
Article 1 
The 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 conventional powertrain vehicles of category M1 with an automatic transmission or a manual gearbox with an automated clutch;
((b)) the engine idle coasting function is automatically activated in 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 (‘predominant driving mode’);
((c)) the engine idle coasting function may not be deactivated in the predominant driving mode by the driver or by external interventions;
((d)) the engine idle coasting function is active at least down to 15 km/h;
((e)) for vehicles with the capacity to coast down to a speed lower than 15 km/h, the engine idle coasting function must be de-activated at 15 km/h for the purpose of the test set out in the Annex.
Article 2 
Any manufacturer may in accordance with Article 11 of Implementing Regulation (EU) No 725/2011 apply to an approval authority for certification of the CO2 savings from the 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 1 gCO2/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 engine idle coasting function referred to in Article 1 shall be determined using the methodology set out in the Annex. The approval authority shall verify the reduction achieved, inter alia, by using the verification report referred to in Article 2 and shall certify that reduction level, provided that the threshold specified in Article 9 of Implementing Regulation (EU) No 725/2011 is met.
That reduction shall be taken into account for the calculation of the average specific emissions of a manufacturer until and including the 2020 calendar year.
Article 4 
The eco-innovation code No 25 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 apply until 31 December 2020.
Article 6 
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, 19 December 2018.
For the Commission
The President
Jean-Claude JUNCKER
ANNEX
1. 
To determine the CO2 savings that can be attributed to the use of the Engine Idle Coasting Function, it is necessary to specify the following:


((1)) The test vehicles;
((2)) The procedure to precondition the vehicle;
((3)) The procedure to perform the dynamometer road load determination;
((4)) The procedure to define the modified testing conditions;
((5)) The procedure to determine the CO2 emissions of the eco-innovative vehicle under modified testing conditions;
((6)) The procedure to determine the CO2 emissions of the baseline vehicle under Type 1 hot start conditions;
((7)) The calculation of the CO2 savings;
((8)) The calculation of the uncertainty of the CO2 savings.

2. 
CCO2CO2 savings [g CO2/km]CO2Carbon dioxidecConversion parameterBMCArithmetic mean of the CO2 emissions of the baseline 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 (NEDC) hot start conditions [gCO2/km]BTAArithmetic mean of the CO2 emission of the baseline vehicle under type approval (NEDC) testing conditions [gCO2/km]ETAArithmetic mean of the CO2 emission of the eco-innovation technology vehicle under type approval (NEDC) testing conditions [gCO2/km]RCDRWRelative coasting distance under real world conditions [%]RCDmNEDCRelative coasting distance under modified testing conditions [%]UFUsage factor of the coasting technologysCCO2Statistical margin of the total CO2 saving [g CO2/km]sBTAhotStandard deviation of the arithmetic mean of the CO2 emission of the baseline vehicle under type approval (NEDC) 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 (NEDC) conditionsBBaseline

3. 
The test vehicles shall fulfil the following requirements:


((a)) Baseline vehicle: a vehicle with the innovative technology deactivated or not installed. For that vehicle, it shall be verified that the coasting function is not activated during the NEDC test (i.e. the test run to obtain BMC=BTAhot);
((b)) Eco-innovative vehicle: a vehicle with the innovative technology installed and active in default or predominant 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. Engine-on coasting function may not be deactivated by the driver in the predominant driving mode;

4. 
In order to reach the hot testing conditions of the powertrain, one or more complete preconditioning NEDC or mNEDC driving cycles shall be performed.

5. 
The dynamometer road load determination shall be carried out on a chassis dynamometer as follows:


— Preconditioning the vehicle according to point 4;
— Performing the dynamometer road load determination, according to the procedures defined in the UN/ECE Regulation No 83 Annex 4a — Appendix 7.

6.  6.1. 
The determination of the coast down curve in coasting mode shall be carried out on a chassis dynamometer and following these two compulsory steps:


— Bringing the vehicle to operating temperature using the preconditioning procedure;
— Executing a coast down in coasting mode from 125 km/h to either a standstill or to the lowest possible coasting speed.
 6.2. 
The speed profile of the mNEDC shall be generated according to the following rules:


— The test sequence is composed of an urban cycle made of four elementary urban cycles and an extra-urban cycle;
— All acceleration ramps are identical to the NEDC-profile;
— All constant speed levels are identical to the NEDC-profile;
— The deceleration values when coasting function is deactivated are equal to the ones within the NEDC-profile;
— The speed and time tolerances shall be in accordance with paragraph 1.4 of Annex 7 to UN/ECE Regulation No 101.
— The deviation from the NEDC profile shall be minimised and the overall distance must comply with the NEDC specified tolerances;
— 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;
— For all phases of acceleration, constant velocity and deceleration, standard NEDC tolerances shall be applied.
— During coasting phases the ICE is decoupled and no active correction of the vehicles velocity trajectory is permitted.
— Lower speed limit for coasting vmin: The coasting mode has to be disabled at the lower speed limit (15 km/h) for coasting by pressing the brake pedal.
— Minimal stop time: The minimum time after every coasting deceleration to a standstill or constant speed phase is 2 seconds (tstopmin in Figure 1).
— Minimum duration for constant speed phases: The minimum duration for constant speed phases after acceleration or coasting deceleration shall be at least 2 seconds (tconstmin in Figure 1).
— During the deceleration phases, the coasting mode can be enabled if the speed is below vmax, vmax being the maximum speed of the test cycle.
— The coasting mode may be disabled for speeds higher than vmin.
 Figure 1 


For vehicles equipped with manual gearboxes, the gearshift table shall be adapted using the following assumptions:


1.. The gearshift selection during vehicle acceleration remains as defined for the NEDC
2.. the timing for the downshifts of the modified NEDC differ 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 portion of the NEDC cycle are modified as described in the following table:


 1 PM = gearbox in neutral, clutch engaged. K1, K2 = first or second gear engaged, clutch disengaged.



7. 
The emissions of CO2 of the eco-innovative vehicles shall 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 elements shall be modified:


— The preconditioning of the vehicle
— The speed profile
— The number of tests

The preconditioning shall be conducted according to Section 4 of the present Annex.

