COMMISSION IMPLEMENTING DECISION (EU) 2020/1806
of 25 November 2020
on the approval of the use of the engine-on coasting function in passenger cars with internal combustion engines and in not off-vehicle charging hybrid electric passenger cars as an innovative technology pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and repealing Commission Implementing Decisions 2013/128/EU, 2013/341/EU, 2013/451/EU, 2013/529/EU, 2014/128/EU, 2014/465/EU, 2014/806/EU, (EU) 2015/158, (EU) 2015/206, (EU) 2015/279, (EU) 2015/295, (EU) 2015/1132, (EU) 2015/2280, (EU) 2016/160, (EU) 2016/265, (EU) 2016/588, (EU) 2016/362, (EU) 2016/587, (EU) 2016/1721, (EU) 2016/1926, (EU) 2017/785, (EU) 2017/1402, (EU) 2018/1876, (EU) 2018/2079, (EU) 2019/313, (EU) 2019/314, (EU) 2020/728, (EU) 2020/1102, (EU) 2020/1222
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO
2
emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (1), and in particular Article 11(4) thereof,
Whereas:
(1) On 6 December 2018, the manufacturers Toyota Motor Europe NV/SA, Opel Automobile GmbH – PSA, FCA Italy S.p.A., Automobiles Citroën, Automobiles Peugeot, PSA Automobiles SA, Audi AG, Ford Werke GmbH, Jaguar Land Rover Ltd, Hyundai Motor Europe Technical Center GmbH, Bayerische Motoren Werke AG, Renault, Honda Motor Europe Ltd, Volkswagen AG and the supplier Robert Bosch GmbH submitted a joint application (‘the application’) for the approval as an innovative technology of the engine-on and engine-off coasting functions for use in internal combustion engine powered passenger and in not off-vehicle charging hybrid electric (NOVC-HEV) passenger cars.
(2) The application has been assessed in accordance with Article 11 of Regulation (EU) 2019/631, Commission Implementing Regulation (EU) No 725/2011 (2) and the Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to Regulation (EC) No 443/2009 and Regulation (EU) No 510/2011 (July 2018 Revision V
2
) (3).
(3) The application refers to CO
2
emission savings that may not be demonstrated by measurements performed in accordance with the New European Driving Cycle (NEDC) as set out in Commission Regulation (EC) No 692/2008 (4).
(4) The coasting function decouples the combustion engine from the drivetrain and prevents deceleration caused by engine braking. It allows the rolling distance of the vehicle to increase in situations where no propulsion or a slow reduction of the speed is needed. The coasting function should be automatically activated in the predominant driving mode, which is the mode automatically selected when the engine is turned on.
(5) The application concerns two distinct coasting functions: engine-on coasting and engine-off coasting. With engine-on coasting, the combustion engine remains switched-on during the coasting events with a certain fuel consumption required to retain idle speed. With engine-off coasting, the combustion engine is switched-off during the coasting events.
(6) In determining the potential CO
2
savings of the technologies, it is necessary to consider the effect on fuel consumption of the restart of the engine after the coasting event in the case of engine-off coasting, and of the need to bring engine speed up to the desired synchronisation speed for both technologies.
(7) New information concerning the potential of the engine-off coasting function to save CO
2
emissions became available to the Commission during the course of 2019, i.e. well after the submission of the application. Additional data was requested from the applicants and this was made available in February 2020.
(8) As regards the engine-off coasting function, it has not been possible, on the basis of the supporting data provided, to conclusively determine the level of CO
2
savings that may be achieved.
(9) In particular, it has not been sufficiently demonstrated that the CO
2
savings achieved by switching off the engine are not offset by the CO
2
emissions resulting from the energy required to restart the engine and to bring the engine speed up to the desired synchronisation speed.
(10) The engine-on coasting function for use in passenger cars powered by an internal combustion engine has already been approved as an eco-innovation in relation to the NEDC emissions test by Commission Implementing Decisions (EU) 2015/1132 (5), (EU) 2017/1402 (6) and (EU) 2018/2079 (7).
(11) Based on the experience gained from those Decisions, together with the information provided with the present application, it has been satisfactorily and conclusively demonstrated that the engine-on coasting function for use in passenger cars powered by an internal combustion engine meets the criteria referred to in Article 11(2) of Regulation (EU) 2019/631 and the eligibility criteria specified in Article 9(1)(a) of Implementing Regulation (EU) No 725/2011.
(12) For certain NOVC-HEVs for which uncorrected measured fuel consumption and CO
2
emission values may be used in accordance with Annex 8 to Regulation No 101 of the Economic Commission for Europe of the United Nations (8), it has been demonstrated that the same conditions apply as for internal combustion engine powered passenger cars. As regards other NOVC-HEVs, those conditions cannot be considered applicable, as it has not been sufficiently substantiated in the application how the CO
2
savings from the use of the engine-on coasting function in such NOVC-HEVs are to be determined.
(13) The testing methodology proposed by the applicants for determining the CO
2
savings from the use of the engine-on coasting function differs from the one approved in Implementing Decision (EU) 2018/2079 in the way the baseline vehicle is to be tested. As the methodology simplifies the testing process, whilst ensuring more conservative results, it is appropriate to approve it for the purpose of determining the CO
2
savings of the technology in question.
(14) Manufacturers should have the possibility to apply to a type-approval authority for the certification of CO
2
savings from the use of the innovative technology where the conditions laid down in this Decision are met. Manufacturers should for that purpose ensure that the application for certification is accompanied by a verification report from an independent and certified body confirming that the innovative technology complies with the conditions laid down in this Decision and that the savings have been determined in accordance with the testing methodology referred to in this Decision.
(15) It is the responsibility of the type-approval authority to verify thoroughly that the conditions for certifying the CO
2
savings from the use of an innovative technology as specified in this Decision are met. Where the certification is issued, the responsible type-approval authority should ensure that all elements considered for the certification are recorded in a test report and kept together with the verification report and that this information is made available to the Commission on request.
(16) For the purpose of determining the general eco-innovation code to be used in the relevant type-approval documents in accordance with Annexes I, III, VI and VIII to Commission Implementing Regulation (EU) 2020/683 (9), it is necessary to attribute an individual code to the innovative technology.
(17) From 2021, manufacturers’ compliance with their specific emissions targets under Regulation (EU) 2019/631 is to be established on the basis of the CO
2
emissions determined in accordance with the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) set out in Commission Regulation (EU) 2017/1151 (10). CO
2
savings from the innovative technology certified by reference to this Decision may therefore be taken into account for the calculation of a manufacturer’s average specific emissions of CO
2
only for calendar year 2020.
(18) In view of the change to WLTP, it is appropriate to repeal with effect from 1 January 2021 this Decision together with the following Implementing Decisions that refer to the conditions applicable under the NEDC, i.e. Commission Implementing Decisions 2013/128/EU (11), 2013/341/EU (12), 2013/451/EU (13), 2013/529/EU (14), 2014/128/EU (15), 2014/465/EU (16), 2014/806/EU (17), (EU) 2015/158 (18), (EU) 2015/206 (19), (EU) 2015/279 (20), (EU) 2015/295 (21), (EU) 2015/1132, (EU) 2015/2280 (22), (EU) 2016/160 (23), (EU) 2016/265 (24), (EU) 2016/588 (25), (EU) 2016/362 (26), (EU) 2016/587 (27), (EU) 2016/1721 (28), (EU) 2016/1926 (29), (EU) 2017/785 (30), (EU) 2017/1402, (EU) 2018/1876 (31), (EU) 2018/2079, (EU) 2019/313 (32), (EU) 2019/314 (33), (EU) 2020/728 (34), (EU) 2020/1102 (35), (EU) 2020/1222 (36).
(19) Taking into account that the time of applicability of this Decision is limited, it is appropriate to ensure that it enters into force as soon as possible and not later than seven days following its publication in the
Official Journal of the European Union
,
HAS ADOPTED THIS DECISION:
Article 1
Innovative technology
The engine-on coasting function is approved as an innovative technology within the meaning of Article 11 of Regulation (EU) 2019/631, provided that the following conditions are met:
(a) the engine-on coasting function is fitted for use in passenger cars of category M
1
powered by an internal combustion engine, or in not off-vehicle charging hybrid electric vehicles of category M
1
for which uncorrected measured fuel consumption and CO
2
emission values may be used in accordance with Annex 8 to Regulation No 101 of the Economic Commission for Europe of the United Nations, and provided that the powertrain configuration is either P0 or P1, where P0 means that the electric machine is connected to the engine transmission belt, and P1 means that the electric machine is connected to the engine crankshaft;
(b) the vehicles fitted with the engine-on coasting function are equipped with automatic transmission or manual transmission with automated clutch;
(c) the engine-on coasting function is automatically activated in the predominant driving mode of the vehicle, i.e. the driving mode that is always selected when the engine is turned on regardless of the operating mode selected when the engine was previously shut down;
(d) it is not possible to deactivate, either by the driver or by external intervention, the engine-on coasting function when the engine is on in the predominant driving mode of the vehicle;
(e) the engine-on coasting function is not active when the velocity of the vehicle is less than 15 km/h.
Article 2
Application for certification of CO
2
savings
1. A manufacturer may apply to a type-approval authority for certification of the CO
2
savings from the use of the technology approved in accordance with Article 1 (‘the innovative technology’) by reference to this Decision.
2. The manufacturer shall ensure that the application for the certification is accompanied by a verification report from an independent and certified body confirming that the technology conforms to Article 1.
3. Where CO
2
savings have been certified in accordance with Article 3, the manufacturer shall ensure that the certified CO
2
savings and the eco-innovation code referred to in Article 4(1) are recorded in the certificate of conformity of the vehicles concerned.
Article 3
Certification of CO
2
savings
1. The type-approval authority shall ensure that CO
2
savings from the use of the innovative technology have been determined using the methodology in the Annex.
2. The type approval authority shall record the certified CO
2
savings determined in accordance with paragraph 1, and the eco-innovation code referred to in Article 4(1) in the relevant type-approval documentation.
4. The type-approval authority shall record all the elements considered for the certification in a test report and keep that together with the verification report referred to in Article 2(2), and shall make that information available to the Commission on request.
5. The type-approval authority shall only certify CO
2
savings from the use of the innovative technology if it finds that the technology conforms with Article 1, and if the CO
2
savings achieved are 1 g CO
2
/km or higher, as specified in Article 9(1)(a) of Implementing Regulation (EU) No 725/2011.
Article 4
Eco-innovation code
1. The innovative technology approved by this Decision is attributed with the eco-innovation code 36.
2. The certified CO
2
savings recorded by reference to that eco-innovation code may only be taken into account for the calculation of the average specific emissions of CO
2
of manufacturers for the calendar year 2020.
Article 5
Repeal
This Implementing Decision and the following Implementing Decisions are repealed with effect from 1 January 2021: Implementing Decisions 2013/128/EU, 2013/341/EU, 2013/451/EU, 2013/529/EU, 2014/128/EU, 2014/465/EU, 2014/806/EU, (EU) 2015/158, (EU) 2015/206, (EU) 2015/279, (EU) 2015/295, (EU) 2015/1132, (EU) 2015/2280, (EU) 2016/160, (EU) 2016/265, (EU) 2016/588, (EU) 2016/362, (EU) 2016/587, (EU) 2016/1721, (EU) 2016/1926, (EU) 2017/785, (EU) 2017/1402, (EU) 2018/1876, (EU) 2018/2079, (EU) 2019/313, (EU) 2019/314, (EU) 2020/728, (EU) 2020/1102, (EU) 2020/1222.
From that date, CO
2
savings certified by reference to those Decisions shall not be taken into account for the calculation of the average specific emissions of manufacturers.
Article 6
Entry into force
This Decision shall enter into force on the seventh day following that of its publication in the
Official Journal of the European Union
.
Done at Brussels, 25 November 2020.
For the Commission
The President
Ursula VON DER LEYEN
(1)
OJ L 111, 25.4.2019, p. 13
.
(2) Commission Implementing Regulation (EU) No 725/2011 of 25 July 2011 establishing a procedure for the approval and certification of innovative technologies for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 194, 26.7.2011, p. 19
).
(3) https://circabc.europa.eu/sd/a/a19b42c8-8e87-4b24-a78b-9b70760f82a9/July%202018%20Technical%20Guidelines.pdf
(4) Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (
OJ L 199, 28.7.2008, p. 1
).
