
Article 1 
The BMW AG engine idle coasting function, hereinafter BMW engine idle coasting function, is approved as an innovative technology within the meaning of Article 12 of Regulation (EC) No 443/2009 provided the following conditions are met:

((a)) the innovative technology is fitted in BMW conventional powertrain M1 vehicles with automatic transmission equipped with the BMW engine idle coasting function automatically activated in the predominant driving mode; this 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 BMW engine idle coasting function may not be deactivated in the predominant driving mode by the driver or by external interventions;
((b)) the BMW engine idle coasting function is active at least down to 40km/h;
((c)) for vehicles with the capacity to coast down to a speed lower than 40km/h, the BMW engine idle coasting function shall be de-activated at 40km/h for the purpose of the test set out in the Annex.
Article 2 
The manufacturer BMW AG may apply for certification of the CO2 savings from the BMW engine idle coasting function by reference to this Decision.
The application for certification shall be accompanied by a verification report from an independent and certified body confirming the compliance of the fitted vehicle with the conditions set out in Article 1 and that the CO2 savings threshold of 1gCO2/km specified in Article 9 of Implementing Regulation (EU) No 725/2011 is met.
Article 3 
The reduction in CO2 emissions from the use of the BMW engine idle coasting function referred to in Article 1 shall be determined using the methodology set out in the Annex.
Article 4 
The eco-innovation code No 23 shall be entered into the type approval documentation where reference is made to this Decision in accordance with Article 11(1) of Implementing Regulation (EU) No 725/2011.
Article 5 
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, 28 July 2017.
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 BMW engine idle coasting function, it is necessary to specify the following:


((1)) The test vehicles;
((2)) The testing procedure to determine the CO2 emission of the eco-innovative vehicle under modified testing conditions;
((3)) The testing procedure to be followed to determine the CO2 emission of the baseline vehicle under type approval hot start conditions;
((4)) The calculation of the CO2 savings;
((5)) The calculation of the statistical margin.

2. 
CCO2CO2 savings [g CO2/km];CO2Carbon dioxide;cConversion parameter;BMCArithmetic mean of the CO2 emissions of the baseline technology vehicle under modified testing conditions [gCO2/km];EMCArithmetic mean of the CO2 emission of the eco-innovation technology vehicle under modified testing conditions [gCO2/km];BTAhotArithmetic mean of the CO2 emission of the baseline vehicle under type approval hot start conditions [gCO2/km];BTAArithmetic mean of the CO2 emission of the baseline vehicle under type approval testing conditions [gCO2/km];ETAArithmetic mean of the CO2 emission of the eco-innovation technology vehicle under type approval testing conditions [gCO2/km];RCDRWRelative coasting distance under real world conditions [%];RCDmNEDCRelative coasting distance under modified testing conditions [%];UFUsage factor of the coasting technology, which is 0,62 for the BMW engine idle coasting technology. This value is representative only of the BMW fleet;sCCO2Statistical margin of the total CO2 savings [gCO2/km];sBTAhotStandard deviation of the arithmetic mean of the CO2 emission of the baseline vehicle under type approval hot start conditions [gCO2/km];sEMCStandard deviation of the arithmetic mean of the CO2 emission of the eco-innovation vehicle under modified testing conditions [gCO2/km];sUFStandard deviation of the arithmetic mean of the usage factor.

RWReal-world conditionsTAType approval conditionsBBaseline

3. 
The test vehicles shall fulfil the following specifications:


((a)) Eco-innovative vehicle: a vehicle with the innovative technology installed and active in the predominant driving mode as defined in Article 1(a);
((b)) Baseline vehicle: a vehicle with the innovative technology deactivated or not installed or not available in the predominant driving mode. If it is not possible to deactivate the technology, it has to be assured that the BMW engine idle coasting function is not activated during the dynamometer testing procedure.

