EUROPEAN COMMISSIONDIRECTORATE-GENERAL JRCJOINT RESEARCH CENTREInstitute for Energy and Transport

Working Group: Real-Driving Emissions ofLight-Duty Vehicles

Work Plan 2012-2013(v. 1.0 / 31-07-2012)

1

Table of Contents

1 Background and Objectives..........................................................................................32 Project Organization.....................................................................................................3

2.1 Participants and project management....................................................................32.2 Organization of meetings and dissemination of information................................42.3 Financing...............................................................................................................42.4 Project deliverables...............................................................................................42.5 Data Submission and Confidentiality....................................................................4

3 Technical Elements......................................................................................................53.1 Boundary conditions for the RDE-LDV procedure..............................................53.2 Random laboratory cycle......................................................................................53.3 On-road emissions testing with PEMS.................................................................7

4 Summary of Tasks and Contributions..........................................................................95 Timing........................................................................................................................106 Annex I - Draft test procedure for vehicle emissions testing with Portable

Emissions Measurement Systems (PEMS).................................................................117 Annex II - Data Submission.......................................................................................22

2

1 Background and ObjectivesThe scope and mandate of the RDE-LDV (Real-Driving Emissions of Light-Duty Vehicles) working group have been laid down in a note presented by DG ENTR1. Upon completion of the activities in the first phases (Looking at the assessment and feasibility of the candidate procedures), the Member States and the Commission discussed the possible regulatory approaches2. As a result, the two candidate procedures (random cycle on a chassis dynamometer and on-road testing with PEMS) have to be developed and the ‘regulatory implementation’ will be finalized at a later stage.

To address the above targets, the objectives of the RDE-LDV working group are revised as follows:

To develop the RDE-LDV procedure that complements the future main type approval cycle;

To disseminate the know-how regarding the RDE-LDV procedures; To contribute to legislation drafting (e.g., drafting a test protocol).

The present document addresses the organization of the work until the legislation drafting and adoption and in particular the following items:

Project Organization Technical Elements

2 Project Organization

2.1 Participants and project management

European CommissionThe European Commission, through DG ENTR, acting in co-operation with the JRC, has set up the RDE-LDV Expert Group and shall provide the general co-ordination. DG ENTR shall primarily steer the Expert Group, coordinate related activities and organize meetings and technical seminars. JRC shall primarily co-ordinate the technical activities, develop the PEMS procedures and provide advice to DG ENTR on technical issues.

Member State authorities and Technical servicesMember State authorities shall support the Commission along the development of the project, by sharing their experiences during the project, making possible that knowledge gained through the conduction of national activities is used in the RDE-LDV work.

Vehicle manufacturers

1 DG ENTR Note - Working group for the development of a real driving emissions test procedure for light-duty vehicles (RDE-LDV): scope mandate – 29 March 2011.2 DG ENTR Note - RDE-LDV workshop of Member States of 3 May 2012: executive summary - 01 June 2012 - ENTR.F1/KS D(2012)

3

Vehicle manufacturers shall contribute to the project by conducting some procedure development and vehicle testing activities. The vehicle manufacturers association ACEA will lead the development of the random cycle generator software.

Test equipment manufacturersManufacturers of test equipment are encouraged to get involved in the program, and provide feedback in order to help to improve the equipment. This applies in particular to the PEMS equipment and its application to light-duty vehicles.

Detailed contributions and leadership for the tasks detailed in Section 3 be discussed and finalized by September 2012.

2.2 Organization of meetings and dissemination of informationTo facilitate the exchange of information and effective co-operation within the frame of the project, technical meetings shall be regularly organized by the European Commission.The CIRCA website shall provide access to the documents related to the RDE-LDV project.

2.3 FinancingThe project shall be primarily financed by the participants. The Commission shall contribute directly through the technical support from JRC.

Stakeholders (members of the RDE-LDV Expert Group) shall provide funding for their own activities and travel costs for the attendance to the meetings.

