WLTP-08-43e
by EU
Annex 6
Type 1 test procedure and test conditions
1.
Test procedures and test conditions
1.1
Description of tests
1.1.1.
The tests verify the emissions of gaseous compounds, particulate
matter, particle number, CO2 emissions, and fuel consumption, in a
characteristic driving cycle.
1.1.1.1.
The tests shall be carried out by the method described in
paragraph 1.2. of this annex. Gases, particulate matter and particle
number shall be sampled and analysed by the prescribed methods.
1.1.1.2.
The number of tests in each of the configurations vehicle H and
vehicle L shall be determined separately as shown in Figure A6/1.
If two tests are conducted (as defined in FigureA6/1), the average CO2
value and the average emission values shall be calculated for type
approval.
The emission values are recalculated with the appropriate
deterioration factors Df obtained from paragraph [XXX]. In case of
periodically regenerating systems as defined in paragraph 3.8.1., the
regenerative factors Ki of Appendix 1 to Annex 6 shall be applied.
1.1.1.3
The emission values including deterioration factors Df and Ki of
1.1.1.2 of each test shall be less than the regional emission limits Li of
compound i in each vehicle configuration.
WLTP-08-43e
by EU
Figure A6/1
Flowchart for the number of Type 1 tests
Where Ri1 is the emission value (including deterioration factors Df and regenerative factors Ki) of compound i from test 1, Ri2
is the emission value (including deterioration factors Df and regenerative factors Ki) of compound i from test 2 (if required)
and Li is the regional emission limit for the compound i as defined by the Contracting Party.
Justification:
Measured emissions values can be affected by measurement inaccuracies. It could therefore be that by accident a
vehicle could show compliance with an emission limit although not sufficiently well performing. On the other
hand unnecessary amounts of testing should be avoided. Based on first experiences with WLTP measurements
and as the accuracy of the measurement equipment has improved over the last years it is seen to be appropriate
to apply a lower “safety margin” with regard to the corresponding emission limits L as in current Regulation No.
83. Therefore it is proposed to reduce the currently applied safety margin (of 30% for the 1 st test = factor 0.7)
down to [10%] (factor [0.9]). The final value for the safety margin should be further evaluated also taking into
account experiences from WLTP Round Robin exercise.
If emission results (including deterioration factors Df and regenerative factors Ki) of the first test (both at vehicle
H (high) and vehicle L (low)) are not less than or equal to [0.9]×emission limit Li of compound i an additional
test shall be carried out under the same conditions. The results of both tests must be less than the emission limits
Li in each vehicle configuration. If both tests are less than the emission limit Li compliance with the emission
limit Li is considered to be shown.