuel-consuming engine shall be stopped within ten seconds of being automatically started.

3.1.2.2. Conditioning of vehicle

The vehicle shall be conditioned by driving the applicable type I driving cycle as set out in Appendix 6.

3.1.2.3. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.1.2.4.

3.1.2.4. During soak, the electrical energy/power storage device shall be charged with any of the following:

(a)

the on-board charger if fitted;

(b)

an external charger recommended by the manufacturer and referred to in the user manual, using the normal overnight charging procedure set out in point 3.2.2.4. of Appendix 3 to Annex VII.

This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation or servicing charges.

The manufacturer shall declare that a special charge procedure has not occurred during the test;

End-of-charge criterion.

The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged.

In this case, the maximum time is = 3 times the claimed battery capacity (Wh) / mains power supply (W).

3.1.2.5. Test procedure

3.1.2.5.1. The vehicle shall be started up by the means provided to the driver for normal use. The first test cycle starts on the initiation of the vehicle start-up procedure.

3.1.2.5.2. The test procedures described in points 3.1.2.5.2.1. or 3.1.2.5.2.2. shall be used in accordance with the type I test procedure set out in Appendix 6.

3.1.2.5.2.1. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

3.1.2.5.2.2. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period in the applicable type I test cycle during which the battery reached the minimum state of charge in accordance with the following procedure (end of sampling (ES)):

3.1.2.5.2.2.1.

the electricity balance Q (Ah) is measured over each combined cycle according to the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached;

3.1.2.5.2.2.2.

the battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance Q measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.1.2.5.5. and 3.1.4.2, provided that the electricity balance Q for each additional test cycle shows less discharge of the battery than over the previous cycle;

3.1.2.5.2.2.3.

after each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period.

3.1.2.5.3. The vehicle shall be driven according to the provisions in Appendix 6.

3.1.2.5.4. The exhaust gases shall be analysed according to the provisions in Annex II.

3.1.2.5.5. The test results shall be compared with the limits set out in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg per kilometre) for Condition A shall be calculated (M_1i).

In the case of testing according to point 3.1.2.5.2.1., (M_1i) is the result of the single combined cycle run.

In the case of testing according to point 3.1.2.5.2.2., the test result of each combined cycle run (M_1ia), multiplied by the appropriate deterioration factor and K_i factors, shall be less than the limits in Part A of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.1.4., M_1i shall be defined as:

Equation Ap11-1:

where:

i

:

pollutant

a

:

test cycle

3.1.3. Condition B

3.1.3.1. Conditioning of vehicle.

The vehicle shall be conditioned by driving the applicable type I driving cycle as set out in Appendix 6.

3.1.3.2. The electrical energy/power storage device of the vehicle shall be discharged while driving (on the test track, on a chassis dynamometer, etc.):

(a)

at a steady speed of 50 km/h until the fuel-consuming engine starts up, or

(b)

if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run a at lower steady speed at which the engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer), or

(c)

in accordance with the manufacturers’ recommendation.

The fuel-consuming engine shall be stopped within ten seconds of being automatically started.

3.1.3.3. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room.

3.1.3.4. Test procedure

3.1.3.4.1. The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure.

3.1.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

3.1.3.4.3. The vehicle shall be driven according to the provisions of Appendix 6.

3.1.3.4.4. The exhaust gases shall be analysed in accordance with Annex II.

3.1.3.5. The test results shall be compared with the limits in Part A of Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M_2i). The test results M_2i, multiplied by the appropriate deterioration and K_i factors, shall be less than the limits prescribed in Part A of Annex VI to Regulation (EU) No 168/2013.

3.1.4. Test results

3.1.4.1. Testing in accordance with point 3.1.2.5.2.1.

For reporting, the weighted values shall be calculated as follows:

Equation Ap11-2:

where:

M_i

=

mass emission of the pollutant i in mg/km;

M_1i

=

average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.1.2.5.5.;

M_2i

=

average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.1.3.5.;

D_e

=

electric range of the vehicle determined according to the procedure set out in Appendix 3.3. to Annex VII, where the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode;

D_av

=

average distance between two battery recharges, as follows:

• 4 km for a vehicle with an engine capacity < 150 cm³;

• 6 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max < 130 km/h;

• 10 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max ≥ 130 km/h.

3.1.4.2. Testing in accordance with point 3.1.2.5.2.2.

For communication, the weighted values shall be calculated as follows:

Equation Ap11-3:

where:

M_i

=

mass emission of the pollutant i in mg/km;

M_1i

=

average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.1.2.5.5.;

M_2i

=

average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.1.3.5.;

D_ovc

=

OVC range established in accordance with the procedure in Appendix 3.3. to Annex VII;

D_av

=

average distance between two battery recharges, as follows:

• 4 km for a vehicle with an engine capacity < 150 cm³;

• 6 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max < 130 km/h;

• 10 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max ≥ 130 km/h.