2.4 Project deliverablesThe RDE-LDV project shall provide the following deliverables:

A technical report describing the development of both procedures. Consolidated test protocols for both the random cycle and PEMS testing as

mandatory part of the type approval legislation.

2.5 Data Submission and ConfidentialityThe emissions data collected during the project shall be submitted to the JRC using the appropriate data submission template and facilities.

All data sent to the European Commission (DG ENTR or JRC) by any of the participants will remain confidential under the conditions of the Regulation No. 1049/2001 of the European Parliament and the Council of 30 May 2001. Article 4(2) of that Regulation notes that "The institutions shall refuse access to a document where the disclose would undermine the protection of...commercial interests."

4

With respect to all data and information declared as confidential by one of the participants (whether in oral, written or computerized form), the following shall apply within RDE-LDV working group:

Data shall only be used for the development of the RDE-LDV procedure. Data use for any publications shall be agreed in advance, i.e., including

objectives, content and text.

3 Technical Elements

3.1 Boundary conditions for the RDE-LDV procedureThe “boundary conditions” are a set of ranges-values defining the ‘normal’ European driving behaviour and conditions (in terms of ambient temperature/humidity, altitude, driving dynamics …). A consolidated preliminary list of boundary conditions3 for the future RDE test procedure was presented by JRC with input from different stakeholders4.

The consolidated list will be used as basis to develop the necessary ranges-values. All stakeholders may contribute to the exercise, provided that the proposal(s) made are supported by sound evidence and robust statistical analysis. For instance, the data collected in Europe for the development of the World Harmonised Light-Duty Test Cycle (WLTC), shall be used to study the driving dynamics.

Once finalised, the ranges-values of the boundary conditions (e.g. in terms of acceptable accelerations or temperature ranges) will be used:

To select the values representing the characteristics of the RDE random cycle; To define acceptable PEMS testing conditions.

The practical implications of the RDE-LDV procedure (e.g., potentially necessary investments for test equipment and additional requirements for the testing of emissions) for both the lab-based approach and PEMS shall be further evaluated by industry and the other stakeholders.

3.2 Random laboratory cycleThe limitation curve methodology5,6 (ensuring the cycle drivability) and the first software proposed by ACEA will be used as a starting point and the work will consist of the following steps.

Task 2.1: Specifications for the random cycle generatorSpecifications shall be developed for the random cycle generator software to define the input parameters and the main (output) random RDE-LDV cycle driving characteristics.

3 Latest version presented by JRC in May 2012, available on CIRCA4 ACEA presentation by Heinz Steven, July 2011, available on CIRCA5 ACEA RDE-LDV presentation on the random cycle approach – 29 March 20116 ACEA RDE-LDV presentation on the methodology to develop a random cycle – 12 July 2011

5

Such a cycle could be defined based on the following variables (the following list may be subject to extensions) for each of its phases (i.e., Low/Medium/High Speed):

Min / Max Duration Min / Max Number of Short Trips Maximum Speed Average Speed Min / Max. Idling percentage Min / Max. Idling duration Min / Max. Acceleration - RPA

Furthermore, the temperature range and the vehicle conditioning shall also be defined, taking into account practical impacts regarding necessary investments in test facilities and testing burden during the type approval process.

Task 2.2: Software modificationsThe random cycle generator software will be modified to account for the final specifications. This software version shall be identified as ‘version 2’.

Task 2.3: Small scale trialsThe random cycle generator software (version 2) shall be used and tested on a limited number of facilities and vehicles. The work shall address primarily:

The potential difficulties to generate the random cycles with the software and to reproduce them in rather-conventional emissions test facilities;

The drivability (including both the gear shifting and the ability of the vehicle to follow the prescribed speed-time trace), focusing on vehicles with low power-to-mass ratios.

The exercise shall make use of the WLTP gear shifting prescriptions and drivability evaluation methodologies. The appropriate guidance documents and tools (manuals, evaluation worksheets, etc…) will be provided by ACEA.

