
Article 1 

1. The Porsche AG coasting function intended for use in Porsche S-segment M1 vehicles (sports coupé) is approved as an innovative technology within the meaning of Article 12 of Regulation (EC) No 443/2009, provided that any of the following conditions is met:
(a) the coasting function cannot be deactivated,
(b) where the function has been otherwise deactivated, that it is automatically activated immediately after the deactivation event.
2. The CO2 emissions reduction from the use of the coasting function referred to in paragraph 1 shall be determined using the methodology set out in the Annex. This reduction is differentiated between those vehicles which have cruise control and those that do not.
3. The individual eco-innovation code to be entered into type approval documentation to be used for the innovative technology approved through this Decision shall be ‘13’.
Article 2 
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Done at Brussels, 10 July 2015.
For the Commission
The President
Jean-Claude JUNCKER
ANNEX
1. 
In order to determine the CO2 reduction that can be attributed to the use of the Porsche AG ‘coasting’ technology it is necessary to establish all of the following:


((1)) the testing vehicles;
((2)) the testing procedure to define the modified testing condition (modified NEDC speed profile);
((3)) the testing procedure to be followed to determine the CO2 emission of the eco-innovative vehicle under modified testing conditions;
((4)) the testing procedure to be followed to determine the CO2 emission of the baseline vehicle under modified testing conditions;
((5)) the formulae to calculate the CO2 savings;
((6)) the formulae to calculate the statistical error in the CO2 savings.
 1.1. 
The following vehicles are to be provided:

(a) eco-innovation vehiclea vehicle with the innovative technology activated;(b) baseline vehiclea vehicle with the innovative technology deactivated. If it is not possible to deactivate the technology, it has to be assured that the coasting function is not activated during the testing procedure.
 1.2. 
The emissions of CO2 and fuel consumption of the eco-innovative vehicles have to be measured in accordance with Annex 6 to UN/ECE Regulation No 101 (Method of measuring emissions of carbon dioxide and fuel consumption of vehicles powered by an internal combustion engine only). All of the following procedures shall be modified:


1.2.1. Preconditioning of the vehicle;
1.2.2. Definition of the coast down curve;
1.2.3. Generation of the modified NEDC speed profile;
1.2.4. Number of tests.
 1.2.1. 
One or more complete preconditioning NEDC tests shall be performed, with the innovative technology deactivated (or, when not possible, assuring that the coasting function is not in operation during the testing procedure), to reach the hot testing conditions of engine, motor and battery.
 1.2.2. 
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)) performing dynamometer road load determination, according to the standard operating procedures;
((b)) bringing the car to operating temperature using the preconditioning procedure;
((c)) executing a coast down in coasting mode from 120 km/h to either a standstill or to the lowest possible coasting speed.
 1.2.3.  1.2.3.1. 

((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 within deceleration phases is 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.
 1.2.3.2. 

((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.
 1.2.3.3. 

((a)) Lower speed limit for coasting;
The coasting mode has to be disabled at a speed of 15 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 technical reasons this value can be increased.

 1.2.4. 
The complete test procedure on the test bench shall be repeated at least three times. The arithmetic means of the CO2 emission from the eco-innovation vehicle (EMC) and the respective standard deviation of the arithmetic mean sEMC shall be calculated.
 1.3.  1.3.1. 
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). Both of the following procedures shall be modified:


1.3.1.1. Preconditioning of the vehicle;
1.3.1.2. Number of tests.
 1.3.1.1. 
One or more complete preconditioning NEDC tests shall be performed, with the innovative technology deactivated (or, when not possible, assuring that the coasting function is not activated during the testing procedure), to reach the hot testing conditions of engine, motor and battery with regard to temperatures.
 1.3.1.2. 
The complete test procedure on the test bench shall be repeated at least three times. The arithmetic means of the CO2 emission from the eco-innovation vehicle BTAhot and the respective standard deviation of the arithmetic mean SBTAhot shall be calculated.
 1.4. 
To calculate the CO2 savings of the eco-innovation, the following formula shall be used:
CCO2=c×BTAhot−EMC×UF
Where:

CCO2CO2 savings [g CO2/km];cConversion parameter is 0,96;BTAhotArithmetic means of the CO2 emission of the baseline vehicle under modified testing conditions [g CO2/km];EMCArithmetic means of the CO2 emission of the eco-innovation vehicle under modified testing conditions [g CO2/km];UFUsage factor of the coasting technology for the Porsche technology is 0,8; this value is representative only of the Porsche S-segment vehicles (sport coupé cars); where vehicles are fitted with cruise control this value is 0,4.
 1.5. 
The standard error of the total CO2 saving shall not exceed 0,5 g CO2/km and shall be calculated in accordance with the following formula:
SCCO2≤0,5 g CO2∕km
SCCO2Standard error of the total CO2 saving [g CO2/km],

In case this constraint is not fulfilled, further efforts, e.g. more or better performed measurements, shall be taken into account to reduce the uncertainty of the measurements.

The formula to calculate the standard error is
SCCO2=c×UF×sBTAhot2+UF×sEMC2+c×BTAhot−EMC×sUF2
Where:

sCCO2Standard error of the total CO2 saving [g CO2/km];cConversion parameter is 0,96;BTAhotArithmetic means of the CO2 emission of the baseline vehicle under modified testing conditions [g CO2/km];sBTAhotStandard deviation of the arithmetic mean of the CO2 emission of the baseline vehicle under modified testing conditions [g CO2/km];EMCArithmetic means of the CO2 emission of the eco-innovation vehicle under modified testing conditions [g CO2/km];sEMCStandard deviation of the arithmetic mean of the CO2 emission of the eco-innovation vehicle under modified testing conditions [g CO2/km];UFUsage factor of the coasting technology for the Porsche technology is 0,8; this value is representative only of the Porsche S-segment vehicles (sport coupé cars); where vehicles are fitted with cruise control this value is 0,4;sUFStandard deviation of the arithmetic mean of the usage factor, which is 0,024.
 1.6. 
In order to demonstrate that the 1,0 g CO2/km threshold is exceeded with a statistic relevance, the following formula shall be used:
MT=1g CO2∕km≤CCO2−sCCO2
Where:

MTMinimum threshold [g CO2/km];CCO2CO2 savings [g CO2/km];sCCO2Standard error 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.