3.2. Externally chargeable vehicles (OVC HEVs) with an operating mode switch.

3.2.1. Two tests shall be performed under the following conditions:

3.2.1.1. Condition A: the test shall be carried out with a fully charged electrical energy/power storage device.

3.2.1.2. Condition B: the test shall be carried out with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity).

3.2.1.3. The operating mode switch shall be positioned in accordance with the table Ap11-2.

Table Ap11-2

Look-up table to determine Condition A or B depending on different hybrid vehicle concepts and on the hybrid mode selection switch position

a For instance: sport, economic, urban, extra-urban position, etc.
b Most electric hybrid mode: the hybrid mode which can be proven to have the highest electricity consumption of all selectable hybrid modes when tested in accordance with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.
c Most fuel-consuming mode: the hybrid mode which can be proven to have the highest fuel consumption of all selectable hybrid modes when tested in accordance with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be established based on information provided by the manufacturer and in agreement with the technical service.
	Hybrid-modes -›	Pure electricHybrid	Pure fuel-consumingHybrid	Pure electricPure fuel-consumingHybrid	Hybrid mode naHybrid mode m1
Battery state of charge		Switch in position	Switch in position	Switch in position	Switch in position
Condition A Fully charged		Hybrid	Hybrid	Most electric hybrid modeb	Hybrid
Condition B Min. state of charge		Fuel-consuming	Fuel-consuming	Most fuel-consuming modec	Hybrid

3.2.2. Condition A

3.2.2.1. If the pure electric range of the vehicle is higher than one complete cycle, the type I test may at the manufacturer’s request be carried out in pure electric mode. In this case, the engine preconditioning prescribed in point 3.2.2.3.1. or 3.2.2.3.2. can be omitted.

3.2.2.2. The procedure shall start with the discharge of the electrical energy/power storage device of the vehicle while driving with the switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 percent ± 5 percent of the maximum design speed of the vehicle, which is to be determined according to the test procedure set out in Appendix 1 to Annex X.

Stopping the discharge occurs in any of the following conditions:

(a)

when the vehicle is not able to run at 65 percent of the maximum thirty minutes speed;

(b)

when the standard on-board instrumentation gives the driver an indication to stop the vehicle;

(c)

after 100 km.

If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage device shall be discharged by driving the vehicle (on the test track, on a chassis dynamometer, etc.) in any of the following conditions:

(a)

at a steady speed of 50 km/h until the fuel-consuming engine of the HEV starts up;

(b)

if a vehicle cannot reach a steady speed of 50 km/h without the fuel-consuming engine starting up, the speed shall be reduced until it can run at a lower steady speed at which the fuel-consuming engine does not start up for a defined time or distance (to be determined by the technical service and the manufacturer);

(c)

in accordance with the manufacturers’ recommendation.

The fuel-consuming engine shall be stopped within ten seconds of being automatically started. By means of derogation if the manufacturer can prove to the technical service to the satisfaction of the approval authority that the vehicle is physically not capable of achieving the thirty minutes speed the maximum fifteen minute speed may be used instead.

3.2.2.3. Conditioning of vehicle

3.2.2.4. After this preconditioning and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 3 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in point 3.2.2.5.

3.2.2.5. During soak, the electrical energy/power storage device shall be charged with any of the following chargers:

(a)

the on-board charger if fitted;

(b)

an external charger recommended by the manufacturer, using the normal overnight charging procedure.

This procedure excludes all types of special charges that could be automatically or manually initiated, e.g. equalisation charges or servicing charges.

The manufacturer shall declare that a special charge procedure has not occurred during the test.

(c)

End-of-charge criterion

The end-of-charge criterion corresponds to a charging time of 12 hours, except where the standard instrumentation gives the driver a clear indication that the electrical energy storage device is not yet fully charged.

In this case, the maximum time is = 3 × claimed battery capacity (Wh) / mains power supply (W).

3.2.2.6. Test procedure

3.2.2.6.1. The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure.

3.2.2.6.1.1. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

3.2.2.6.1.2. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and continue over a number of repeat test cycles. It shall end on conclusion of the final idling period of the applicable type I test cycle during which the battery has reached the minimum state of charge in accordance with the following procedure (end of sampling (ES):

3.2.2.6.1.2.1.

The electricity balance Q (Ah) is measured over each combined cycle using the procedure in Appendix 3.2. to Annex VII and used to determine when the battery minimum state of charge has been reached;

3.2.2.6.1.2.2.