(5) Commission Implementing Decision (EU) 2015/1132 of 10 July 2015 on the approval of the Porsche AG coasting function as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 184, 11.7.2015, p. 22
).
(6) Commission Implementing Decision (EU) 2017/1402 of 28 July 2017 on the approval of the BMW AG engine idle coasting function as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 199, 29.7.2017, p. 14
).
(7) Commission Implementing Decision (EU) 2018/2079 of 19 December 2018 on the approval of the engine idle coasting function as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 331, 28.12.2018, p. 225
).
(8) Regulation No 101 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of passenger cars powered by an internal combustion engine only, or powered by a hybrid electric power train with regard to the measurement of the emission of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range, and of categories M
1
and N
1
vehicles powered by an electric power train only with regard to the measurement of electric energy consumption and electric range (
OJ L 138, 26.5.2012, p. 1
).
(9) Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing Regulation (EU) 2018/858 of the European Parliament and of the Council with regards to the administrative requirements for the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (
OJ L 163, 26.5.2020, p. 1
).
(10) Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (
OJ L 175, 7.7.2017, p. 1
).
(11) Commission Implementing Decision 2013/128/EU of 13 March 2013 on the approval of the use of light emitting diodes in certain lighting functions of an M1 vehicle as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 70, 14.3.2013, p. 7
).
(12) Commission Implementing Decision 2013/341/EU of 27 June 2013 on the approval of the Valeo Efficient Generation Alternator as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 179, 29.6.2013, p. 98
).
(13) Commission Implementing Decision 2013/451/EU of 10 September 2013 on the approval of the Daimler engine compartment encapsulation system as an innovative technology for reducing CO
2
emissions from new passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 242, 11.9.2013, p. 12
).
(14) Commission Implementing Decision 2013/529/EU of 25 October 2013 on the approval of the Bosch system for navigation-based preconditioning of the battery state of charge for hybrid vehicles as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 284, 26.10.2013, p. 36
),
(15) Commission Implementing Decision 2014/128/EU of 10 March 2014 on the approval of the light emitting diodes low beam module ‘E-Light’ as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 70, 11.3.2014, p. 30
).
(16) Commission Implementing Decision 2014/465/EU of 16 July 2014 on the approval of the DENSO efficient alternator as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council and amending Commission Implementing Decision 2013/341/EU (
OJ L 210, 17.7.2014, p. 17
).
(17) Commission Implementing Decision 2014/806/EU of 18 November 2014 on the approval of the battery charging Webasto solar roof as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 332, 19.11.2014, p. 34
).
(18) Commission Implementing Decision (EU) 2015/158 of 30 January 2015 on the approval of two Robert Bosch GmbH high efficient alternators as the innovative technologies for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 26, 31.1.2015, p. 31
).
(19) Commission Implementing Decision (EU) 2015/206 of 9 February 2015 on the approval of the Daimler AG efficient exterior lighting using light emitting diodes as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 33, 10.2.2015, p. 52
).
(20) Commission Implementing Decision (EU) 2015/279 of 19 February 2015 on the approval of the battery charging Asola solar roof as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 47, 20.2.2015, p. 26
).
(21) Commission Implementing Decision (EU) 2015/295 of 24 February 2015 on the approval of the MELCO GXi efficient alternator as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 53, 25.2.2015, p. 11
).
(22) Commission Implementing Decision (EU) 2015/2280 of 7 December 2015 on the approval of the DENSO efficient alternator as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 322, 8.12.2015, p. 64
).
(23) Commission Implementing Decision (EU) 2016/160 of 5 February 2016 on the approval of the Toyota Motor Europe efficient exterior lighting using light emitting diodes as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 31, 6.2.2016, p. 70
).
(24) Commission Implementing Decision (EU) 2016/265 of 25 February 2016 on the approval of the MELCO Motor Generator as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 50, 26.2.2016, p. 30
).
(25) Commission Implementing Decision (EU) 2016/588 of 14 April 2016 on the approval of the technology used in 12 Volt efficient alternators as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 101, 16.4.2016, p. 25
).
(26) Commission Implementing Decision (EU) 2016/362 of 11 March 2016 on the approval of the MAHLE Behr GmbH & Co. KG enthalpy storage tank as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 67, 12.3.2016, p. 59
).
(27) Commission Implementing Decision (EU) 2016/587 of 14 April 2016 on the approval of the technology used in efficient vehicle exterior lighting using light emitting diodes as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 101, 16.4.2016, p. 17
).
(28) Commission Implementing Decision (EU) 2016/1721 of 26 September 2016 on the approval of the Toyota efficient exterior lighting using light emitting diodes for the use in non-externally chargeable hybrid electrified vehicles as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 259, 27.9.2016, p. 71
).
(29) Commission Implementing Decision (EU) 2016/1926 of 3 November 2016 on the approval of the battery-charging photovoltaic roof as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 297, 4.11.2016, p. 18
).
(30) Commission Implementing Decision (EU) 2017/785 of 5 May 2017 on the approval of efficient 12 V motor-generators for use in conventional combustion engine powered passenger cars as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 118, 6.5.2017, p. 20
).
(31) Commission Implementing Decision (EU) 2018/1876 of 29 November 2018 on the approval of the technology used in 12 Volt efficient alternators for use in conventional combustion engine powered light commercial vehicles as an innovative technology for reducing CO
2
emissions from light commercial vehicles pursuant to Regulation (EU) No 510/2011 of the European Parliament and of the Council (
OJ L 306, 30.11.2018, p. 53
).
(32) Commission Implementing Decision (EU) 2019/313 of 21 February 2019 on the approval of the technology used in SEG Automotive Germany GmbH High efficient 48V motor generator (BRM) plus 48V/12V DC/DC converter for use in conventional combustion engine and certain hybrid powered light commercial vehicles as an innovative technology for reducing CO
2
emissions from light commercial vehicles pursuant to Regulation (EU) No 510/2011 of the European Parliament and of the Council (
OJ L 51, 22.2.2019, p. 31
).
(33) Commission Implementing Decision (EU) 2019/314 of 21 February 2019 on the approval of the technology used in SEG Automotive Germany GmbH High efficient 48V motor generator (BRM) plus 48V/12V DC/DC converter for use in conventional combustion engine and certain hybrid powered passenger cars as an innovative technology for reducing CO
2
emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (
OJ L 51, 22.2.2019, p. 42
).
(34) Commission Implementing Decision (EU) 2020/728 of 29 May 2020 on the approval of the efficient generator function used in 12 volt motor-generators for use in certain passenger cars and light commercial vehicles as an innovative technology pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council (
OJ L 170, 2.6.2020, p. 21
).
(35) Commission Implementing Decision (EU) 2020/1102 of 24 July 2020 on the approval of the technology used in a 48 Volt efficient motor-generator combined with a 48 Volt/12 Volt DC/DC converter for use in conventional combustion engine and certain hybrid electric passenger cars and light commercial vehicles as an innovative technology pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and by reference to the New European Driving Cycle (NEDC) (
OJ L 241, 27.7.2020, p. 38
).
(36) Commission Implementing Decision (EU) 2020/1222 of 24 August 2020 on the approval of efficient vehicle exterior lighting using light emitting diodes as an innovative technology for reducing CO
2
emissions from internal combustion engine powered light commercial vehicles with regard to NEDC conditions pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council (
OJ L 279, 27.8.2020, p. 5
).
ANNEX
METHODOLOGY TO DETERMINE THE CO
2
SAVINGS OF THE ENGINE-ON COASTING FUNCTION FOR INTERNAL COMBUSTION ENGINE VEHICLES AND CERTAIN NOT OFF-VEHICLE CHARGING HYBRID ELECTRIC VEHICLES
1. SYMBOLS, UNITS AND PARAMETERS
Latin symbols
CO
2
— Carbon dioxide
[Bild bitte in Originalquelle ansehen]
— CO
2
savings [g CO
2
/km]
idle_corr
— Correction factor for the idle fuel consumption
B
MC
— CO
2
emissions of the baseline vehicle during the coasting corresponding manoeuvres under modified testing conditions [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— CO
2
emissions of the baseline vehicle during the i-th coasting corresponding manoeuvres under modified testing conditions [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— CO
2
emissions of the baseline vehicle at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— CO
2
emissions of the baseline vehicle during the i-th overrun phase under modified testing conditions [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— CO
2
emissions of the baseline vehicle during the i-th overrun phase under modified testing conditions due to the battery balance [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— Distance driven during the i-th overrun event [km]
[Bild bitte in Originalquelle ansehen]
— Distance driven during the i-th coasting event [km]
ECE
— Elementary urban driving cycle (part of the NEDC)
E
MC
— CO
2
emissions of the eco-innovative vehicle under modified testing conditions [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— CO
2
emissions during the i-th idle phase [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— Engine synchronization CO
2
emissions during the i-th coasting event [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— Measured fuel consumption at constant speed phase k (i.e. 32, 35, 50, 70, 120 km/h) [g/s]
EUDC
— Extra-Urban Driving Cycle (part of the NEDC)
f
standstill
— Idle fuel consumption measured during vehicle standstill [g/s]
fuel_dens
— Fuel density [kg/m
3
]
f
acc
— Fuel consumption to accelerate the engine from the idle speed to the transmission speed [l]
[Bild bitte in Originalquelle ansehen]
— Driving resistance in ‘neutral’ measured under WLTP conditions for automatic and manual transmission [N] (Section 3.2)
[Bild bitte in Originalquelle ansehen]
— Driving resistance during ‘overrun’ measured under WLTP conditions for automatic transmission [N] (Section 4.1)
[Bild bitte in Originalquelle ansehen]
— Driving resistance during ‘overrun’ evaluated under NEDC conditions [N] (Section 4.1)
[Bild bitte in Originalquelle ansehen]
— Driving resistance in NEDC as converted from WLTP conditions in neutral [N]
[Bild bitte in Originalquelle ansehen]
— Driving resistance in WLTP conditions with the x-th gear engaged for manual transmission [N]
I
eng
— Moment of inertia of engine (engine specific) [kgm
2
]
[Bild bitte in Originalquelle ansehen]
— Measured power of the primary battery during the i-th overrun event [W]
[Bild bitte in Originalquelle ansehen]
— Measured power of the secondary battery during the i-th overrun event [W]
RDC
RW
— Relative coasting distance under real world conditions defined as the distance travelled with coasting active divided by total driving distance per trip [%]
RCD
mNEDC
— Relative coasting distance under modified testing conditions defined as the distance travelled with coasting active divided by total driving distance of the mNEDC [%]
UF
— Usage factor of the coasting technology defined as
[Bild bitte in Originalquelle ansehen]
[Bild bitte in Originalquelle ansehen]
— Uncertainty of the CO
2
savings [g CO
2
/km]
[Bild bitte in Originalquelle ansehen]
— Standard deviation of the arithmetic mean of the CO
2
emissions of the eco-innovative vehicle under modified testing conditions [g CO
2
/km]
S
UF
— Standard deviation of the arithmetic mean of the usage factor
[Bild bitte in Originalquelle ansehen]
— Engine drag time of the i-th overrun event [h]
[Bild bitte in Originalquelle ansehen]
— Duration of the i-th coasting event [s]
[Bild bitte in Originalquelle ansehen]
— Minimum time for constant speed phases after acceleration or coasting deceleration [s]
[Bild bitte in Originalquelle ansehen]
— Minimum time after every coasting deceleration to a standstill or constant speed phase [s]
[Bild bitte in Originalquelle ansehen]
— Engine friction torque (engine specific) [Nm]
v
min
— Minimum speed for coasting [km/h]
v
max
— Maximum speed for coasting [km/h]
[Bild bitte in Originalquelle ansehen]
— Constant driving speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [km/h]
Greek symbols
η
DCDC
— DC/DC Converter efficiency, which is set equal to 0,92
η
bat_discharge
— Battery discharge efficiency, which is set equal to 0,94
η
alternator
— Alternator efficiency, which is set equal to 0,67
ΔRES
drag
— Difference between the driving resistance in ‘neutral’ gear position, during ‘overrun’ and measured under WLTP conditions [N]
[Bild bitte in Originalquelle ansehen]
— Delta power due to WLTP driving resistance dyno settings occurring in the i-th constant speed event [W]
[Bild bitte in Originalquelle ansehen]
— Difference of the vehicle driving resistance between the WLTP and NEDC occurring in the i-th constant speed event [N]
Δt
acc
— Time needed to accelerate the engine from idle speed to synchronisation speed [s]
Δγ
acc
— Delta rotational angle [rad]
Δω
acc
— Delta engine speed (from idle speed ω
idle
to the synchronization speed ω
sync
) [rad/s]
2. TEST VEHICLES
The test vehicles shall fulfil the following requirements:
(a) Eco-innovative vehicle: a vehicle with the innovative technology installed and active in default or predominant driving mode. The predominant driving mode is the driving mode that is always selected when the vehicle is switched on regardless of the operating mode selected when the vehicle was previously shut down. The engine-on coasting function shall not be deactivated by the driver in the predominant driving mode;
(b) Baseline vehicle: a vehicle that in all aspects is identical to the eco-innovative vehicle with the exception of the innovative technology, which is either not installed or deactivated in default or predominant driving mode; The baseline vehicle tested may be the eco-innovative vehicle on the condition that a short brake action is applied before the deceleration events so as to avoid the coasting events that would normally appear due to the coasting function installed in the eco-innovative vehicle as, in principle, the coasting function can be inhibited by pressing the brake pedal before the deceleration events. The brake action temporarily inhibits the coasting function until the subsequent driving event.