Decisions regarding the number of vehicles, test cycles per vehicle, and participating labs to be communicated and finalized by the end of 2012.

Task 2.4: Software modificationsThe random cycle generator software will be modified to solve the potential problems and difficulties encountered during the small scale trials. This new software version shall be identified as ‘version 3’.

Task 2.5: Pilot phaseThe new random cycle generator software (version 3) shall be used and tested on a large number of facilities and vehicles. The exercise shall use the available gear shifting prescriptions from the WLTP. In addition to the points mentioned for Step 3, the work shall also address:

6

The involvement of type approval authorities and technical services in the cycle design phase (definition of responsibilities, expected type of input);

The future test sequence at type approval, e.g. the execution of the WLTP cycle potentially followed by the random test cycle.

The exercise shall make use of the WLTP gear shifting prescriptions, requirements for the emissions measurements and drivability evaluation methodologies.

The number of vehicles, test cycles per vehicle, and participating labs will be discussed and finalized by end 2012.

3.3 On-road emissions testing with PEMSThe protocol7 presented in Annex I will be used as a starting point for both vehicle on-road testing and data evaluation. Further tests shall be conducted to collect the know-how and data required to finalise the test protocol and data evaluation strategy.

Task 3.1 Vehicle selection and provisionA limited number of vehicles will be selected. These vehicles shall be representative for Euro 6 technologies for their power-train, engine and/or after-treatment technologies.

Task 3.2 Vehicle testing (PEMS)The selected vehicles shall be tested on (at least) 3 different routes times at 2 (better 3 more) different geographical locations, for gaseous emissions, using commercial fuels and state of the art PEMS equipment8.

Every single vehicle shall be tested with the same PEMS at each location. In addition:

The test protocol in Annex I shall apply, possibly complemented with second-by-second road grade and head wind measurements;

No vehicle conditioning is needed (i.e., starting after outside or garage parking) but the vehicle parking/weather conditions shall be recorded;

Emissions sampling shall start before engine on; Measurements shall cover CO2 and the regulated gaseous criteria pollutants – with

the exception of THC; Auxiliary batteries shall be used to power-up the equipment; Each emissions test shall have a minimum duration of 1 hour, engaging on a

variety of conditions either during the same test or during different tests (Urban, Rural, Motorway, Uphill or downhill);

PEMS emissions tests shall be conducted during normal working days (Monday to Friday) and during daytime.

The data collected shall be screened on a daily basis, to check for potential inconsistencies or missing parameters

Task 3.3 Definition of data evaluation strategies

7 Reference to heavy-duty EURO VI Directive, Annex II, Appendix 18 In conformity with EU regulation 582/2011 or ECE Regulation 49, Annex 4B

7

Different approaches shall be applied to evaluate PEMS on-road emissions data: Method 1: No segmentation shall be applied; emissions are averaged over the

whole test for bag and modal measurements; Method 2: Partial segmentation shall be applied; emissions are averaged over

individual phases of laboratory test for bag and modal measurements; Method 3: Moving averaging windows and statistics, for modal emission

measurements of both laboratory emissions testing and PEMS on-road emissions testing.

As far as the Method 3 is concerned, the impacts of its settings on the final emission results shall be investigated; particular attention should be paid to:

The reference quantity used for determining the length of windows (e.g., cumulative CO2 mass or distance) and its magnitude;

The metrics in the windows (e.g. g/km or conformity factors); The criteria to validate/invalidate windows (e.g. road grade, percentage of idling); The statistical analysis of emissions data from individual tests (e.g. percentiles of

averaging window emissions); The handling of emissions during Diesel Particle Filter regeneration events; The effect of potential data exclusions (e.g. cold start emissions, emissions

accompanied with certain after-treatment temperatures) on the overall emissions performance.