4. 
The emissions of CO2 and fuel consumption of the Eco-innovative vehicles have to be measured in accordance with Annex 6 of UN/ECE Regulation No 101 (Method of measuring emissions of carbon dioxide and fuel consumption of vehicles powered by an internal combustion engine only). The following procedures and test conditions shall be modified:
 4.1. 
In order to reach the hot testing conditions of the powertrain, one or more complete preconditioning NEDC tests shall be performed.
 4.2. 
The dynamometer road load determination shall be carried out on a single-roll dynamometer as follows:


((a)) Bring the vehicle to operating temperature following the preconditioning procedure referred to in point 4.1;
((b)) Determine the dynamometer road load according to the standard operating procedures defined in the UN/ECE Regulation No 83.
 4.3. 
The determination of the coast down curve in coasting mode is carried out on a single-roll dynamometer as described in the following compulsory steps:


((a)) Bring the vehicle to operating temperature following the preconditioning procedure referred to in point 4.1;
((b)) Execute a coast down in coasting mode from an initial speed of not less than 120 km/h to either a standstill or to the lowest possible coasting speed.
 4.4. 
The speed profile of the mNEDC shall be generated as follows:
 4.4.1. 

((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-profile;
((c)) All constant speed levels are identical to the NEDC-profile;
((d)) The deceleration values when the BMW engine idle coasting function is deactivated are equal to the ones within the NEDC-profile;
((e)) The speed and time tolerances shall be in accordance with paragraph 1.4 of Annex 7 to UN/ECE Regulation No 101.
 4.4.2. 

((a)) The deviation from the NEDC profile shall be minimised and the overall distance must comply with the NEDC specified tolerances;
((b)) The distance at the end of each deceleration phase of the mNEDC-profile shall be equal to the distances at the end of each deceleration phase of the NEDC-profile;
((c)) For all phases of acceleration, constant velocity and deceleration, standard NEDC tolerances shall be applied;
((d)) During coasting phases the internal combustion engine is decoupled and no active correction of the vehicles velocity trajectory is permitted.
 4.4.3. 

((a)) Lower speed limit for coasting:
The coasting mode shall be disabled at a coasting speed of 40 km/h by engaging the brake. At this point, a coast down curve is followed by a deceleration ramp as described for the NEDC-profile (vmin in Figure 1);
((b)) Minimal stop time:
The minimum time after every coasting deceleration to a standstill or constant speed phase is 2 seconds (tstopmin in Figure 1);
((c)) Minimum time for constant speed phases:
The minimum time for constant speed phases after acceleration or coasting deceleration is 2 seconds (tconstmin in Figure 1). For technically justified reasons this value may be increased. Figure 1 


 4.5. 
The complete test procedure on the test bench shall be repeated at least three times. The arithmetic mean of the CO2 emissions from the eco-innovation vehicle (EMC) and the respective standard deviation of the arithmetic mean (sEMC) shall be calculated.

5. 
The emissions of CO2 and fuel consumption of the baseline vehicles have to be measured in accordance with Annex 6 of UN/ECE Regulation No 101 (Method of measuring emissions of carbon dioxide and fuel consumption of vehicles powered by an internal combustion engine only). The following procedures and test conditions shall be modified:
 5.1. 
In order to reach the hot testing conditions of the powertrain, one or more complete preconditioning NEDC tests shall be performed.
 5.2. 
The complete test procedure under type approval hot start conditions on the test bench shall be repeated at least three times. The arithmetic means of the CO2 emission from the baseline vehicle (BTAhot) and the respective standard deviation of the arithmetic mean (sBTAhot) shall be calculated.

6. 
To calculate the CO2 savings of the innovative technology the following formula shall be used:

Formula 1:

CCO2=BMC−EMC−BTA−ETA×UF

Where,

CCO2CO2 savings [gCO2/km];BMCArithmetic mean of the CO2 emissions of the baseline technology vehicle under modified testing conditions [gCO2/km];EMCArithmetic mean of the CO2 emission of the eco-innovation technology vehicle under modified testing conditions [gCO2/km];BTAArithmetic mean of the CO2 emission of the baseline vehicle under type approval testing conditions [gCO2/km];ETAArithmetic mean of the CO2 emission of the eco-innovation technology vehicle under type approval testing conditions [gCO2/km];UFUsage factor of the BMW engine idle coasting function is 0,62.