3. DEFINITION OF THE MODIFIED TESTING CONDITIONS
The steps defining the modified testing conditions are as follows:
1.
Definition of the Road Loads;
2.
Definition of the Coast Down Curve in engine-on coasting mode;
3.
Generation of the modified NEDC speed profile (mNEDC);
4.
Coasting corresponding manoeuvres for the baseline vehicle;
3.1.
Definition of the Road Loads
The road loads of the baseline and eco-innovative vehicle shall be determined in accordance with the procedure set out in Sub-Annex 4 to Annex XXI to Regulation (EU) 2017/1151 and be converted into NEDC road loads for vehicle high and low in accordance with point 2.3.8 of Annex I to Commission Implementing Regulation (EU) 2017/1153 (1).
3.2.
Definition of the Coast Down Curve in engine-on coasting mode
The coast down curve in engine-on coasting mode is defined as the coast down curve with the gear position in ‘neutral’, as determined during the type approval procedure in accordance with Sub-Annex 4 to Annex XXI to Regulation (EU) 2017/1151 and corrected to the corresponding NEDC coast down curve in accordance with point 2.3.8 of Annex I to Implementing Regulation (EU) 2017/1153.
3.3.
Generation of the modified NEDC speed profile (mNEDC)
The speed profile of the mNEDC shall be generated in accordance with the following:
(a) The test sequence is composed of an urban cycle made of four elementary urban cycles and an extra-urban cycle;
(b) All acceleration ramps are identical to the NEDC speed profile;
(c) All constant speed levels are identical to the NEDC speed profile;
(d) The speed and time tolerances shall be in accordance with paragraph 1.4 of Annex 7 to UN/ECE Regulation No 101;
(e) The deviation from the NEDC profile shall be minimised and the overall distance must comply with the NEDC specified tolerances;
(f) The distance at the end of each deceleration phase of the mNEDC profile shall be equal to the distance at the end of each deceleration phase of the NEDC profile;
(g) During coasting phases the internal combustion engine (ICE) is decoupled and no active correction of the vehicle’s speed trajectory is permitted;
(h) Lower speed limit for coasting v
min
: The coasting mode has to be disabled at the lower speed limit for coasting (15 km/h) by engaging the brake;
(i) In technically justified cases and in agreement with the type approval authority, the manufacturer may select the speed v
min
at a higher speed than 15 km/h;
(j) Minimum stop time: The minimum time after every coasting deceleration to a standstill or constant speed phase is 2 seconds;
(k) Minimum time for constant speed phases: The minimum time for constant speed phases after acceleration or coasting deceleration is 2 seconds. For technical reasons this value can be increased and it shall be recorded in the test report;
(l) The coasting mode can be enabled if the speed is below the maximum speed of the test cycle, i.e. 120 km/h
3.3.1.
Gearshift profile generation for vehicles with manual gearbox
For vehicles with manual gearbox, the gearshift Tables 1 and 2 in Annex 4a of Regulation UNECE 83 shall be adapted on the basis of the following:
1.
The gearshift selection during vehicle acceleration is as defined for the NEDC;
2.
The timing for the downshifts of the modified NEDC differs from the one of the NEDC in order to avoid downshifts during coasting phases (e.g. anticipated before deceleration phases).
The pre-defined shift points for the ECE and EUDC portion of the NEDC, as described in Table 1 and Table 2 of Annex 4a to Regulation UNECE 83, shall be modified in accordance with Table 1 and Table 2 shown below.
Table 1
|
Operation |
Phase |
Acceleration (m/s2) |
Speed (km/h) |
Duration of each |
Cumulative time (s) |
Gear to be used |
|
|
Operation (s) |
Phase (s) |
||||||
|
Idling |
1 |
0 |
0 |
11 |
11 |
11 |
6s PM+5sK1 (1) |
|
Acceleration |
2 |
1,04 |
0-15 |
4 |
4 |
15 |
1 |
|
Steady speed |
3 |
0 |
15 |
9 |
8 |
23 |
1 |
|
Deceleration |
4 |
– 0,69 |
15-10 |
2 |
5 |
25 |
1 |
|
Deceleration, clutch disengaged |
|
– 0,92 |
10-0 |
3 |
|
28 |
K1 (1) |
|
Idling |
5 |
0 |
0 |
21 |
21 |
49 |
16s PM+5sK(1) |
|
Acceleration |
6 |
0,83 |
0-15 |
5 |
12 |
54 |
1 |
|
Gear change |
|
|
15 |
2 |
|
56 |
|
|
Acceleration |
0,94 |
15-32 |
5 |
61 |
2 |
||
|
Steady speed |
7 |
0 |
32 |
tconst1 |
tconst1 |
61+tconst1 |
2 |
|
Deceleration |
8 |
coast down |
[32-dv1] |
Δtcd1 |
Δtcd1 + 8 -Δt1 + 3 |
61+tconst1+Δtcd1 |
2 |
|
Deceleration |
|
– 0,75 |
[32-dv1]-10 |
8-Δt1 |
|
69+tconst1+Δtcd1-Δt1 |
2 |
|
Deceleration, clutch disengaged |
|
– 0,92 |
10-0 |
3 |
72+tconst1+Δtcd1-Δt1 |
K 2 (1) |
|
|
Idling |
9 |
0 |
0 |
21-Δt1 |
|
117 |
16s-Δt1PM+5sK1 (1) |
|
Acceleration |
10 |
0,83 |
0-15 |
5 |
26 |
122 |
1 |
|
Gear change |
|
|
15 |
2 |
|
124 |
|
|
Acceleration |
0,62 |
15-35 |
9 |
133 |
2 |
||
|
Gear change |
|
35 |
2 |
135 |
|
||
|
Acceleration |
0,52 |
35-50 |
8 |
143 |
3 |
||
|
Steady speed |
11 |
0 |
50 |
tconst2 |
tconst2 |
tconst2 |
3 |
|
Deceleration |
|
coast down |
[50- dv2] |
Δtcd2 |
Δtcd2 |
tconst2+Δtcd2 |
3 |
|
Deceleration |
12 |
– 0,52 |
[50- dv2]-35 |
8-Δt2 |
8-Δt2 |
tconst2+Δtcd2 + 8-Δt2 |
3 |
|
Steady speed |
13 |
0 |
35 |
tconst3 |
tconst3 |
tconst2+Δtcd2 + 8-Δt2+tconst3 |
3 |
|
Gear change |
14 |
|
35 |
2 |
12+Δtcd3-Δt3 |
tconst2+Δtcd2 + 10-Δt2+tconst3 |
|
|
Deceleration |
|
coast down |
[35- dv3] |
Δtcd3 |
|
tconst2+Δtcd2 + 10-Δt2+tconst3+Δtcd3 |
2 |
|
Deceleration |
– 0,99 |
[35- dv3]-10 |
7-Δt3 |
tconst2+Δtcd2 + 17-Δt2+tconst3+Δtcd3-Δt3 |
2 |
||
|
Deceleration clutch disengaged |
– 0,92 |
10-0 |
3 |
tconst2+Δtcd2 + 20-Δt2+tconst3+Δtcd3-Δt3 |
K2 (1) |
||
|
Idling |
15 |
0 |
0 |
7-Δt3 |
7-Δt3 |
tconst2+Δtcd2 + 27-Δt2+tconst3+Δtcd3-2*Δt3 |
7s-Δt3PM(1) |
Table 2
|
No of operation |
Operation |
Phase |
Acceleration (m/s2) |
Speed (km/h) |
Duration of each |
Cumulative time(s) |
Gear to be used |
|
|
Operation (s) |
Phase (s) |
|||||||
|
1 |
Idling |
1 |
0 |
0 |
20 |
20 |
|
K1 (2) |
|
2 |
Acceleration |
2 |
0,83 |
0-15 |
5 |
41 |
|
1 |
|
3 |
Gear change |
|
15 |
2 |
|
— |
||
|
4 |
Acceleration |
0,62 |
15-35 |
9 |
|
2 |
||
|
5 |
Gear change |
|
35 |
2 |
|
— |
||
|
6 |
Acceleration |
0,52 |
35-50 |
8 |
|
3 |
||
|
7 |
Gear change |
|
50 |
2 |
|
— |
||
|
8 |
Acceleration |
0,43 |
50-70 |
13 |
|
4 |
||
|
9 |
Steady speed |
3 |
0 |
70 |
tconst4 |
tconst4 |
|
5 |
|
9’ |
Deceleration |
3’ |
coastdown |
70-dv4 (*2) |
Δtcd4 |
Δtcd4 |
|
5 |
|
10 |
Deceleration |
4 |
coastdown, (*1)-0,69 |
dv4 (*2)-50 |
8-Δtcd4 |
8-Δtcd4 |
|
4 |
|
11 |
Steady speed |
5 |
0 |
50 |
69 |
69 |
|
4 |
|
12 |
Acceleration |
6 |
0,43 |
50-70 |
13 |
13 |
|
4 |
|
13 |
Steady speed |
7 |
0 |
70 |
50 |
50 |
|
5 |
|
14 |
Acceleration |
8 |
0,24 |
70-100 |
35 |
35 |
|
5 |
|
15 |
Steady speed(3) |
9 |
0 |
100 |
30 |
30 |
|
5(3) |
|
16 |
Acceleration(3) |
10 |
0,28 |
100-120 |
20 |
20 |
|
5(3) |
|
17 |
Steady speed(3) |
11 |
0 |
120 |
tconst5 |
tconst5 |
|
5(3) |
|
17’ |
Deceleration(3) |
|
coastdown |
[120- dv5] |
Δtcd5 |
Δtcd5 |
|
5(3) |
|
18-end |
If dv5 ≥ 80 |
|
||||||
|
Deceleration(3) |
12 |
– 0,69 |
[120-dv5]-80 |
16-Δt5 |
34-Δt5 |
|
5(3) |
|
|
Deceleration(3) |
|
– 1,04 |
80-50 |
8 |
|
|
5(3) |
|
|
Deceleration, clutch disengaged |
1,39 |
50-0 |
10 |
|
K5 (2) |
|||
|
Idling |
13 |
0 |
0 |
20-Δt5 |
20-Δt5 |
|
PM(2) |
|
|
If 50 < dv5 < 80 |
|
|||||||
|
Deceleration(3) |
|
– 1,04 |
[120-dv5]-50 |
8-Δt5 |
18-Δt5 |
|
5(3) |
|
|
Deceleration, clutch disengaged |
1,39 |
50-0 |
10 |
|
|
K5 (2) |
||
|
Idling |
13 |
0 |
0 |
20-Δt5 |
20-Δt5 |
|
PM(2) |
|
|
If dv5 ≤ 50 |
|
|
|
|
|
|
|
|
|
Deceleration, clutch disengaged |
|
1,39 |
[120-dv5] |
10-Δt5 |
10-Δt5 |
|
K5 (2) |
|
|
Idling |
13 |
0 |
0 |
20-Δt5 |
20-Δt5 |
|
PM(2) |
|
For the definition of the terms in Table 1 and Table 2 please refer to UNECE Regulation 83.