Making use of the experience and the data collected during the previous phase of the RDE-LDV project, a detailed work plan will be prepared for this task and adopted to propose alternative data evaluation strategies. Once adopted, the proposed data evaluation strategies will be compared to the baseline one. The “baseline” strategy to analyze the data will be Method 3, using as reference quantity the vehicle CO2 mass emissions on the NEDC and as metrics g/km in the averaging windows.

Task 3.4 Data consolidationMaking use of the data collected under Task 3.2, the agreed evaluation strategies will be compared to the baseline one. The results of the exercise shall be reported in a technical paper, together with recommendations for the method to be selected.

The selected vehicles, test routes per vehicle, and participating institutions/companies shall be discussed and finalized by end 2012.

8

4 Summary of Tasks and Contributions

Boundary ConditionsTask Leader Contributions

Task 1.1: Provision of building elements JRC ALLTask 1.2: Development of ranges-values JRC ALL

Random Cycle GeneratorTask Leader Contributions

Task 2.1: Specifications for the random cycle generator ACEA ALLTask 2.2: Software modifications ACEA -Task 2.3: Small scale trials ACEA Testing: TBD

Consolidation and analysis of results: TBDTask 2.4: Software modifications ACEA -Task 2.5: Pilot phase ACEA TBD

PEMSTask Leader Contributions

Task 3.1: Vehicle selection and provision JRC ACEA, Member StatesTask 3.2 Vehicle testing (PEMS) JRC TBDTask 3.3: Definition of data evaluation strategies JRC ALLTask 3.4 Data consolidation JRC TBD

9

5 Timing9

AUG SEP NOV DEC JAN FEB MAR APR JUN JUL AUG SEP NOV DECBoundary ConditionsTask 1.1: Provision of building elements

Task 1.2: Development of ranges-values

Random Cycle GeneratorTask 2.1: Specifications for the random cycle generator

Task 2.2: Software modifications

Task 2.3: Small scale trials

Task 2.4: Software modifications

Task 2.5: Pi lot Phase

PEMSTask 3.1: Vehicle selection and provision

Task 3.2 Vehicle testing (PEMS)

Task 3.3: Definition of data evaluation strategies

Task 3.4 Data consolidation

Details Task 3.2Vehicle 1 - JRC - PEMS 1

Vehicle 1 - Site 2 - PEMS 1

Vehicle 2 - JRC - PEMS 1

Vehicle 2 - Site 3 - PEMS 1

Vehicle 3 - JRC - PEMS 2

Vehicle 3 - Site 4 - PEMS 2

Vehicle 4 - JRC - PEMS 2

Vehicle 4 - Site 5 - PEMS 2

2012 2013

Reserved for other test sites

9 Meetings, reporting and drafting tasks to be added after the September 2012 meeting

10

6 Annex I - Draft test procedure for vehicle emissions testing with Portable Emissions Measurement Systems (PEMS)

Disclaimer: The test procedure in this annex is provided as a baseline for the execution of PEMS tests on vehicles and shall be further developed for a number of identified elements.

Sections deleted from HDV protocol

To be developed or for further discussion in the RDE-LDV group

May not apply at this stage of the RDE-LDV

1 Introduction

This Appendix describes the procedure to determine gaseous emissions from light-duty vehicles using Portable Emissions Measurement Systems (hereinafter PEMS). The gaseous emissions to be measured from the exhaust of the engine include the following components: carbon monoxide, total hydrocarbons and nitrogen oxides. Additionally, carbon dioxide shall be measured to enable the calculation procedures described in Sections 4 and 5.