The speed profile shall be generated according to Section 6 of the present Annex.

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

8. 
The CO2 emissions 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 elements shall be modified:


— The preconditioning of the vehicle
— The number of tests

The preconditioning shall be done according to Section 4 of the present Annex.

The complete test procedure under type approval (NEDC) 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.

9. 
The formula to calculate the CO2 savings is the following:
CCO2=BMC−EMC×UFMC−BTA−ETA×UFTA
Where

CCO2CO2 savings [gCO2/km]BMCArithmetic mean of the CO2 emissions of the baseline 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 (NEDC) testing conditions [gCO2/km]ETAArithmetic mean of the CO2 emission of the eco-innovation technology vehicle under type approval (NEDC) testing conditions [gCO2/km]UFMCUsage factor of the coasting technology under modified conditions, which is 0,52 for vehicles equipped with a conventional powertrain and an automatic transmission and 0,48 for vehicles equipped with a conventional powertrain and a manual transmission with an automated clutch.UFTAUsage factor of the coasting technology under type approval (NEDC) conditions

Since the innovative technology is not active under type approval (NEDC) conditions, the general equation for calculating the CO2 savings can be simplified as follows:
CCO2=BMC−EMC×UFMC
The term UFMC of the Formula 2 will be hereafter simply written as ‘UF’ since it is the unique usage factor thanks to the previous simplification.

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

The assumption is 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 coasting vehicle (able to disconnect the engine from the wheels). Sailing is intended as the hypothetical coasting behaviour of the baseline vehicle.
 Figure 2 


A common characteristic of a baseline vehicle is that, during deceleration phases of the type approval (NEDC) (3) and modified (2′ + 3′) testing conditions, no fuel is used (cut-off).

The definition of the coasting curve (1′ + 2′ + 3′) for the baseline vehicle is a complex process since different parameters are involved (e.g. gear range, electric power demand, transmission temperature). Since it would therefore be difficult for the driver to follow this speed trace without exceeding the speed and time tolerances, it has therefore been proposed to use a conversion parameter (i.e. c-factor) to calculate the CO2 emissions of the baseline vehicle under modified conditions (BMC) from the CO2 emissions of the baseline vehicle emissions under type approval (NEDC) hot start conditions (BTAhot).

The relation between BTAhot and BMC is defined using the c-factor, shown on the following Formula 3
c=BMCBTAhot
As consequence, Formula 2 becomes
CCO2=c×BTAhot−EMC×UF
Where

cConversion parameter which is 0,960BTAhotArithmetic mean of the CO2 emission of the baseline vehicle under type approval (NEDC) 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 under modified conditions, which is 0,52 for vehicles equipped with a conventional powertrain and an automatic transmission and 0,48 for vehicles equipped with a conventional powertrain and a manual transmission with an automated clutch.

The usage factor has been defined by Formula 5.
UF=RCDRWRCDmNEDC
With:

RCDRWRelative coasting distance under real world conditions [%];RCDmNEDCRelative coasting distance under modified NEDC testing conditions [%].

The relative coasting distance RCD under real world conditions is defined as the distance travelled with coasting active divided by total driving distance per trip.

10. 
The uncertainty of the total CO2 saving should not exceed 0,5 g CO2/km (Formula 6).
sCCO2≤0,5 gCO2∕km
sCCO2Statistical margin of the total CO2 saving [g CO2/km],

The formula to calculate the statistical margin is
sCCO2=c×UF×sBTAhot2+−UF×sEMC2+c×BTAhot−EMC×sUF2
Where

sCCO2Statistical margin of the total CO2 saving [g CO2/km],cConversion parameter which is 0,960BTAhotArithmetic mean of the CO2 emission of the baseline vehicle under type approval (NEDC) 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 coasting technology, which is 0,52 for vehicles equipped with a conventional powertrain and an automatic transmission and 0,48 for vehicles equipped with a conventional powertrain and a manual transmission with an automated clutch.sUFStandard deviation of the arithmetic mean of the usage factor, which is 0,027;

11. 
The calculated CO2 savings value (CCO2) and the statistical margin of the CO2 saving (sCCO2) must be rounded up and expressed to a maximum of two decimal places.

Each value used in the calculation of the CO2 savings (i.e. BTAhot and EMC) can be applied unrounded or must be rounded up and expressed to a minimum number of decimals which allows the maximum total impact (i.e. combined impact of all rounded values) on the savings to be lower than 0,25 gCO2/km.

12. 
In order to demonstrate that the 1 gCO2/km threshold is exceeded in a statistically significant way, the following Formula shall be used:

MT=1 g CO2∕km≤CCO2−sCCO2

Where

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