The battery minimum state of charge is considered to have been reached in combined cycle N if the electricity balance measured during combined cycle N+1 is not more than a 3 percent discharge, expressed as a percentage of the nominal capacity of the battery (in Ah) in its maximum state of charge, as declared by the manufacturer. At the manufacturer’s request, additional test cycles may be run and their results included in the calculations in points 3.2.2.7. and 3.2.4.3., provided that the electricity balance for each additional test cycle shows less discharge of the battery than over the previous cycle;

3.2.2.6.1.2.3.

After each cycle, a hot soak period of up to ten minutes is allowed. The powertrain shall be switched off during this period.

3.2.2.6.2. The vehicle shall be driven according to the provisions of Appendix 6.

3.2.2.6.3. The exhaust gases shall be analysed according to Annex II.

3.2.2.7. The test results shall be compared to the emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the average emission of each pollutant (expressed in mg/km) for Condition A shall be calculated (M_1i).

The test result of each combined cycle run M_1ia, multiplied by the appropriate deterioration and K_i factors, shall be less than the emission limits in Part A or B of Annex VI to Regulation (EU) No 168/2013. For the purposes of the calculation in point 3.2.4., M_1i shall be calculated according to Equation Ap11-1.

3.2.3. Condition B

3.2.3.1. Conditioning of vehicle.

The vehicle shall be conditioned by driving the applicable type I driving cycle set out in Appendix 6.

3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged in accordance with point 3.2.2.2.

3.2.3.3. After this preconditioning, and before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant between 293,2 K and 303,2 K (20 °C and 30 °C). This conditioning shall be carried out for at least six hours and continue until the temperature of the engine oil and coolant, if any, are within ± 2 K of the temperature of the room.

3.2.3.4. Test procedure

3.2.3.4.1. The vehicle shall be started up by the means provided to the driver for normal use. The first cycle starts on the initiation of the vehicle start-up procedure.

3.2.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start-up procedure and end on conclusion of the final idling period of the applicable type I test cycle (end of sampling (ES)).

3.2.3.4.3. The vehicle shall be driven in accordance with the provisions of Appendix 6.

3.2.3.4.4. The exhaust gases shall be analysed in accordance with the provisions in Annex II.

3.2.3.5. The test results shall be compared with the pollutant limits in Annex VI to Regulation (EU) No 168/2013 and the average emission of each pollutant for Condition B shall be calculated (M_2i). The test results M_2i, multiplied by the appropriate deterioration and K_i factors, shall be less than the limits in Annex VI to Regulation (EU) No 168/2013.

3.2.4. Test results

3.2.4.1. Testing in accordance with point 3.2.2.6.2.1.

For communication, the weighted values shall be calculated as in Equation Ap11-2

where:

M_i

=

mass emission of the pollutant i in mg/km;

M_1i

=

average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.;

M_2i

=

average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5;

D_e

=

electric range of the vehicle with the switch in pure electric position, in accordance with Appendix 3.3. to Annex VII. If there is not a pure electric position, the manufacturer shall provide the means for taking the measurement with the vehicle running in pure electric mode.

D_av

=

average distance between two battery recharges, as follows:

• 4 km for a vehicle with an engine capacity < 150 cm³;

• 6 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max < 130 km/h;

• 10 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max ≥ 130 km/h.

3.2.4.2. Testing in accordance with point 3.2.2.6.2.2.

For communication, the weighted values shall be calculated as in Equation Ap11-3

where:

M_i

=

mass emission of the pollutant i in mg/km;

M_1i

=

average mass emission of the pollutant i in mg/km with a fully charged electrical energy/power storage device, calculated in accordance with point 3.2.2.7.;

M_2i

=

average mass emission of the pollutant i in mg/km with an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity), calculated in accordance with point 3.2.3.5.;

D_ovc

=

OVC range according to the procedure in Appendix 3.3. to Annex VII;

D_av

=

average distance between two battery recharges, as follows:

• 4 km for a vehicle with an engine capacity < 150 cm³;

• 6 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max < 130 km/h;

• 10 km for a vehicle with an engine capacity ≥ 150 cm³ and v_max ≥ 130 km/h.

3.3. Not externally chargeable vehicles (not-OVC HEVs) without an operating mode switch

3.3.1. These vehicles shall be tested according to Appendix 6.

3.3.2. For preconditioning, at least two consecutive complete driving cycles are carried out without soak.

3.3.3. The vehicle shall be driven in accordance with to the provisions of Appendix 6.

3.4. Not externally chargeable vehicles (not-OVC HEVs) with an operating mode switch

3.4.1. These vehicles are preconditioned and tested in hybrid mode in accordance with Annex II. If several hybrid modes are available, the test shall be carried out in the mode that is automatically set after the ignition key is turned (normal mode). On the basis of information provided by the manufacturer, the technical service shall ensure that the limit values are complied with in all hybrid modes.

3.4.2. For preconditioning, at least two consecutive complete applicable driving cycles shall be carried out without soak.

3.4.3. The vehicle shall be driven in accordance with the provisions of Annex II.