2. Test Procedure

2.1. General requirements

The tests shall be carried out with a PEMS comprised of:

2.1.1. Gas analysers to measure the concentrations of regulated gaseous pollutants in the exhaust gas;

2.1.2. An exhaust mass flow meter based on the averaging Pitot or equivalent principle;

2.1.3. A Global Positioning System (hereinafter GPS);

2.1.4. Sensors to measure the ambient temperature and pressure;

2.1.5. A connection with the vehicle Engine Control Unit (hereinafter ECU);

2.2. Test parameters

The parameters summarized in Table 1 shall be measured and recorded:

11

Table 1: Test parameters

Parameter Unit SourceHC concentration (1) ppm AnalyserCO concentration (1) ppm AnalyserNOx concentration (1) ppm AnalyserCO2 concentration (1) ppm AnalyserExhaust gas flow kg/h Exhaust Flow Meter (hereinafter EFM)Exhaust temperature °K EFMAmbient temperature(2) °K SensorAmbient pressure kPa SensorEngine torque(3) Nm ECU or SensorEngine speed rpm ECU or SensorEngine fuel flow g/s ECU or SensorEngine coolant temperature

°K ECU or Sensor

Engine intake air temperature(2)

°K ECU or Sensor

Vehicle speed km/h GPS and ECUVehicle latitude degree GPSVehicle longitude degree GPSRoad grade degree TBDHead wind km/h TBD

Notes:

(1) Measured or corrected to a wet basis

(2) Use the ambient temperature sensor or an intake air temperature sensor

(3) The recorded value shall be either (a) the net torque or (b) the net torque calculated from the actual engine percent torque, the friction torque and the reference torque, according to the SAE J1939-71 standard

2.3. Preparation of the vehicle

The preparation of the vehicle shall include the following:

(a) The check of the vehicle: any identified problems once solved shall be recorded and presented to the approval authority.

(b) The replacement of oil, fuel and reagent, if any.

2.4. Installation of the measuring equipment

2.4.1. Main Unit

12

Whenever possible, PEMS shall be installed in a location where it will be subject to minimal impact from the following:

(a) Ambient temperature changes;

(b) Ambient pressure changes;

(c) Electromagnetic radiation;

(d) Mechanical shock and vibration;

(e) Ambient hydrocarbons – if using a FID analyser that uses ambient air as FID burner air.

The installation shall follow the instructions issued by the PEMS manufacturer.

2.4.2. Exhaust flow meter

The exhaust flow meter shall be attached to the vehicle's tailpipe. The EFM sensors should be placed between two pieces of straight tube whose length should be at least 2 times the EFM diameter (upstream and downstream).

[Additional EFM installation recommendations, specific to LDVs].

2.4.3. Global Positioning System

The antenna should be mounted at the highest possible location, without risking interference with any obstructions encountered during the vehicle operation.

2.4.4. Connection with the Engine Control Unit

A data logger shall be used to record the engine parameters listed in Table 1. [Additional CAN logger recommendations, specific to LDVs].

2.4.5. Sampling of gaseous emissions

The sample line shall be heated according to the specifications of point 2.3. of Appendix 2 and properly insulated at the connection points (sample probe and back of the main unit), to avoid the presence of cold spots that could lead to a contamination of the sampling system by condensed hydrocarbons.

The sample probe shall be installed in the exhaust pipe in accordance with the requirements of Section 9.3. of Annex 4B of UN/ECE Regulation 49.

If the length of the sample line is changed, the system transport times shall be verified and if necessary corrected.

2.5. Pre-test procedures

13

2.5.1. Starting and stabilizing the PEMS instruments

The main units shall be warmed up and stabilized according to the instrument manufacturer specifications until pressures, temperatures and flows have reached their operating set points.

2.5.2. Cleaning the sampling system

To prevent system contamination, the sampling lines of the PEMS instruments shall be purged until sampling begins, according to the instrument manufacturer specifications.

2.5.3. Checking and calibrating the analysers

The zero and span calibration and the linearity checks of the analysers shall be performed using calibration gases meeting the requirements of Section 9.5.1 of Annex 4B of UN/ECE Regulation 49.

2.5.4. Cleaning the EFM

The EFM shall be purged at the pressure transducer connections in accordance with the instrument manufacturer specifications. This procedure shall remove condensation and diesel particulate matter from the pressure lines and the associated flow tube pressure measurement ports.

