
Article 1 

1. The LED low beam module ‘E-Light’ intended for use in M1 vehicles 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 LED low beam module ‘E-Light’ referred to in paragraph 1 shall be determined using the methodology set out in the Annex.
Article 2 
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Done at Brussels, 10 March 2014.
For the Commission
The President
José Manuel BARROSO
ANNEX
1. 
In order to determine the CO2 reductions that can be attributed to the use of the LEDs in Low Beam module, named E-Light, in an M1 vehicle, it is necessary to establish the following:


((a)) the testing conditions;
((b)) the test procedure;
((c)) the formulae for calculating the CO2 savings;
((d)) the formulae for calculating the standard deviation;
((e)) the determination of the CO2 savings for the certification by type approval authorities.

2. 
The requirements of UN/ECE Regulation No 112 on Uniform provisions concerning the approval of motor vehicle headlamps emitting an asymmetrical passing beam or a driving beam or both and equipped with filament lamps and/or light-emitting diode (LED) modules shall apply. For determining the power consumption, the reference is to be made to point 6.1.4 of Regulation No 112, and points 3.2.1 and 3.2.2 of Annex 10 to Regulation No 112.

In addition, a warming-up of the equipment under test (EUT) during 30 minutes shall take place by delivering a current of 0,78 A to the EUT, with a voltage of 13,4 V. The EUT consists of the electronic control unit (ECU) of the LED lamp and the low beam module.

3. 
Measurements are to be performed as shown in the figure. The following equipment is to be used:


— Two Digital Multi Meters, one for measuring the DC-current, and the other for measuring the DC-voltage.
— A power supply unit.

In total ten measurements is to be done with the following voltages: 9,0 V; 10,0 V; 11,0 V; 12,0 V; 13,0 V; 13,2 V; 13,4 V; 14,0 V; 15,0 V; 16,0 V (where values of 13,2 V and 13,4 V are typical values for the voltages in passenger’s vehicles).

For each voltage the current is to be measured respectively.

The exact installed voltages and the measured current is to be recorded in four decimals.

4. 
The following steps are to be taken to determine the CO2 savings and to determine whether the threshold value of 1 g CO2/km is met:

Step 1Calculate the power savings;Step 2Calculate the CO2 savings;Step 3Calculate the error in the CO2 savings;Step 4Verify the threshold value.
 4.1. 
For each of the 10 measurements the power which is used is to be calculated by multiplying the installed voltage with the measured current. This is to result in 10 values. Each value is to be expressed in four decimals. Then the mean value of the used power is to be calculated, which is the sum of the 10 values for the power divided by 10.

The resulting power savings are to be calculated with the following formula:

Formula (1) ΔP=Pbaseline:− Peco-innovation

Where:

ΔPPower savings in W;PbaselinePower of the baseline, which is 137 W;Peco-innovationMean value of the used power of the eco-innovation in W.
 4.2. 
The formulae to calculate the CO2 savings of the eco-innovation are:


 For a petrol-fuelled vehicle:
Formula (2) CCO2=ΔP× UF× VPe-P∕ηΑ× CFP∕v
 For a diesel-fuelled vehicle:
Formula (3) CCO2=ΔP× UF× VPe-D∕ηΑ× CFD∕v

Where in these formulae CO2 is the CO2 savings in g CO2/km.

The input data for the formulae (2) and (3) are:

ΔPSaved electrical power in W, which is the result of step 1UFUsage factor which is 0,33 for a low beam lampvmean driving speed of the NEDC, which is 33,58 km/hVPe-Pconsumption of effective power for petrol-fuelled vehicles, which is 0,264 1/kWhVPe-Dconsumption of effective power for diesel-fuelled vehicles, which is 0,22 1/kWhηΑefficiency of the alternator, which is 0,67CFPconversion factor for petrol fuel, which is 2 330 g CO2/lCFDconversion factor for diesel fuel, which is 2 640 g CO2/l
 4.3. 
The statistical error in the CO2 savings is to be determined in two steps. In the first step the error value of the power is to be determined as a standard deviation being equivalent to a confidence interval of 68 %.

This is to be done by formula (4).

Formula (4) Sx–=∑i= 1nxi−x–2nn− 1

Where:

Sx–standard deviation of arithmetic mean [W];ximeasurement value [W];x–arithmetic mean [W];nnumber of measurements, which is 10.

Then the error in the CO2 savings is to be determined using the propagation law, which is expressed in formula (5).

Formula (5) ΔCCO2–=∑i= 1n∂CCO2∂P× ePi2

Where:

ΔCCO2:mean total error of the CO2 saving (gCO2/km)∂ CCO2/∂Psensitivity of calculated CO2 saving related to input value xiePi:error of input value (W)

Substituting formula (2) in formula (5) leads for petrol fueled vehicles to:

Formula (6) ΔCCO2=0,0090 gCO2∕kmW× eP

Where:

ΔCCO2the error in the CO2 savings (g CO2/km);ePthe error in the power consumption (W).

Substituting formula (2) in formula (5) leads for diesel fueled vehicles to:

Formula (7) ΔCCO2=0,0085 gCO2/kmW× eP

Where:

ΔCCO2the error in the CO2 savings (g CO2/km);ePerror in the power consumption (W).
 4.4. 
By means of formula (8) the threshold value is verified. The minimum threshold value is 1,0 g CO2/km.

Formula (8): MT≤CCO2−ΔCCO2–

Where:

MTminimum threshold (g CO2/km)CCO2total CO2 saving (g CO2/km), which must be expressed in 4 decimals,ΔCCO2–mean total error of the CO2 saving (g CO2/km), which must be expressed in 4 decimals.

5. 
For the purposes of determining the general eco-innovation code to be used in the relevant type approval documents in accordance with Annexes I, VIII and IX to Directive 2007/46/EC of the European Parliament and of the Council, the individual code to be used for the innovative technology approved through this Decision shall be ‘5’.

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