
Article 1 

1. The MELCO motor generator as described in the application submitted by Mitsubishi Electric Automotive Europe B.V., representing Mitsubishi Electric Corporation (MELCO) in the Union, intended for use in vehicles of category M1 is approved as an innovative technology within the meaning of Article 12 of Regulation (EC) No 443/2009.
2. The CO2 emissions reduction from the use of the motor generator referred to in paragraph 1 shall be determined using the methodology set out in the Annex.
3. The code of the eco-innovation to be entered into type approval documentation for the innovative technology approved by this Decision shall be ‘16’.
Article 2 
This Decision shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.
Done at Brussels, 25 February 2016.
For the Commission
The President
Jean-Claude JUNCKER
ANNEX
1. 
In order to determine the CO2 savings that can be attributed to the use of the motor generator in an M1 vehicle, it is necessary to specify the following:


((1)) the testing conditions;
((2)) the test equipment;
((3)) the determination of the efficiency of the innovative technology and the baseline technology;
((4)) the calculation of the CO2 savings;
((5)) the calculation of the statistical error and significance of the results.

2. 
CCO2CO2 savings [g CO2/km]CO2Carbon dioxideCFConversion factor (l/100 km) — (g CO2/km) [gCO2/l] as defined in Table 3hFrequency as defined in Table 1ICurrent intensity at which the measurement shall be carried out [A]mNumber of measurements of the sampleMTorque [Nm]nRotational frequency [min– 1] as defined in Table 1PPower [W]sηMGStandard deviation of the motor generator efficiency [%]s ηMG–Standard deviation of the motor generator efficiency mean [%]SCCO2Standard deviation of the total CO2 savings [g CO2/km]UTest voltage at which the measurement shall be carried out [V]vMean driving speed of the New European Driving Cycle (NEDC) [km/h]VPeConsumption of effective power [l/kWh] as defined in Table 2Sensitivity of calculated CO2 savings related to the efficiency of the motor generator

ΔDifferenceηBBaseline alternator efficiency [%]ηMGMotor generator efficiency [%]ηMGi–Mean of the motor generator efficiency at operating point i [%]

Index (i) refers to operating point

Index (j) refers to measurement of the sample

MGMotor generatormMechanicalRWReal-world conditionsTAType approval conditionsBBaseline

3. 
The testing conditions shall fulfil the requirements specified in ISO 8854:2012.

4. 
The test equipment shall be in accordance with the specifications set out in ISO 8854:2012.

5. 
The efficiency of the motor generator shall be determined in accordance with ISO 8854:2012, with the exception of the elements specified in the present paragraph.

Evidence shall be provided to the type approval authority that the speed ranges of the motor generator are consistent with those described below. The measurements shall be conducted at different operating points i, as defined in Table 1. The motor generator current intensity is defined as half of the rated current for all operating points. For each speed the voltage and the output current of the motor generator are to be kept constant, the voltage at 14,3 V.


Operating pointi Holding time[s] Rotational frequencyni [min– 1] Frequencyhi
1 1 200 1 800 0,25
2 1 200 3 000 0,40
3 600 6 000 0,25
4 300 10 000 0,10

The efficiency shall be calculated in accordance with Formula 1.
ηMGi=60×Ui×Ii2π×Mi×ni×100
All efficiency measurements are to be performed consecutively at least five (5) times. The average of the measurements at each operating point (ηMGi–) has to be calculated.

The efficiency of the motor generator (ηMG) shall be calculated in accordance with Formula 2.
ηMG=∑i=14hi×ηMGi–
The motor generator leads to saved mechanical power under real-world conditions (ΔPmRW) and type approval conditions (ΔPmTA) as defined in Formula 3.

ΔPm = ΔPmRW – ΔPmTA

Where the saved mechanical power under real-world conditions (ΔPmRW) is calculated in accordance with Formula 4 and the saved mechanical power under type-approval conditions (ΔPmTA) in accordance with Formula 5.
ΔPmRW=PRWηB−PRWηMGΔPmTA=PTAηB−PTAηMG
where

PRWPower requirement under 'real-world' conditions [W], which is 750 WPTAPower requirement under type-approval conditions [W], which is 350 WηBEfficiency of the baseline alternator [%], which is 67 %

6. 
The CO2 savings of the motor generator are to be calculated with the following formula.
CCO2=ΔPm×VPe×CFv
where

vMean driving speed of the NEDC [km/h], which is 33,58 km/hVPeConsumption of effective power [l/kWh] as defined in the following Table 2
Type of engine Consumption of effective power (VPe)[l/kWh]
Petrol 0,264
Petrol Turbo 0,280
Diesel 0,220CFConversion factor (l/100 km) — (g CO2/km) [gCO2/l] as defined in the following Table 3
Type of fuel Conversion factor (l/100 km) — (g CO2/km) (CF)[gCO2/l]
Petrol 2 330
Diesel 2 640

7. 
The statistical errors in the results of the testing methodology caused by the measurements are to be quantified. For each operating point the standard deviation is calculated as defined by the following formula:
s ηMGi–=sηEIim=∑mj=iηMGij−ηMGi–2mm−1
The standard deviation of the efficiency value of the motor generator (sηMG) is calculated in accordance with Formula 8:
sηMG=∑i=14hi×s ηMGi–2
The standard deviation of the motor generator efficiency (sηMG) leads to an error in the CO2 savings (sCCO2). That error is calculated in accordance with Formula 9:

8. 
It has to be demonstrated for each type, variant and version of a vehicle fitted with the motor generator that the error in the CO2 savings calculated in accordance with Formula 9 is not greater than the difference between the total CO2 savings and the minimum savings threshold specified in Article 9(1) of Regulation (EU) No 725/2011 (see Formula 10).
MT≤CCO2−sCCO2−ΔCO2m
where:

MTMinimum threshold [gCO2/km], which is 1 gCO2/kmΔCO2mCO2 correction coefficient due to the positive mass difference between the motor generator and the baseline alternator. For ΔCO2m the data in Table 4 is to be used.
Type of fuel CO2 correction coefficient due to the extra mass (ΔCO2m)[g CO2/km]
Petrol 0,0277 · Δm
Diesel 0,0383 · Δm

In Table 4 Δm is the extra mass due to the installation of the motor generator. It is the positive difference between the mass of the motor generator and the mass of the baseline alternator. The mass of the baseline alternator is 7 kg.

9. 
The type approval authority is to certify the CO2 savings based on measurements of the motor generator and the baseline alternator using the test methodology set out in this Annex. Where the CO2 emission savings are below the threshold specified in Article 9(1), the second subparagraph of Article 11(2) of Regulation (EU) No 725/2011 shall apply.