2.6. Emissions test run

2.6.1. Test start

Emissions sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall start prior to starting the engine.

Rules to define the start of the fata evaluation, specific to LDVs.

2.6.2. Test run

Emission sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall continue throughout the normal in-use operation of the engine. The engine may be stopped and started, but emissions sampling shall continue throughout the entire test.

Periodic checks of the PEMS gas analysers shall be conducted at least every two hours. The data recorded during the checks shall be flagged and shall not be used for the emission calculations.

2.6.3. End of test sequence

14

At the end of the test, sufficient time shall be given to the sampling systems to allow their response times to elapse. The engine may be shut down before or after sampling is stopped.

2.7. Verification of the measurements

2.7.1. Checking of the analysers

The zero, span and linearity checks of the analysers as described in point 2.5.3 shall be performed using calibration gases meeting the requirements of Section 9.5.1 of Annex 4B of UN/ECE Regulation 49.

2.7.2. Zero drift

Zero response is defined as the mean response, including noise, to a zero gas during a time interval of at least 30 seconds. The drift of the zero response shall be less than 2 per cent of full scale on the lowest range used.

2.7.3. Span drift

Span response is defined as the mean response, including noise, to a span gas during a time interval of at least 30 seconds. The drift of the span response shall be less than 2 per cent of full scale on the lowest range used.

2.7.4. Drift verification

This shall apply only if, during the test, no zero drift correction was made.

As soon as practical but no later than 30 minutes after the test is complete the gaseous analyser ranges used shall be zeroed and spanned to check their drift compared to the pre-test results.

The following provisions shall apply for analyser drift:

(a) If the difference between the pre-test and post-test results is less than 2 per cent as specified in points 2.7.2.and 2.7.3., the measured concentrations may be used uncorrected or may be corrected for drift according to point 2.7.5.;

(b) If the difference between the pre-test and post-test results is equal to or greater than 2 per cent as specified in points 2.7.2. and 2.7.3., the test shall be voided or the measured concentrations shall be corrected for drift according to point 2.7.5.

2.7.5. Drift correction

15

If drift correction is applied in accordance with point 2.7.4., the corrected concentration value shall be calculated according to appendix 7 or 8 of Annex 4B of UN/ECE Regulation 49.

The difference between the uncorrected and the corrected distance-specific emission values shall be within ± 6 per cent of the uncorrected distance-specific emission values. If the drift is greater than 6 per cent, the test shall be voided. If drift correction is applied, only the drift-corrected emission results shall be used when reporting emissions.

3. Calculation of the emissions

The final test result 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, in accordance with ASTM E 29-06b. No rounding of intermediate values leading to the final brake-specific emission result shall be allowed.

3.1. Time alignment of data

To minimize the biasing effect of the time lag between the different signals on the calculation of mass emissions, the data relevant for emissions calculation shall be time aligned, as described in points 3.1.1 to 3.1.4.

3.1.1. Gas analysers data

The data from the gas analysers shall be properly aligned using the procedure in Section 8.1.5. of Annex 4B to UN/ECE Regulation 49.

3.1.2. Gas analysers and EFM data

The data from the gas analysers shall be properly aligned with the data of the EFM using the procedure in point 3.1.4.

3.1.3. PEMS and engine data

The data from the PEMS (gas analysers and EFM) shall be properly aligned with the data from the engine ECU using the procedure in point 3.1.4.

3.1.4. Procedure for improved time-alignment of the PEMS data

The test data listed in Table 1 are split into 3 different categories:

1: Gas analysers (HC, CO, CO2, NOx concentrations);

2: Exhaust Flow Meter (Exhaust mass flow and exhaust temperature);

3: Engine (Torque, speed, temperatures, fuel rate, from ECU).