For vehicles with manual transmissions, coasting shall be interrupted during the deceleration from 70 km/h down to 50 km/h as gear shift is commanded from 5th to 4th gear. The gear shift shall interrupt the coasting and the vehicle shall follow the same pre-defined deceleration as in the NEDC until the vehicle reaches 50 km/h. In this case, only the coasting phase before the interruption will be considered in the calculation of the CO
2
savings resulting from the implementation of the coasting on function.
3.4.
Coasting corresponding manoeuvres for the baseline vehicle
For each coasting event identified in the mNEDC for the eco-innovative vehicle, a corresponding manoeuvre shall be determined for the baseline vehicle. These manoeuvres shall be composed of a constant speed phase followed by a deceleration phase with engine in overrun conditions (i.e. the engine rotation is caused by the vehicle movement, the gas pedal is released and no fuel is injected), without braking, and they shall fulfil the speed tolerances and distances of the coasting manoeuvres as defined in UNECE Regulation 83. During these manoeuvres, the gearbox shall be engaged in case of automatic transmission, or the speed specific gear shall be engaged as set out in Section 3.3.1 in case of manual transmission.
[Bild bitte in Originalquelle ansehen]
In order to comply with points (a)-(l) of Section 3.3, the same distance must be covered under the NEDC and mNEDC. Since the distance covered by the baseline vehicle in overrun is shorter than the distance covered during coasting by the eco-innovative vehicle, due to the higher deceleration rate of the baseline vehicle, the difference in the distance to be covered by the baseline vehicle shall be supplemented by constant speed driving phases, where the constant speed driven shall be the speed of the baseline vehicle at the start of the coasting event prior to the engine overrun phases. In case the end speed of the coasting manoeuvre is not zero, the additional distances (Δs) shall be achieved in two sections at start speed and end speed respectively.
To determine the constant speed driving duration before the start of the coasting event [Bild bitte in Originalquelle ansehen] and after the end of the coasting event [Bild bitte in Originalquelle ansehen], the following system of linear equations (Formula 1) shall be used:
Formula 1
[Bild bitte in Originalquelle ansehen]
where:
Δs
is the additional distance driven at constant speed by the baseline vehicle in comparison with the eco-innovative vehicle [m]
Δt
is the duration of the additional distance driven at constant speed by the baseline in comparison with the eco-innovative vehicle [s]
s
coast
is the distance covered during coasting by the eco-innovative vehicle [m]
s
drag
is the distance covered during overrun by the baseline vehicle [m]
v
start
is the speed at the start of the manoeuvre (coasting or overrun) [m/s]
v
end
is the speed at the end of the manoeuvre (coasting or overrun) [m/s]
[Bild bitte in Originalquelle ansehen]
is the instant of time in which the overrun event begins [s]
[Bild bitte in Originalquelle ansehen]
is the instant of time in which the overrun event ends [s]
t
coast
is the duration of the coasting event [s]
t
drag
is the duration of the overrun event [s].
4. DETERMINATION OF THE ADDITIONAL PARAMETERS
The following tests shall be performed right after the WLTP Type I test in order to define the additional parameters required in the testing methodology:
— Coast down in overrun mode (valid for the baseline vehicle) to measure the driving resistance during overrun phases (Section 4.1);
— Constant speed test (valid for the baseline vehicle) to measure the constant speed fuel consumption. The test is based on a specific testing cycle composed by constant speed segments at 120, 70, 50, 35 and 32 km/h (Section 4.2);
— Idle test (valid for the eco-innovative vehicle) to measure the idle fuel consumption (Section 4.3);
— Engine synchronization energy determination (Section 4.4).
4.1.
Coast down in overrun mode (baseline vehicle)
In order to measure the driving resistance in overrun mode, a coast down with the gearbox engaged shall be performed (see Figure 2). The test shall be repeated three times as a minimum and shall be performed after the WLTP type I test during the Type Approval with a maximum time lag of 15 minutes. The coast down curve shall be recorded at least three times in a row.
4.1.1.
Automatic transmission
The vehicle can be accelerated by itself or by the dynamometer to a minimum speed of 130 km/h.
During each coast down, the driving resistance forces, the generator and battery current of all batteries shall be measured with steps of maximum 10 km/h.
[Bild bitte in Originalquelle ansehen]
The driving resistance in overrun mode shall be converted from WLTP settings to NEDC settings in accordance with Formula 2:
Formula 2
[Bild bitte in Originalquelle ansehen]
[Bild bitte in Originalquelle ansehen]
where:
ΔRES
drag
is the difference between the driving resistance in overrun condition and in neutral, measured under WLTP conditions [N]
[Bild bitte in Originalquelle ansehen]
is the driving resistance measured as described in Section 3.2 [N]
[Bild bitte in Originalquelle ansehen]
is the driving resistance in overrun condition, measured under WLTP conditions [N]
[Bild bitte in Originalquelle ansehen]
is the driving resistance in NEDC as converted in accordance with point 2.3.8 of Annex I to Implementing Regulation (EU) 2017/1153, as described in Section 3.2 [N].
4.1.2.
Manual transmission
For vehicles with manual transmission, the coast down shall be repeated at different vehicle speeds and gears, at least three times for each gear:
— Accelerate by using the engine to minimum 130 km/h and stabilize for 5s, then start the coast down in the highest gear and measure between 120-60 km/h;
— Accelerate by using the engine to 90 km/h and stabilize for 5s, then start the coast down in gear 5 and measure between 70-60 km/h;
— Accelerate by using the engine to 70 km/h and stabilize for 5s, then start the coast down in gear 3 and measure between 55-35 km/h;
— Accelerate by using the engine to 60 km/h and stabilize for 5s, then start the coast down in gear 2 and measure between 40-15 km/h.
During each coast down, the driving resistance forces and the generator and battery current [A] of all batteries shall be measured with steps of maximum 10 km/h.
The driving resistance in overrun mode shall be converted from WLTP settings to NEDC settings, in accordance with Formula 3, for each gear x:
Formula 3
[Bild bitte in Originalquelle ansehen]
[Bild bitte in Originalquelle ansehen]
4.1.3.
Load balance of the battery in overrun mode
The load balance of the battery/batteries during the overrun phases shall be calculated in accordance with Formula 4 or 5.
In case the vehicle is equipped with a primary and a secondary battery, Formula 4 applies:
Formula 4
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
:
Energy recuperated during the i-th overrun event, as arithmetic mean of the values obtained from each coast down test in overrun mode [Wh];
[Bild bitte in Originalquelle ansehen]
:
Duration of the i-th overrun event [h];
[Bild bitte in Originalquelle ansehen]
:
Average (over the overrun test repetitions) measured power of the primary battery during the i-th overrun event [W];
[Bild bitte in Originalquelle ansehen]
:
Average (over the overrun test repetitions) measured power of the secondary battery during the i-th overrun event [W];
η
DCDC
:
DC/DC Converter efficiency, which is set equal to 0,92; if no DC/DC Converter is present, this value is set equal to 1.
In case only one battery (i.e. the 12V battery) is available, Formula 5 applies instead:
Formula 5
[Bild bitte in Originalquelle ansehen]
The recuperated energy is converted into CO
2
emissions by using Formula 6:
Formula 6
[Bild bitte in Originalquelle ansehen]
where:
η
bat_discharge
:
Battery discharge efficiency, which is 0,94;
η
alternator
:
Alternator efficiency, which is 0,67;
[Bild bitte in Originalquelle ansehen]
:
Distance driven during the i-th overrun event [km];
V
pe
:
Consumption of effective power as specified in Table 3;
CF
:
Conversion factor as defined in Table 4.
Table 3
Consumption of effective power
|
Type of engine |
Consumption of effective power (Vpe) l/kWh |
|
Petrol |
0,264 |
|
Petrol Turbo |
0,280 |
|
Diesel |
0,220 |
Table 4
Fuel conversion factor
|
Type of fuel |
Conversion factor (CF) g CO2/l |
|
Petrol |
2 330 |
|
Diesel |
2 640 |
4.2.
Constant speed test
The constant driving speed phase fuel consumption shall be measured on a chassis dynamometer by using the on-board-fuel and/or energy consumption monitoring device (OBFCM) meeting the requirements set out in Annex XXII to Regulation (EU) 2017/1151.
The measurement of the fuel consumption is based on a driving pattern which includes all the NEDC constant driving speed phases at 32, 35, 50, 70 and 120 km/h. To ensure equal NEDC shifting points and selected gears for manual transmission vehicles, the sequence of the constant driving speed phases shall be as specified in Figure 3.
[Bild bitte in Originalquelle ansehen]
Each constant speed phase has a duration of 90 seconds, subdivided into 20 seconds for speed and emission stabilization, 60 seconds during which OBFCM measurement takes place and 10 seconds preparation time for the driver for the upcoming driving manoeuvre.
The speed and acceleration profiles are described in the Appendix to this Annex.
The constant speed test shall be performed after the Coast Down test in overrun mode is performed as set out in Section 4.1.
In order to obtain the NEDC constant speed fuel consumption, the results from the measurements carried out with the WLTP type approval dynamometer settings (vehicle road load and vehicle weight) have to be corrected to NEDC conditions as follows:
Formula 7
[Bild bitte in Originalquelle ansehen]
Formula 8
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
:
CO
2
emissions at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO
2
/km];
[Bild bitte in Originalquelle ansehen]
:
Measured (WLTP) fuel consumption at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) as arithmetic mean of the measurements [g/s];
[Bild bitte in Originalquelle ansehen]
:
Duration of the i-th constant speed event [s];
[Bild bitte in Originalquelle ansehen]
:
Distance driven during the i-th constant speed event [km];
fuel_dens
:
Fuel density [kg/m
3
];
[Bild bitte in Originalquelle ansehen]
:
Delta power due to WLTP driving resistance dyno settings occurring in the i-th constant speed event [kW];
[Bild bitte in Originalquelle ansehen]
:
Difference of vehicle driving resistance calculated between the WLTP and NEDC driving resistance dynamometer settings occurring in the i-th constant speed event as determined in Section 4.1 [N];
[Bild bitte in Originalquelle ansehen]
:
Constant driving speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [km/h].
The generator and battery current of all batteries shall be measured and the battery SOC during each 60s measurement window shall be corrected in accordance with Appendix 2 to Sub-Annex 8 to Annex XXI to Regulation (EU) 2017/1151.
The fuel consumption during each constant speed phase k shall be determined as follows:
Formula 9
[Bild bitte in Originalquelle ansehen]
Formula 10
[Bild bitte in Originalquelle ansehen]
where:
J
:
Number of measurement points (J = 60) for each constant speed phase k (32, 35, 50, 70 and 120 km/h);
[Bild bitte in Originalquelle ansehen]
:
j-th fuel consumption measure at constant speed phase k (32, 35, 50, 70 and 120 km/h) [g/s];
[Bild bitte in Originalquelle ansehen]
:
Standard deviation of the fuel consumption at constant speed phase k (32, 35, 50, 70 and 120 km/h).
4.3.
Idle fuel consumption or idle speed test
The idle fuel consumption during coasting can be directly measured with an OBFCM meeting the requirements set out in Annex XXII to Regulation (EU) 2017/1151, and this measured value can be used for the calculation of [Bild bitte in Originalquelle ansehen].
As an alternative, Formula 12 can be used to calculate [Bild bitte in Originalquelle ansehen] in accordance with the following methodology:
The engine idle fuel consumption (g/s) shall be measured using an OBFCM meeting the requirements set out in Annex XXII to Regulation (EU) 2017/1151. The measurement shall be performed just after the Type 1 test when the engine is still warm and under the following conditions:
(a) the velocity of the vehicle is zero;
(b) the start-stop system is disengaged;
(c) the battery state of charge is at balance conditions.
The vehicle shall be left to idle for 3 minutes so that it stabilizes. The fuel consumption shall be measured during 2 minutes. The first minute shall be disregarded. The idle fuel consumption shall be calculated as the average fuel consumption of the vehicle during the second minute.
A manufacturer may request that the engine idle fuel consumption measurements are used also for other vehicles belonging to the same interpolation family, provided that the engines run with the same idle speed. The manufacturer shall demonstrate to the type approval authority or technical service that those conditions are met.
Where the idle fuel consumption differs between engine on coasting and idling at standstill, a correction factor shall be applied as determined in accordance with Formula 11:
Formula 11
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
mean engine idle speed during coasting determined in accordance with Formula 14 [rpm];
[Bild bitte in Originalquelle ansehen]
mean engine idle speed during stand-still determined in accordance with Formula 15 [rpm].