If it is demonstrated that the innovative technology is not active under the type approval testing conditions, the Formula 1 may be simplified as follows:

Formula 2:

CCO2=BMC−EMC×UF

To determine BMC, the same modified testing conditions shall be followed by a vehicle which does not have the BMW engine idle coasting function.

It shall be assumed that the baseline vehicle is able to perform a sailing curve (line 2' in Figure 2) without disconnecting the engine from the wheels, although with lower efficiency than a vehicle fitted with a BMW engine idle coasting function (i.e. able to disconnect the engine from the wheels).
 Figure 2 


Figure 2 illustrates that during the deceleration phases of the type approval (3) and the modified (2' + 3') testing conditions no fuel is used (cut-off) by the baseline vehicle.

In order to determine the CO2 emissions of the baseline vehicle under the modified conditions (BMC), those emissions shall be calculated based on the CO2 emissions of the baseline vehicle determined under type approval hot start conditions using a conversion parameter (c-factor) which takes into account the effect of the modified testing conditions in accordance with the following Formula 3:

Formula 3:

c=BMCBTAhot

As consequence, Formula 2 becomes:

Formula 4:

CCO2=c×BTAhot−EMC×UF

Where,

cConversion parameter which is 0,960;BTAhotArithmetic mean of the CO2 emission of the baseline vehicle under type approval hot start conditions [gCO2/km];EMCArithmetic mean of the CO2 emission of the eco-innovation vehicle under modified testing conditions [gCO2/km];UFUsage factor of the coasting technology for the BMW technology which is 0,62; this value is representative only for the BMW fleet.

7. 
The statistical margin in the results of the testing methodology is to be quantified. The statistical margin of the total CO2 saving shall not exceed 0,5 g CO2/km as expressed in the following Formula 5:

Formula 5:

sCCO2≤0,5 gCO2∕km

Where,

sCCO2Statistical margin of the total CO2 savings [g CO2/km].

The statistical margin shall be calculated in accordance with the following Formula 6:

Formula 6

sCCO2=c×UF×sBTAhot2+−UF×sEMC2+c×BTAhot−EMC×sUF2

Where,

sCCO2Statistical margin of the total CO2 savings [g CO2/km];cConversion parameter which is 0,960;BTAhotArithmetic mean of the CO2 emission of the baseline vehicle under type approval hot start conditions [gCO2/km];sBTAhotStandard deviation of the arithmetic mean of the CO2 emission of the baseline vehicle under modified testing conditions [gCO2/km];EMCArithmetic mean of the CO2 emission of the eco-innovation vehicle under modified testing conditions [gCO2/km];sEMCStandard deviation of the arithmetic mean of the CO2 emission of the eco-innovation vehicle under modified testing conditions [gCO2/km];UFUsage factor of the BMW engine idle coasting function which is 0,62; this value is representative only for the BMW fleet;sUFStandard deviation of the arithmetic mean of the usage factor, which is 0,019; this value is representative only for the BMW fleet.

8. 
In order to demonstrate that the 1 gCO2/km threshold is exceeded in a statistically significant way, the following Formula shall be used:

Formula 7

MT=1 gCO2∕km≤CCO2−sCCO2

Where,

MTMinimum threshold [gCO2/km];CCO2CO2 savings [gCO2/km];sCCO2Statistical margin of the total CO2 savings [gCO2/km].

Where the CO2 emission savings, as a result of the calculation using Formula 4 are below the threshold specified in Article 9(1) of Implementing Regulation (EU) No 725/2011, the second subparagraph of Article 11(2) of that Regulation shall apply.