16

The time alignment of each category with the other categories shall be verified by finding the highest correlation coefficient between two series of parameters. All the parameters in a category shall be shifted to maximize the correlation factor. The following parameters shall be used to calculate the correlation coefficients:

To time-align:

(a) Categories 1 and 2 (Analysers and EFM data) with category 3 (Engine data): from the ECU.

(b) Category 1 with category 2: the CO2 concentration and the exhaust mass;

(c) Category 2 with category 3: the CO2 concentration and the engine fuel flow.

3.2. Data consistency checks

3.2.1. Analysers and EFM data

The consistency of the data (exhaust mass flow measured by the EFM and gas concentrations) shall be verified using a correlation between the measured fuel flow from the ECU and the fuel flow calculated using the procedure in section 9.4.5. of Annex 4B to UN/ECE Regulation 49. A linear regression shall be performed for the measured and calculated fuel rate values. The method of least squares shall be used, with the best fit equation having the form:

y = mx + b

Where:

– y is the calculated fuel flow [g/s]

– m is the slope of the regression line

– x is the measured fuel flow [g/s]

– b is the y intercept of the regression line

The slope (m) and the coefficient of determination (r²) shall be calculated for each regression line. It is recommended to perform this analysis in the range from 15 per cent of the maximum value to the maximum value and at a frequency greater or equal to 1 Hz. For a test to be considered valid, the following two criteria shall be evaluated:

Table 2: Tolerances

Slope of the regression line, m 0.9 to 1.1 - Recommended

17

Coefficient of determination r2 min. 0.90 - Mandatory

3.2.2. ECU torque data

The consistency of the ECU torque data shall be verified by comparing the maximum ECU torque values at different engine speeds with the corresponding values on the official engine full load torque curve according to Section 5. of Annex II.

3.2.3. Brake-Specific Fuel Consumption

The Brake Specific Fuel Consumption (BSFC) shall be checked using:

(a) The fuel consumption calculated from the emissions data (gas analyser concentrations and exhaust mass flow data), according to the procedure in section 9.4.5. of Annex 4B to UN/ECE Regulation 96;

(b) The work calculated using the data from the ECU (Engine torque and engine speed).

3.2.4. Odometer

The distance indicated by the vehicle odometer shall be checked against the GPS data and verified.

3.2.5. Ambient pressure

The ambient pressure value shall be checked against the altitude indicated by the GPS data.

3.3. Dry-Wet correction

If the concentration is measured on a dry basis, it shall be converted to a wet basis according to appendix 7 or 8 of Annex 4B of UN/ECE Regulation 49. .

3.4. NOx correction for humidity and temperature

The NOx concentrations measured by the PEMS shall not be corrected for ambient air temperature and humidity.

3.5. Calculation of the instantaneous gaseous emissions

The mass emissions shall be determined as described in appendix 7 or 8 of Annex 4B of UN/ECE Regulation 49.

4. Determination of Emissions and Conformity Factors

4.1. Averaging window principle

18

The emissions shall be integrated using a moving averaging window method, based on the reference CO2 mass (or ....). The principle of the calculation is as follows: The mass emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these sub-sets being determined so as to match the engine CO2 mass measured over the reference laboratory transient cycle. The moving average calculations are conducted with a time increment t equal to the data sampling period. These sub-sets used to average the emissions data are referred to as “averaging windows” in the following Sections.

Any section of invalidated data shall not be considered for the calculation of the CO2 mass and the emissions of the averaging window.

The following data shall be considered as invalidated data:

(a) The periodic verification of the instruments and/or after the zero drift verifications;

(b) The data outside the conditions specified in points 4.2. and 4.3. of Annex II

The mass emissions (mg/window) shall be determined as described in appendix 7 or 8 of Annex 4B of UN/ECE Regulation 49.

Emissions of the first window A

vera

ging

win

dow

em

issi

ons

Duration of the first window Time

Veh

icle

spee

d

Figure 1: Vehicle speed versus time and averaged emissions, starting from the first averaging window, versus time.