The mean engine idle speed during coasting is the arithmetic mean of the engine idle speeds measured via the OBD port during the deceleration from 130 km/h to 10 km/h, with steps of 10 km/h.
As an alternative, the ratio between the maximal possible engine speed during engine-on coasting and idle speed at standstill can be used.
In case the manufacturer can prove that the increase in engine idle speed that occurs during coasting on phases is lower than 5 % of the idle speed during standstill, idle_corr can be set equal to 1.
The corrected CO
2
emissions during each phase [Bild bitte in Originalquelle ansehen][g CO
2
/km], derived from the idle fuel consumption, shall be calculated in accordance with Formula 12:
Formula 12
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
:
CO
2
emissions during the i-th idle phase [gCO
2
/km];
[Bild bitte in Originalquelle ansehen]
:
duration of the i-th coasting event [s];
[Bild bitte in Originalquelle ansehen]
:
distance driven during the i-th coasting event [km];
[Bild bitte in Originalquelle ansehen]
:
mean idle fuel consumption in standstill conditions [g/s], which is the arithmetic mean of 60 measurements.
The mean idle speed during coasting is measured in steps of 10 km/h, considering U measurements for each step (with a 1s resolution), and shall be calculated in accordance with Formula 13:
Formula 13
[Bild bitte in Originalquelle ansehen]
Therefore, the mean idle speed during coasting considering all H steps of 10 km/h shall be calculated in accordance with Formula 14:
Formula 14
[Bild bitte in Originalquelle ansehen]
The mean idle speed in standstill conditions shall be calculated in accordance with Formula 15:
Formula 15
[Bild bitte in Originalquelle ansehen]
where:
stand_speed
l
engine idle speed in standstill conditions during the l-th measurement;
L
number of measurement points.
4.4.
Engine synchronization energy determination
The engine synchronization CO
2
emissions during the i-th coasting event [Bild bitte in Originalquelle ansehen][g CO
2
/km], shall be determined in accordance with Formula 16:
Formula 16
[Bild bitte in Originalquelle ansehen]
where:
f
acc
:
fuel consumption to accelerate the engine from the idle speed to the synchronization speed [l];
CF
:
conversion factor as defined in Table 4 [g CO
2
/l];
[Bild bitte in Originalquelle ansehen]
:
distance driven during the i-th coasting event [km].
Manufacturers shall provide engine synchronization fuel consumption value [l] to the type approval authority/technical service determined in accordance with the following methodology:
4.4.1.
Calculation of fuel consumption to accelerate the engine from the idle speed to the synchronization speed
When a coasting event is completed, an additional amount of energy is required (E
acc
) to accelerate the engine to the synchronization speed.
The energy needed to accelerate the vehicle engine to synchronization speed, E
acc
, is the sum of the energies associated with the acceleration and the friction work implemented in the vehicle and shall be calculated in accordance with Formula 17:
Formula 17
E
acc
= E
acc,kin
+ E
acc,fric
where:
E
acc,kin
:
Energy associated with the acceleration work implemented in the vehicle [kJ];
E
acc,fric
:
Energy associated with the friction work implemented in the vehicle [kJ].
These energies shall be calculated in accordance with Formulas 18 and 19, respectively.
Formula 18
[Bild bitte in Originalquelle ansehen]
where:
I
eng
:
Moment of inertia of engine (engine specific) [kgm
2
];
[Bild bitte in Originalquelle ansehen]
:
Delta engine speed (from idle speed ω
idle
to the target/synchronization speed ω
sync
) [rad/s].
Formula 19
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
:
Engine friction torque (engine specific) [Nm];
Δγ
acc
:
Delta rotational angle [rad] as determined in accordance with Formula 20.
Formula 20
Δγ
acceng
= (ω
idle
+ 0,5•Δω
acc
) • Δt
acc
with Δt
acc
as defined in Formula 21:
Formula 21:
Δt
acc
= t
sync
– t
idle
Finally, the amount of fuel [l] required to reach the synchronization speed, is calculated as follows:
Formula 22
acc
= (E
acc,kin
+ E
acc,fric
)•V
Pe
• 3,6
where:
V
pe
:
Consumption of effective power as specified in Table 3 [l/kWh].
5. DETERMINATION OF THE CO
2
EMISSIONS OF THE ECO-INNOVATIVE VEHICLE UNDER MODIFIED TESTING CONDITIONS (E
MC
)
For each coasting event i, the corresponding CO
2
emissions [Bild bitte in Originalquelle ansehen] [g CO
2
/km] of the eco-innovative vehicle shall be determined in accordance with Formula 23:
Formula 23
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
:
CO
2
emissions during the i-th idle phase as set out in point 4.3;
[Bild bitte in Originalquelle ansehen]
:
Engine synchronization CO
2
emissions during the i-th coasting event as set out in point 4.4.
The total CO
2
emissions of the eco-innovative vehicle during coasting events under modified testing conditions (E
MC
) [g CO
2
/km] shall be determined in accordance with Formula 24:
Formula 24
[Bild bitte in Originalquelle ansehen]
where
I
:
Total number of coasting events (for the eco-innovative vehicle) and corresponding driving manoeuvres (for the baseline vehicle);
i
:
i-th coasting event (for the eco-innovative vehicle) and corresponding driving manoeuvre (for the baseline vehicle).
6. DETERMINATION OF THE CO
2
EMISSIONS OF THE BASELINE VEHICLE UNDER MODIFIED CONDITIONS (B
MC
)
For each coasting corresponding manoeuvre i, as described in Section 3.4, the CO
2
emissions of the baseline vehicle under modified conditions [Bild bitte in Originalquelle ansehen] [g CO
2
/km] shall be determined in accordance with Formula 25:
Formula 25
[Bild bitte in Originalquelle ansehen]
The total CO
2
emissions of the baseline vehicle under modified conditions B
MC
[g CO
2
/km] shall be determined in accordance with Formula 26:
Formula 26
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
CO
2
emissions (arithmetic mean) of the baseline vehicle during the i-th overrun phase under modified testing conditions due to the battery balance [g CO
2
/km] as defined with Formula 6;
[Bild bitte in Originalquelle ansehen]
CO
2
emissions at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO
2
/km] as defined with Formula 7.
7. CALCULATION OF CO
2
SAVINGS
The CO
2
savings of the engine-on coasting function shall be determined in accordance with Formula 27:
Formula 27
[Bild bitte in Originalquelle ansehen]
where
[Bild bitte in Originalquelle ansehen]
:
CO
2
savings [g CO
2
/km];
B
MC
:
CO
2
emissions of the baseline vehicle during the manoeuvres corresponding with coasting events under modified testing conditions [g CO
2
/km];
E
MC
:
CO
2
emissions of the eco-innovative vehicle during coasting events under modified testing conditions [g CO
2
/km];
UF
MC
:
Usage factor of the coasting technology under modified conditions, which is 0,52 for vehicles equipped with automatic transmission and 0,48 for vehicles equipped with manual transmission with an automated clutch.
8. CALCULATION OF THE UNCERTAINTY
The uncertainty of the CO
2
savings [Bild bitte in Originalquelle ansehen] shall not exceed 0,5 g CO
2
/km.
This uncertainty of the CO
2
savings shall be calculated as follows:
Formula 28
[Bild bitte in Originalquelle ansehen]
where
[Bild bitte in Originalquelle ansehen]
:
Standard deviation of the arithmetic mean of the CO
2
emissions of the baseline vehicle during the manoeuvres corresponding with coasting events under modified testing conditions [g CO
2
/km], determined in accordance with Formula 29;
[Bild bitte in Originalquelle ansehen]
:
Standard deviation of the arithmetic mean of the CO
2
emissions of the eco-innovative vehicle during coasting events under modified testing conditions [g CO
2
/km] determined in accordance with Formulas 30 to 34;
s
UF
:
Standard deviation of the arithmetic mean of the usage factor, which is 0,027.
[Bild bitte in Originalquelle ansehen] is determined as follows:
Formula 29
[Bild bitte in Originalquelle ansehen]
where:
[Bild bitte in Originalquelle ansehen]
and
[Bild bitte in Originalquelle ansehen]
[Bild bitte in Originalquelle ansehen] is determined as follows, depending on the value of f
idle
:
If f
idle
= f
idle_meas
:
Formula 30
[Bild bitte in Originalquelle ansehen]
If f
idle
= f
standstill
:
Formula 31
[Bild bitte in Originalquelle ansehen]
If f
idle
= idle_corr • f
standstill
:
Formula 32
[Bild bitte in Originalquelle ansehen]
where:
Formula 33
[Bild bitte in Originalquelle ansehen]
and:
Formula 34
[Bild bitte in Originalquelle ansehen]
9. CERTIFICATION OF CO
2
SAVINGS BY THE TYPE APPROVAL AUTHORITY
The type approval authority shall, for each vehicle version fitted with the engine-on coasting function, certify the CO
2
savings in accordance with Article 11 of Implementing Regulation (EU) No 725/2011, by taking the lowest of the CO
2
savings determined respectively for vehicle low and vehicle high of the interpolation family to which the vehicle version belongs.
In determining the CO
2
savings and assessing them against the minimum savings threshold of 1 g CO
2
/km, the uncertainty of the CO
2
savings determined in accordance with Section 8 shall be taken into account as set out in Section 10.
The uncertainty of the CO
2
savings shall be calculated for both vehicle low and vehicle high of the interpolation family. In case that in one of those vehicles, the criteria set out in sections 8 or 10 are not fulfilled, the type approval authority shall not certify savings for any of the vehicles belonging in the respective interpolation family.
10. ASSESSMENT AGAINST THE MINIMUM THRESHOLD
Taking into account the uncertainty determined in accordance with section 8, the CO
2
savings shall exceed the minimum threshold of 1 g CO
2
/km specified in Article 9(1) of Implementing Regulation (EU) No 725/2011, as follows:
Formula 35
[Bild bitte in Originalquelle ansehen]
where
MT
:
Minimum threshold (1 g CO
2
/km);
[Bild bitte in Originalquelle ansehen]
:
CO
2
savings [g CO
2
/km];
[Bild bitte in Originalquelle ansehen]
:
uncertainty of the CO
2
savings [g CO
2
/km].
Where the minimum threshold is met in accordance with Formula 35, the second subparagraph of Article 11(2) of Implementing Regulation (EU) No 725/2011 shall apply.
Appendix 1
Cycle for constant speed fuel consumption measurement
|
Time |
Speed |
Acceleration * |
Gear for manual transmission |
|
[s] |
[km/h] |
[m/s2] |
[-] |
|
0 |
0,0 |
0,00 |
Neutral |
|
1 |
0,0 |
0,00 |
Neutral |
|
2 |
0,0 |
0,00 |
Neutral |
|
3 |
0,0 |
0,00 |
Neutral |
|
4 |
0,0 |
0,00 |
Neutral |
|
5 |
0,0 |
0,00 |
Neutral |
|
6 |
0,0 |
0,00 |
Neutral |
|
7 |
0,0 |
0,00 |
Neutral |
|
8 |
0,0 |
0,00 |
Neutral |
|
9 |
0,0 |
0,00 |
Neutral |
|
10 |
0,0 |
0,00 |
Neutral |
|
11 |
0,0 |
0,00 |
Neutral |
|
12 |
0,0 |
0,00 |
Neutral |
|
13 |
0,0 |
0,00 |
Neutral |
|
14 |
0,0 |
0,00 |
Clutch |
|
15 |
0,0 |
0,69 |
1 |
|
16 |
2,5 |
0,69 |
1 |
|
17 |
5,0 |
0,69 |
1 |
|
18 |
7,5 |
0,69 |
1 |
|
19 |
9,9 |
0,69 |
1 |
|
20 |
12,4 |
0,69 |
1 |
|
21 |
14,9 |
0,51 |
1 |
|
22 |
16,7 |
0,51 |
2 |
|
23 |
18,6 |
0,51 |
2 |
|
24 |
20,4 |
0,51 |
2 |
|
25 |
22,2 |
0,51 |
2 |
|
26 |
24,1 |
0,51 |
2 |
|
27 |
25,9 |
0,51 |
2 |
|
28 |
27,8 |
0,51 |
2 |
|
29 |
29,6 |
0,51 |
2 |
|
30 |
31,4 |
0,51 |
2 |
|
31 |
33,3 |
0,51 |
2 |
|
32 |
35,1 |
0,42 |
2 |
|
33 |
36,6 |
0,42 |
3 |
|
34 |
38,1 |
0,42 |
3 |
|
35 |
39,6 |
0,42 |
3 |
|
36 |
41,1 |
0,42 |
3 |
|
37 |
42,7 |
0,42 |
3 |
|
38 |
44,2 |
0,42 |
3 |
|
39 |
45,7 |
0,42 |
3 |
|
40 |
47,2 |
0,42 |
3 |
|
41 |
48,7 |
0,42 |
3 |
|
42 |
50,2 |
0,40 |
3 |
|
43 |
51,7 |
0,40 |
4 |
|
44 |
53,1 |
0,40 |
4 |
|
45 |
54,5 |
0,40 |
4 |
|
46 |
56,0 |
0,40 |
4 |
|
47 |
57,4 |
0,40 |
4 |
|
48 |
58,9 |
0,40 |
4 |
|
49 |
60,3 |
0,40 |
4 |
|
50 |
61,7 |
0,40 |
4 |
|
51 |
63,2 |
0,40 |
4 |
|
52 |
64,6 |
0,40 |
4 |
|
53 |
66,1 |
0,40 |
4 |
|
54 |
67,5 |
0,40 |
4 |
|
55 |
68,9 |
0,40 |
4 |
|
56 |
70,4 |
0,24 |
5 |
|
57 |
71,2 |
0,24 |
5 |
|
58 |
72,1 |
0,24 |
5 |
|
59 |
73,0 |
0,24 |
5 |
|
60 |
73,8 |
0,24 |
5 |
|
61 |
74,7 |
0,24 |
5 |
|
62 |
75,6 |
0,24 |
5 |
|
63 |
76,4 |
0,24 |
5 |
|
64 |
77,3 |
0,24 |
5 |
|
65 |
78,2 |
0,24 |
5 |
|
66 |
79,0 |
0,24 |
5 |
|
67 |
79,9 |
0,24 |
5 |
|
68 |
80,7 |
0,24 |
5 |
|
69 |
81,6 |
0,24 |
5 |
|
70 |
82,5 |
0,24 |
5 |
|
71 |
83,3 |
0,24 |
5 |
|
72 |
84,2 |
0,24 |
5 |
|
73 |
85,1 |
0,24 |
5 |
|
74 |
85,9 |
0,24 |
5 |
|
75 |
86,8 |
0,24 |
5 |
|
76 |
87,7 |
0,24 |
5 |
|
77 |
88,5 |
0,24 |
5 |
|
78 |
89,4 |
0,24 |
5 |
|
79 |
90,3 |
0,24 |
5 |
|
80 |
91,1 |
0,24 |
5 |
|
81 |
92,0 |
0,24 |
5 |
|
82 |
92,8 |
0,24 |
5 |
|
83 |
93,7 |
0,24 |
5 |
|
84 |
94,6 |
0,24 |
5 |
|
85 |
95,4 |
0,24 |
5 |
|
86 |
96,3 |
0,24 |
5 |
|
87 |
97,2 |
0,24 |
5 |
|
88 |
98,0 |
0,24 |
5 |
|
89 |
98,9 |
0,24 |
5 |
|
90 |
99,8 |
0,24 |
5 |
|
91 |
100,6 |
0,28 |
5/6 |
|
92 |
101,6 |
0,28 |
5/6 |
|
93 |
102,6 |
0,28 |
5/6 |
|
94 |
103,6 |
0,28 |
5/6 |
|
95 |
104,7 |
0,28 |
5/6 |
|
96 |
105,7 |
0,28 |
5/6 |
|
97 |
106,7 |
0,28 |
5/6 |
|
98 |
107,7 |
0,28 |
5/6 |
|
99 |
108,7 |
0,28 |
5/6 |
|
100 |
109,7 |
0,28 |
5/6 |
|
101 |
110,7 |
0,28 |
5/6 |
|
102 |
111,7 |
0,28 |
5/6 |
|
103 |
112,7 |
0,28 |
5/6 |
|
104 |
113,7 |
0,28 |
5/6 |
|
105 |
114,7 |
0,28 |
5/6 |
|
106 |
115,7 |
0,28 |
5/6 |
|
107 |
116,7 |
0,28 |
5/6 |
|
108 |
117,8 |
0,28 |
5/6 |
|
109 |
118,8 |
0,28 |
5/6 |
|
110 |
119,8 |
0,00 |
5/6 |
|
111 |
120,0 |
0,00 |
5/6 |
|
112 |
120,0 |
0,00 |
5/6 |
|
113 |
120,0 |
0,00 |
5/6 |
|
114 |
120,0 |
0,00 |
5/6 |
|
115 |
120,0 |
0,00 |
5/6 |
|
116 |
120,0 |
0,00 |
5/6 |
|
117 |
120,0 |
0,00 |
5/6 |
|
118 |
120,0 |
0,00 |
5/6 |
|
119 |
120,0 |
0,00 |
5/6 |
|
120 |
120,0 |
0,00 |
5/6 |
|
121 |
120,0 |
0,00 |
5/6 |
|
122 |
120,0 |
0,00 |
5/6 |
|
123 |
120,0 |
0,00 |
5/6 |
|
124 |
120,0 |
0,00 |
5/6 |
|
125 |
120,0 |
0,00 |
5/6 |
|
126 |
120,0 |
0,00 |
5/6 |
|
127 |
120,0 |
0,00 |
5/6 |
|
128 |
120,0 |
0,00 |
5/6 |
|
129 |
120,0 |
0,00 |
5/6 |
|
130 |
120,0 |
0,00 |
5/6 |
|
131 |
120,0 |
0,00 |
5/6 |
|
132 |
120,0 |
0,00 |
5/6 |
|
133 |
120,0 |
0,00 |
5/6 |
|
134 |
120,0 |
0,00 |
5/6 |
|
135 |
120,0 |
0,00 |
5/6 |
|
136 |
120,0 |
0,00 |
5/6 |
|
137 |
120,0 |
0,00 |
5/6 |
|
138 |
120,0 |
0,00 |
5/6 |
|
139 |
120,0 |
0,00 |
5/6 |
|
140 |
120,0 |
0,00 |
5/6 |
|
141 |
120,0 |
0,00 |
5/6 |
|
142 |
120,0 |
0,00 |
5/6 |
|
143 |
120,0 |
0,00 |
5/6 |
|
144 |
120,0 |
0,00 |
5/6 |
|
145 |
120,0 |
0,00 |
5/6 |
|
146 |
120,0 |
0,00 |
5/6 |
|
147 |
120,0 |
0,00 |
5/6 |
|
148 |
120,0 |
0,00 |
5/6 |
|
149 |
120,0 |
0,00 |
5/6 |
|
150 |
120,0 |
0,00 |
5/6 |
|
151 |
120,0 |
0,00 |
5/6 |
|
152 |
120,0 |
0,00 |
5/6 |
|
153 |
120,0 |
0,00 |
5/6 |
|
154 |
120,0 |
0,00 |
5/6 |
|
155 |
120,0 |
0,00 |
5/6 |
|
156 |
120,0 |
0,00 |
5/6 |
|
157 |
120,0 |
0,00 |
5/6 |
|
158 |
120,0 |
0,00 |
5/6 |
|
159 |
120,0 |
0,00 |
5/6 |
|
160 |
120,0 |
0,00 |
5/6 |
|
161 |
120,0 |
0,00 |
5/6 |
|
162 |
120,0 |
0,00 |
5/6 |
|
163 |
120,0 |
0,00 |
5/6 |
|
164 |
120,0 |
0,00 |
5/6 |
|
165 |
120,0 |
0,00 |
5/6 |
|
166 |
120,0 |
0,00 |
5/6 |
|
167 |
120,0 |
0,00 |
5/6 |
|
168 |
120,0 |
0,00 |
5/6 |
|
169 |
120,0 |
0,00 |
5/6 |
|
170 |
120,0 |
0,00 |
5/6 |
|
171 |
120,0 |
0,00 |
5/6 |
|
172 |
120,0 |
0,00 |
5/6 |
|
173 |
120,0 |
0,00 |
5/6 |
|
174 |
120,0 |
0,00 |
5/6 |
|
175 |
120,0 |
0,00 |
5/6 |
|
176 |
120,0 |
0,00 |
5/6 |
|
177 |
120,0 |
0,00 |
5/6 |
|
178 |
120,0 |
0,00 |
5/6 |
|
179 |
120,0 |
0,00 |
5/6 |
|
180 |
120,0 |
0,00 |
5/6 |
|
181 |
120,0 |
0,00 |
5/6 |
|
182 |
120,0 |
0,00 |
5/6 |
|
183 |
120,0 |
0,00 |
5/6 |
|
184 |
120,0 |
0,00 |
5/6 |
|
185 |
120,0 |
0,00 |
5/6 |
|
186 |
120,0 |
0,00 |
5/6 |
|
187 |
120,0 |
0,00 |
5/6 |
|
188 |
120,0 |
0,00 |
5/6 |
|
189 |
120,0 |
0,00 |
5/6 |
|
190 |
120,0 |
0,00 |
5/6 |
|
191 |
120,0 |
0,00 |
5/6 |
|
192 |
120,0 |
0,00 |
5/6 |
|
193 |
120,0 |
0,00 |
5/6 |
|
194 |
120,0 |
0,00 |
5/6 |
|
195 |
120,0 |
0,00 |
5/6 |
|
196 |
120,0 |
0,00 |
5/6 |
|
197 |
120,0 |
0,00 |
5/6 |
|
198 |
120,0 |
0,00 |
5/6 |
|
199 |
120,0 |
0,00 |
5/6 |
|
200 |
120,0 |
0,00 |
5/6 |
|
201 |
120,0 |
0,00 |
5/6 |
|
202 |
120,0 |
– 0,69 |
5/6 |
|
203 |
117,5 |
– 0,69 |
5/6 |
|
204 |
115,0 |
– 0,69 |
5/6 |
|
205 |
112,5 |
– 0,69 |
5/6 |
|
206 |
110,1 |
– 0,69 |
5/6 |
|
207 |
107,6 |
– 0,69 |
5/6 |
|
208 |
105,1 |
– 0,69 |
5/6 |
|
209 |
102,6 |
– 0,69 |
5/6 |
|
210 |
100,1 |
– 0,69 |
5/6 |
|
211 |
97,6 |
– 0,69 |
5/6 |
|
212 |
95,2 |
– 0,69 |
5/6 |
|
213 |
92,7 |
– 0,69 |
5/6 |
|
214 |
90,2 |
– 0,69 |
5/6 |
|
215 |
87,7 |
– 0,69 |
5/6 |
|
216 |
85,2 |
– 0,69 |
5/6 |
|
217 |
82,7 |
– 0,69 |
5/6 |
|
218 |
80,3 |
– 1,04 |
5/6 |
|
219 |
76,5 |
– 1,04 |
5/6 |
|
220 |
72,8 |
– 1,04 |
5/6 |
|
221 |
69,0 |
– 1,04 |
5/6 |
|
222 |
65,3 |
– 1,04 |
5/6 |
|
223 |
61,5 |
– 1,04 |
5/6 |
|
224 |
57,8 |