19

4.2. Averaging window calculations

CO2 mass based method

CO2 emissions [kg]

Emis

sion

s [g]

Figure 2: CO2 mass based method.

The duration )( ,1,2 ii tt of the ith averaging window is determined by:

refCOiCOiCO mtmtm ,2,12,22 )()(

Where:

– )( ,2 ijCO tm is the CO2 mass measured between the test start and time tj,i, kg;

– refCOm ,2 is the CO2 mass determined for the NEDC, WLTC?, kg;

– t2,i shall be selected such as:

)()()()( ,12,22,2,12,22 iCOiCOrefCOiCOiCO tmtmmtmttm

Where t is the data sampling period, equal to 1 second or less.

20

The CO2 masses are calculated in the windows by integrating the instantaneous emissions calculated according to the requirements introduced in point 3.5.

4.2.1. Selection of valid windows

To be developed - windows exclusions may be conducted, based on certain window indicators (e.g. road grade, average vehicle speed).

4.3.2. Calculation of the conformity factors

The conformity factors shall be calculated for each individual window and each individual pollutant in the following way:

C

I

CFCF

CF

With )()( ,12,22 iCOiCOI tmtm

mCF

(in service ratio) and

refCO

LC m

mCF

,2

(certification ratio)

Where:

– m is the mass emission of the component, mg/window;

– )()( ,12,22 iCOiCO tmtm is the CO2 mass during the ith averaging window, kg;

– refCOm ,2 is the engine CO2 mass determined for the NEDC, WLTC?, kg;

– Lm is the mass emission of the component corresponding to the applicable limit on the NEDC, WLTC?, g

21

7 Annex II - Data Submission

Introduction:

The data shall be submitted using the official template.

The data may be submitted by 3 different means: on CD/DVD/USB key by post, as attachment by email or using the dedicated FTP server.

1. CD/DVD/USB key by postThe files shall be on a USB key or burnt on a CD/DVD to be sent by post at the following address:

Mr. Martin WeissEuropean CommissionInstitute for Environment and Sustainability - TP 273Via Enrico Fermi, 274921027 Ispra (VA) – Italy

2. EmailThe files shall be sent as attachment by to the following email address:

wltp-data@jrc.ec.europa.eu

- The size of the attached files shall not exceed 5 Mb.- The subject of the mail shall clearly mention “RDE-LDV data submission”.- The body of the mail shall clearly mention the name, company and address of the sender.

22

3. FTP Server

IMPORTANT PRELIMINARY REMARKS:

- This solution shall be used only if the files cannot be submitted by post or email.

- Keep the connection settings confidential.

Files can be uploaded to an FTP server using the procedure described below.

Step1: Installation of an FTP client software: Any FTP client software may be used.

Many of them are freeware available for download on the internet (e.g. Filezilla, SmartFTP). The following steps of the procedure are illustrated using Filezilla 3.3.0.1.

Step2: Configuration of the FTP client software

- Send an email to wltp-data@jrc.ec.europa.eu to receive the connection details (Host, user and password)- Select File > Site Manager- On the Site Manager windows, click on “New Site”- Give a name to your new site, for example “WLTP”- Using the information received by email, fill in the following fields, as shown in the screen copy #1

- Host: ######- Server type: ####- Longontype: ####- User: ####- Password: ###

- Click on “Connect”- If the connection is successful, the upper pane shows the message “Directory listing successful”

23

Screen copy#1: Configuration of Filezilla 3

Step3: Connection to the FTP and uploading files

- Connect to the FTP using the Connect button in the Site Manager window.- Use the right pane to select the files that you want to upload.

To upload the files:- Solution 1: left click on each file and select “Upload”- Solution 2: left click on each file and select “Add files to queue”. When done click in the menu on Transfer > Process Queue

Screen copy#2:* Right Pane - Navigate on your own system to select the files* Left Pane - Your FTP server folder

24

Step 4: Confirm your uploads by sending an email

- Your files will be downloaded and deleted shortly after the reception of the email.

25