– 1,04 |
5/6 |
|
225 |
54,0 |
– 1,04 |
5/6 |
|
226 |
50,3 |
– 1,39 |
Clutch |
|
227 |
45,3 |
– 1,39 |
Clutch |
|
228 |
40,3 |
– 1,39 |
Clutch |
|
229 |
35,3 |
– 1,39 |
Clutch |
|
230 |
30,3 |
– 1,39 |
Clutch |
|
231 |
25,3 |
– 1,39 |
Clutch |
|
232 |
20,3 |
0,00 |
2 |
|
233 |
20,0 |
0,00 |
2 |
|
234 |
20,0 |
0,00 |
2 |
|
235 |
20,0 |
0,00 |
2 |
|
236 |
20,0 |
0,00 |
2 |
|
237 |
20,0 |
0,00 |
2 |
|
238 |
20,0 |
0,00 |
2 |
|
239 |
20,0 |
0,00 |
2 |
|
240 |
20,0 |
0,00 |
2 |
|
241 |
20,0 |
0,00 |
2 |
|
242 |
20,0 |
0,00 |
2 |
|
243 |
20,0 |
0,00 |
2 |
|
244 |
20,0 |
0,00 |
2 |
|
245 |
20,0 |
0,00 |
2 |
|
246 |
20,0 |
0,00 |
2 |
|
247 |
20,0 |
0,00 |
2 |
|
248 |
20,0 |
0,00 |
2 |
|
249 |
20,0 |
0,00 |
2 |
|
250 |
20,0 |
0,00 |
2 |
|
251 |
20,0 |
0,79 |
2 |
|
252 |
22,8 |
0,79 |
2 |
|
253 |
25,7 |
0,79 |
2 |
|
254 |
28,5 |
0,79 |
2 |
|
255 |
31,4 |
0,79 |
2 |
|
256 |
32,0 |
0,00 |
2 |
|
257 |
32,0 |
0,00 |
2 |
|
258 |
32,0 |
0,00 |
2 |
|
259 |
32,0 |
0,00 |
2 |
|
260 |
32,0 |
0,00 |
2 |
|
261 |
32,0 |
0,00 |
2 |
|
262 |
32,0 |
0,00 |
2 |
|
263 |
32,0 |
0,00 |
2 |
|
264 |
32,0 |
0,00 |
2 |
|
265 |
32,0 |
0,00 |
2 |
|
266 |
32,0 |
0,00 |
2 |
|
267 |
32,0 |
0,00 |
2 |
|
268 |
32,0 |
0,00 |
2 |
|
269 |
32,0 |
0,00 |
2 |
|
270 |
32,0 |
0,00 |
2 |
|
271 |
32,0 |
0,00 |
2 |
|
272 |
32,0 |
0,00 |
2 |
|
273 |
32,0 |
0,00 |
2 |
|
274 |
32,0 |
0,00 |
2 |
|
275 |
32,0 |
0,00 |
2 |
|
276 |
32,0 |
0,00 |
2 |
|
277 |
32,0 |
0,00 |
2 |
|
278 |
32,0 |
0,00 |
2 |
|
279 |
32,0 |
0,00 |
2 |
|
280 |
32,0 |
0,00 |
2 |
|
281 |
32,0 |
0,00 |
2 |
|
282 |
32,0 |
0,00 |
2 |
|
283 |
32,0 |
0,00 |
2 |
|
284 |
32,0 |
0,00 |
2 |
|
285 |
32,0 |
0,00 |
2 |
|
286 |
32,0 |
0,00 |
2 |
|
287 |
32,0 |
0,00 |
2 |
|
288 |
32,0 |
0,00 |
2 |
|
289 |
32,0 |
0,00 |
2 |
|
290 |
32,0 |
0,00 |
2 |
|
291 |
32,0 |
0,00 |
2 |
|
292 |
32,0 |
0,00 |
2 |
|
293 |
32,0 |
0,00 |
2 |
|
294 |
32,0 |
0,00 |
2 |
|
295 |
32,0 |
0,00 |
2 |
|
296 |
32,0 |
0,00 |
2 |
|
297 |
32,0 |
0,00 |
2 |
|
298 |
32,0 |
0,00 |
2 |
|
299 |
32,0 |
0,00 |
2 |
|
300 |
32,0 |
0,00 |
2 |
|
301 |
32,0 |
0,00 |
2 |
|
302 |
32,0 |
0,00 |
2 |
|
303 |
32,0 |
0,00 |
2 |
|
304 |
32,0 |
0,00 |
2 |
|
305 |
32,0 |
0,00 |
2 |
|
306 |
32,0 |
0,00 |
2 |
|
307 |
32,0 |
0,00 |
2 |
|
308 |
32,0 |
0,00 |
2 |
|
309 |
32,0 |
0,00 |
2 |
|
310 |
32,0 |
0,00 |
2 |
|
311 |
32,0 |
0,00 |
2 |
|
312 |
32,0 |
0,00 |
2 |
|
313 |
32,0 |
0,00 |
2 |
|
314 |
32,0 |
0,00 |
2 |
|
315 |
32,0 |
0,00 |
2 |
|
316 |
32,0 |
0,00 |
2 |
|
317 |
32,0 |
0,00 |
2 |
|
318 |
32,0 |
0,00 |
2 |
|
319 |
32,0 |
0,00 |
2 |
|
320 |
32,0 |
0,00 |
2 |
|
321 |
32,0 |
0,00 |
2 |
|
322 |
32,0 |
0,00 |
2 |
|
323 |
32,0 |
0,00 |
2 |
|
324 |
32,0 |
0,00 |
2 |
|
325 |
32,0 |
0,00 |
2 |
|
326 |
32,0 |
0,00 |
2 |
|
327 |
32,0 |
0,00 |
2 |
|
328 |
32,0 |
0,00 |
2 |
|
329 |
32,0 |
0,00 |
2 |
|
330 |
32,0 |
0,00 |
2 |
|
331 |
32,0 |
0,00 |
2 |
|
332 |
32,0 |
0,00 |
2 |
|
333 |
32,0 |
0,00 |
2 |
|
334 |
32,0 |
0,00 |
2 |
|
335 |
32,0 |
0,00 |
2 |
|
336 |
32,0 |
0,00 |
2 |
|
337 |
32,0 |
0,00 |
2 |
|
338 |
32,0 |
0,00 |
2 |
|
339 |
32,0 |
0,00 |
2 |
|
340 |
32,0 |
0,00 |
2 |
|
341 |
32,0 |
0,00 |
2 |
|
342 |
32,0 |
0,00 |
2 |
|
343 |
32,0 |
0,00 |
2 |
|
344 |
32,0 |
0,00 |
2 |
|
345 |
32,0 |
0,46 |
2 |
|
346 |
33,7 |
0,46 |
2 |
|
347 |
35,3 |
0,46 |
3 |
|
348 |
37,0 |
0,46 |
3 |
|
349 |
38,6 |
0,46 |
3 |
|
350 |
40,3 |
0,46 |
3 |
|
351 |
41,9 |
0,46 |
3 |
|
352 |
43,6 |
0,46 |
3 |
|
353 |
45,2 |
0,46 |
3 |
|
354 |
46,9 |
0,46 |
3 |
|
355 |
48,6 |
0,46 |
3 |
|
356 |
50,0 |
0,00 |
3 |
|
357 |
50,0 |
0,00 |
3 |
|
358 |
50,0 |
0,00 |
3 |
|
359 |
50,0 |
0,00 |
3 |
|
360 |
50,0 |
0,00 |
3 |
|
361 |
50,0 |
0,00 |
3 |
|
362 |
50,0 |
0,00 |
3 |
|
363 |
50,0 |
0,00 |
3 |
|
364 |
50,0 |
0,00 |
3 |
|
365 |
50,0 |
0,00 |
3 |
|
366 |
50,0 |
0,00 |
3 |
|
367 |
50,0 |
0,00 |
3 |
|
368 |
50,0 |
0,00 |
3 |
|
369 |
50,0 |
0,00 |
3 |
|
370 |
50,0 |
0,00 |
3 |
|
371 |
50,0 |
0,00 |
3 |
|
372 |
50,0 |
0,00 |
3 |
|
373 |
50,0 |
0,00 |
3 |
|
374 |
50,0 |
0,00 |
3 |
|
375 |
50,0 |
0,00 |
3 |
|
376 |
50,0 |
0,00 |
3 |
|
377 |
50,0 |
0,00 |
3 |
|
378 |
50,0 |
0,00 |
3 |
|
379 |
50,0 |
0,00 |
3 |
|
380 |
50,0 |
0,00 |
3 |
|
381 |
50,0 |
0,00 |
3 |
|
382 |
50,0 |
0,00 |
3 |
|
383 |
50,0 |
0,00 |
3 |
|
384 |
50,0 |
0,00 |
3 |
|
385 |
50,0 |
0,00 |
3 |
|
386 |
50,0 |
0,00 |
3 |
|
387 |
50,0 |
0,00 |
3 |
|
388 |
50,0 |
0,00 |
3 |
|
389 |
50,0 |
0,00 |
3 |
|
390 |
50,0 |
0,00 |
3 |
|
391 |
50,0 |
0,00 |
3 |
|
392 |
50,0 |
0,00 |
3 |
|
393 |
50,0 |
0,00 |
3 |
|
394 |
50,0 |
0,00 |
3 |
|
395 |
50,0 |
0,00 |
3 |
|
396 |
50,0 |
0,00 |
3 |
|
397 |
50,0 |
0,00 |
3 |
|
398 |
50,0 |
0,00 |
3 |
|
399 |
50,0 |
0,00 |
3 |
|
400 |
50,0 |
0,00 |
3 |
|
401 |
50,0 |
0,00 |
3 |
|
402 |
50,0 |
0,00 |
3 |
|
403 |
50,0 |
0,00 |
3 |
|
404 |
50,0 |
0,00 |
3 |
|
405 |
50,0 |
0,00 |
3 |
|
406 |
50,0 |
0,00 |
3 |
|
407 |
50,0 |
0,00 |
3 |
|
408 |
50,0 |
0,00 |
3 |
|
409 |
50,0 |
0,00 |
3 |
|
410 |
50,0 |
0,00 |
3 |
|
411 |
50,0 |
0,00 |
3 |
|
412 |
50,0 |
0,00 |
3 |
|
413 |
50,0 |
0,00 |
3 |
|
414 |
50,0 |
0,00 |
3 |
|
415 |
50,0 |
0,00 |
3 |
|
416 |
50,0 |
0,00 |
3 |
|
417 |
50,0 |
0,00 |
3 |
|
418 |
50,0 |
0,00 |
3 |
|
419 |
50,0 |
0,00 |
3 |
|
420 |
50,0 |
0,00 |
3 |
|
421 |
50,0 |
0,00 |
3 |
|
422 |
50,0 |
0,00 |
3 |
|
423 |
50,0 |
0,00 |
3 |
|
424 |
50,0 |
0,00 |
3 |
|
425 |
50,0 |
0,00 |
3 |
|
426 |
50,0 |
0,00 |
3 |
|
427 |
50,0 |
0,00 |
3 |
|
428 |
50,0 |
0,00 |
3 |
|
429 |
50,0 |
0,00 |
3 |
|
430 |
50,0 |
0,00 |
3 |
|
431 |
50,0 |
0,00 |
3 |
|
432 |
50,0 |
0,00 |
3 |
|
433 |
50,0 |
0,00 |
3 |
|
434 |
50,0 |
0,00 |
3 |
|
435 |
50,0 |
0,00 |
3 |
|
436 |
50,0 |
0,00 |
3 |
|
437 |
50,0 |
0,00 |
3 |
|
438 |
50,0 |
0,00 |
3 |
|
439 |
50,0 |
0,00 |
3 |
|
440 |
50,0 |
0,00 |
3 |
|
441 |
50,0 |
0,00 |
3 |
|
442 |
50,0 |
0,00 |
3 |
|
443 |
50,0 |
0,00 |
3 |
|
444 |
50,0 |
0,00 |
3 |
|
445 |
50,0 |
– 0,52 |
3 |
|
446 |
48,1 |
– 0,52 |
3 |
|
447 |
46,3 |
– 0,52 |
3 |
|
448 |
44,4 |
– 0,52 |
3 |
|
449 |
42,5 |
– 0,52 |
3 |
|
450 |
40,6 |
– 0,52 |
3 |
|
451 |
38,8 |
– 0,52 |
3 |
|
452 |
36,9 |
– 0,52 |
3 |
|
453 |
35,0 |
0,00 |
3 |
|
454 |
35,0 |
0,00 |
3 |
|
455 |
35,0 |
0,00 |
3 |
|
456 |
35,0 |
0,00 |
3 |
|
457 |
35,0 |
0,00 |
3 |
|
458 |
35,0 |
0,00 |
3 |
|
459 |
35,0 |
0,00 |
3 |
|
460 |
35,0 |
0,00 |
3 |
|
461 |
35,0 |
0,00 |
3 |
|
462 |
35,0 |
0,00 |
3 |
|
463 |
35,0 |
0,00 |
3 |
|
464 |
35,0 |
0,00 |
3 |
|
465 |
35,0 |
0,00 |
3 |
|
466 |
35,0 |
0,00 |
3 |
|
467 |
35,0 |
0,00 |
3 |
|
468 |
35,0 |
0,00 |
3 |
|
469 |
35,0 |
0,00 |
3 |
|
470 |
35,0 |
0,00 |
3 |
|
471 |
35,0 |
0,00 |
3 |
|
472 |
35,0 |
0,00 |
3 |
|
473 |
35,0 |
0,00 |
3 |
|
474 |
35,0 |
0,00 |
3 |
|
475 |
35,0 |
0,00 |
3 |
|
476 |
35,0 |
0,00 |
3 |
|
477 |
35,0 |
0,00 |
3 |
|
478 |
35,0 |
0,00 |
3 |
|
479 |
35,0 |
0,00 |
3 |
|
480 |
35,0 |
0,00 |
3 |
|
481 |
35,0 |
0,00 |
3 |
|
482 |
35,0 |
0,00 |
3 |
|
483 |
35,0 |
0,00 |
3 |
|
484 |
35,0 |
0,00 |
3 |
|
485 |
35,0 |
0,00 |
3 |
|
486 |
35,0 |
0,00 |
3 |
|
487 |
35,0 |
0,00 |
3 |
|
488 |
35,0 |
0,00 |
3 |
|
489 |
35,0 |
0,00 |
3 |
|
490 |
35,0 |
0,00 |
3 |
|
491 |
35,0 |
0,00 |
3 |
|
492 |
35,0 |
0,00 |
3 |
|
493 |
35,0 |
0,00 |
3 |
|
494 |
35,0 |
0,00 |
3 |
|
495 |
35,0 |
0,00 |
3 |
|
496 |
35,0 |
0,00 |
3 |
|
497 |
35,0 |
0,00 |
3 |
|
498 |
35,0 |
0,00 |
3 |
|
499 |
35,0 |
0,00 |
3 |
|
500 |
35,0 |
0,00 |
3 |
|
501 |
35,0 |
0,00 |
3 |
|
502 |
35,0 |
0,00 |
3 |
|
503 |
35,0 |
0,00 |
3 |
|
504 |
35,0 |
0,00 |
3 |
|
505 |
35,0 |
0,00 |
3 |
|
506 |
35,0 |
0,00 |
3 |
|
507 |
35,0 |
0,00 |
3 |
|
508 |
35,0 |
0,00 |
3 |
|
509 |
35,0 |
0,00 |
3 |
|
510 |
35,0 |
0,00 |
3 |
|
511 |
35,0 |
0,00 |
3 |
|
512 |
35,0 |
0,00 |
3 |
|
513 |
35,0 |
0,00 |
3 |
|
514 |
35,0 |
0,00 |
3 |
|
515 |
35,0 |
0,00 |
3 |
|
516 |
35,0 |
0,00 |
3 |
|
517 |
35,0 |
0,00 |
3 |
|
518 |
35,0 |
0,00 |
3 |
|
519 |
35,0 |
0,00 |
3 |
|
520 |
35,0 |
0,00 |
3 |
|
521 |
35,0 |
0,00 |
3 |
|
522 |
35,0 |
0,00 |
3 |
|
523 |
35,0 |
0,00 |
3 |
|
524 |
35,0 |
0,00 |
3 |
|
525 |
35,0 |
0,00 |
3 |
|
526 |
35,0 |
0,00 |
3 |
|
527 |
35,0 |
0,00 |
3 |
|
528 |
35,0 |
0,00 |
3 |
|
529 |
35,0 |
0,00 |
3 |
|
530 |
35,0 |
0,00 |
3 |
|
531 |
35,0 |
0,00 |
3 |
|
532 |
35,0 |
0,00 |
3 |
|
533 |
35,0 |
0,00 |
3 |
|
534 |
35,0 |
0,00 |
3 |
|
535 |
35,0 |
0,00 |
3 |
|
536 |
35,0 |
0,00 |
3 |
|
537 |
35,0 |
0,00 |
3 |
|
538 |
35,0 |
0,00 |
3 |
|
539 |
35,0 |
0,00 |
3 |
|
540 |
35,0 |
0,00 |
3 |
|
541 |
35,0 |
0,00 |
3 |
|
542 |
35,0 |
0,42 |
3 |
|
543 |
36,5 |
0,42 |
3 |
|
544 |
38,0 |
0,42 |
3 |
|
545 |
39,5 |
0,42 |
3 |
|
546 |
41,0 |
0,42 |
3 |
|
547 |
42,6 |
0,42 |
3 |
|
548 |
44,1 |
0,42 |
3 |
|
549 |
45,6 |
0,42 |
3 |
|
550 |
47,1 |
0,42 |
3 |
|
551 |
48,6 |
0,42 |
3 |
|
552 |
50,1 |
0,40 |
3 |
|
553 |
51,6 |
0,40 |
4 |
|
554 |
53,0 |
0,40 |
4 |
|
555 |
54,4 |
0,40 |
4 |
|
556 |
55,9 |
0,40 |
4 |
|
557 |
57,3 |
0,40 |
4 |
|
558 |
58,8 |
0,40 |
4 |
|
559 |
60,2 |
0,40 |
4 |
|
560 |
61,6 |
0,40 |
4 |
|
561 |
63,1 |
0,40 |
4 |
|
562 |
64,5 |
0,40 |
4 |
|
563 |
66,0 |
0,40 |
4 |
|
564 |
67,4 |
0,40 |
4 |
|
565 |
68,8 |
0,40 |
4 |
|
566 |
70,0 |
0,00 |
5 |
|
567 |
70,0 |
0,00 |
5 |
|
568 |
70,0 |
0,00 |
5 |
|
569 |
70,0 |
0,00 |
5 |
|
570 |
70,0 |
0,00 |
5 |
|
571 |
70,0 |
0,00 |
5 |
|
572 |
70,0 |
0,00 |
5 |
|
573 |
70,0 |
0,00 |
5 |
|
574 |
70,0 |
0,00 |
5 |
|
575 |
70,0 |
0,00 |
5 |
|
576 |
70,0 |
0,00 |
5 |
|
577 |
70,0 |
0,00 |
5 |
|
578 |
70,0 |
0,00 |
5 |
|
579 |
70,0 |
0,00 |
5 |
|
580 |
70,0 |
0,00 |
5 |
|
581 |
70,0 |
0,00 |
5 |
|
582 |
70,0 |
0,00 |
5 |
|
583 |
70,0 |
0,00 |
5 |
|
584 |
70,0 |
0,00 |
5 |
|
585 |
70,0 |
0,00 |
5 |
|
586 |
70,0 |
0,00 |
5 |
|
587 |
70,0 |
0,00 |
5 |
|
588 |
70,0 |
0,00 |
5 |
|
589 |
70,0 |
0,00 |
5 |
|
590 |
70,0 |
0,00 |
5 |
|
591 |
70,0 |
0,00 |
5 |
|
592 |
70,0 |
0,00 |
5 |
|
593 |
70,0 |
0,00 |
5 |
|
594 |
70,0 |
0,00 |
5 |
|
595 |
70,0 |
0,00 |
5 |
|
596 |
70,0 |
0,00 |
5 |
|
597 |
70,0 |
0,00 |
5 |
|
598 |
70,0 |
0,00 |
5 |
|
599 |
70,0 |
0,00 |
5 |
|
600 |
70,0 |
0,00 |
5 |
|
601 |
70,0 |
0,00 |
5 |
|
602 |
70,0 |
0,00 |
5 |
|
603 |
70,0 |
0,00 |
5 |
|
604 |
70,0 |
0,00 |
5 |
|
605 |
70,0 |
0,00 |
5 |
|
606 |
70,0 |
0,00 |
5 |
|
607 |
70,0 |
0,00 |
5 |
|
608 |
70,0 |
0,00 |
5 |
|
609 |
70,0 |
0,00 |
5 |
|
610 |
70,0 |
0,00 |
5 |
|
611 |
70,0 |
0,00 |
5 |
|
612 |
70,0 |
0,00 |
5 |
|
613 |
70,0 |
0,00 |
5 |
|
614 |
70,0 |
0,00 |
5 |
|
615 |
70,0 |
0,00 |
5 |
|
616 |
70,0 |
0,00 |
5 |
|
617 |
70,0 |
0,00 |
5 |
|
618 |
70,0 |
0,00 |
5 |
|
619 |
70,0 |
0,00 |
5 |
|
620 |
70,0 |
0,00 |
5 |
|
621 |
70,0 |
0,00 |
5 |
|
622 |
70,0 |
0,00 |
5 |
|
623 |
70,0 |
0,00 |
5 |
|
624 |
70,0 |
0,00 |
5 |
|
625 |
70,0 |
0,00 |
5 |
|
626 |
70,0 |
0,00 |
5 |
|
627 |
70,0 |
0,00 |
5 |
|
628 |
70,0 |
0,00 |
5 |
|
629 |
70,0 |
0,00 |
5 |
|
630 |
70,0 |
0,00 |
5 |
|
631 |
70,0 |
0,00 |
5 |
|
632 |
70,0 |
0,00 |
5 |
|
633 |
70,0 |
0,00 |
5 |
|
634 |
70,0 |
0,00 |
5 |
|
635 |
70,0 |
0,00 |
5 |
|
636 |
70,0 |
0,00 |
5 |
|
637 |
70,0 |
0,00 |
5 |
|
638 |
70,0 |
0,00 |
5 |
|
639 |
70,0 |
0,00 |
5 |
|
640 |
70,0 |
0,00 |
5 |
|
641 |
70,0 |
0,00 |
5 |
|
642 |
70,0 |
0,00 |
5 |
|
643 |
70,0 |
0,00 |
5 |
|
644 |
70,0 |
0,00 |
5 |
|
645 |
70,0 |
0,00 |
5 |
|
646 |
70,0 |
0,00 |
5 |
|
647 |
70,0 |
0,00 |
5 |
|
648 |
70,0 |
0,00 |
5 |
|
649 |
70,0 |
0,00 |
5 |
|
650 |
70,0 |
0,00 |
5 |
|
651 |
70,0 |
0,00 |
5 |
|
652 |
70,0 |
0,00 |
5 |
|
653 |
70,0 |
0,00 |
5 |
|
654 |
70,0 |
0,00 |
5 |
|
655 |
70,0 |
– 1,04 |
5 |
|
656 |
66,3 |
– 1,04 |
5 |
|
657 |
62,5 |
– 1,04 |
5 |
|
658 |
58,8 |
– 1,04 |
5 |
|
659 |
55,0 |
– 1,04 |
5 |
|
660 |
51,3 |
– 1,04 |
5 |
|
661 |
47,5 |
– 1,04 |
Clutch |
|
662 |
43,8 |
– 1,39 |
Clutch |
|
663 |
38,8 |
– 1,39 |
Clutch |
|
664 |
33,8 |
– 1,39 |
Clutch |
|
665 |
28,8 |
– 1,39 |
Clutch |
|
666 |
23,8 |
– 1,39 |
Clutch |
|
667 |
18,8 |
– 1,39 |
Clutch |
|
668 |
13,8 |
– 1,39 |
Clutch |
|
669 |
8,8 |
– 1,39 |
Clutch |
|
670 |
3,8 |
– 1,05 |
Clutch |
|
671 |
0,0 |
0,00 |
Clutch |
|
672 |
0,0 |
0,00 |
Neutral |
|
673 |
0,0 |
0,00 |
Neutral |
|
674 |
0,0 |
0,00 |
Neutral |
|
675 |
0,0 |
0,00 |
Neutral |
|
676 |
0,0 |
0,00 |
Neutral |
|
677 |
0,0 |
0,00 |
Neutral |
|
678 |
0,0 |
0,00 |
Neutral |
|
679 |
0,0 |
0,00 |
Neutral |
|
680 |
0,0 |
0,00 |
Neutral |
(1) Commission Implementing Regulation (EU) 2017/1153 of 2 June 2017 setting out a methodology for determining the correlation parameters necessary for reflecting the change in the regulatory test procedure and amending Regulation (EU) No 2014/2010 (
OJ L 175, 7.7.2017, p. 679
).
(2) PM = gearbox in neutral, clutch engaged. K
1
, K
5
= first or second gear engaged, clutch disengaged.
(3) Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission with more than five gears.
(
*1
)
Achieved velocity after 4 seconds with an acceleration of – 0,69 m/s2 is 60,064 km/h. This velocity is also used as gear shift indicator for modified NEDC cycle.
(
*2
)
dv4 ≥ 60,064 km/h.
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