
Article 1 
The battery-charging photovoltaic roof as described in the application by a2solar Advanced and Automotive Solar Systems GmbH is approved as an innovative technology within the meaning of Article 12 of Regulation (EC) No 443/2009.
Article 2 

1. The manufacturer may apply for certification of the CO2 savings from a battery charging photovoltaic roof system intended for use in conventional combustion-engine-powered M1 vehicles which comprises all of the following elements:
(a) a photovoltaic roof;
(b) an appliance needed for the conversion of the solar energy into electricity and its storage;
(c) a dedicated storage capacity.
2. The total mass of those components shall be verified and confirmed in a report from an independent and certified body.
Article 3 

1. The reduction in CO2 emissions from the use of battery charging photovoltaic roof systems referred to in Article 2(1) shall be determined using the methodology set out in the Annex.
2. Where a manufacturer applies for the certification of the CO2 savings from more than one battery charging photovoltaic roof system in relation to one vehicle version, the type approval authority shall determine which of the roofs tested delivers the lowest CO2 savings, and record the lowest value in the relevant type approval documentation. That value shall be indicated in the certificate of conformity in accordance with Article 11(2) of Implementing Regulation (EU) No 725/2011.
Article 4 
The eco-innovation code No 21 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 
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Done at Brussels, 3 November 2016.
For the Commission
The President
Jean-Claude JUNCKER
ANNEX
1. 
In order to determine the CO2 emission reductions that can be attributed to a battery charging photovoltaic (PV) roof for use in an M1 vehicle, it is necessary to establish the following:


((1)) the testing conditions
((2)) the test equipment;
((3)) the determination of the peak power output;
((4)) the calculation of the CO2 savings;
((5)) the calculation of the statistical margin of the CO2 savings.

2. 
CCO2CO2 savings [g CO2/km]CO2Carbon dioxideCFConversion factor (l/100 km) — (g CO2/km) [gCO2/l] as defined in Table 3MMean annual mileage [km/year] as defined in Table 4mPP–Measured average solar PV roof peak power output [W]nNumber of measurements of the solar PV roof peak power output, which is at least 5SCCSolar correction coefficient [-] as defined in Table 1sCCO2Statistical margin of the total CO2 savings [g CO2/km]SIRYearly European mean solar irradiation [W/m2], which is 120 W/m2SIR_STCGlobal irradiation at Standard Test Conditions (STC) [W/m2], which is 1 000 W/m2smPP–Standard deviation of the arithmetic mean of the solar PV roof peak power output [W]UFIRUsage factor (shading effect), which is 0,51VPeConsumption of effective power [l/kWh] as defined in Table 2Sensitivity of calculated CO2 savings related to the average solar PV roof peak power output

ΔCO2mCO2 correction coefficient due to the extra mass of the solar system [g CO2/km] as defined in Table 5ΔmExtra mass due to the installation of the solar system [kg]ηAAlternator efficiency [%], which is 67 %ηSSSolar system efficiency [%], which is 76 %ΦLengthwise inclination of the solar panel [°]

Index (i) refers to measurement of the PV roof peak power output

3. 
The measured average peak power output mPP– of the PV roof is to be determined experimentally for each vehicle variant. Initial stabilisation of the tested device is to be done in accordance with the methodology specified in the international standard IEC 61215-2:2016. The measurements of the peak power output shall be performed at standard test conditions as defined in the international standard IEC/TS 61836:2007.

A dismantled complete PV roof is to be used. The four corner points of the panel are to touch the measurement plane.

The measurements of the peak power output shall be performed at least five times and the arithmetic mean (mPP–) has to be calculated.

4. 
The CO2 savings of the PV roof are to be calculated by Formula 1 
CCO2=SIR×UFIR×ηSS×mPP–SIR_STC×SCC×VPeηA×CFM×cosΦ−ΔCO2m
Where:

CCO2CO2 savings [g CO2/km]SIRYearly European mean solar irradiation [W/m2], which is 120 W/m2UFIRUsage factor (shading effect) [-], which is 0,51ηSSEfficiency of the photovoltaic system [%], which is 76 %mPP–Measured average PV roof peak power output [W]SIR_STCGlobal irradiation at Standard Test Conditions (STC) [W/m2], which is 1 000 W/m2SCCSolar correction coefficient [-] as defined in Table 1. Total available storage capacity of the battery system or the SCC value is to be supplied by the vehicle manufacturer.
Total available storage capacity of (12 V) battery system/average PV roof peak power output [Ah/W] 0,10 0,20 0,30 0,40 0,50 0,60 > 0,666
Solar correction coefficient (SCC) 0,481 0,656 0,784 0,873 0,934 0,977 1
VPeConsumption of effective power [l/kWh] as defined in Table 2
Type of engine Consumption of effective power (VPe)[l/kWh]
Petrol 0,264
Petrol Turbo 0,280
Diesel 0,220ηAEfficiency of the alternator [%], which is 67 %;CFConversion factor (l/100km) — (g CO2/km) [gCO2/l] as defined in Table 3
Type of fuel Conversion factor (l/100 km) — (g CO2/km) (CF)[gCO2/l]
Petrol 2 330
Diesel 2 640MMean annual mileage [km/year] as defined in Table 4
Type of fuel Mean annual mileage (M) [km/year]
Petrol 12 700
Diesel 17 000ΦLengthwise inclination of the solar panel [°]. This value is to be supplied by the vehicle manufacturerΔCO2mCO2 correction coefficient due to the extra mass of the solar roof and, where applicable, the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage [g CO2/km] as defined in Table 5.
Type pf fuel CO2 correction coefficient due to the extra mass (ΔCO2m)[g CO2/km]
Petrol 0,0277 · Δm
Diesel 0,0383 · Δm

In Table 5 Δm is the extra mass due to the installation of the photovoltaic system, composed by the PV roof and, where applicable, the additional battery and other appliances needed specifically for the conversion of the solar energy into electricity and its storage.

In particular, Δm is the positive difference between the mass of the photovoltaic system mass and the mass of a standard steel roof. The mass of a standard steel roof is assumed equal to 12 kg. In case the weight of the solar system is lower than 12 kg, no correction for the change in mass has to be made.

5. 
The standard deviation of the arithmetic mean of the peak power output is to be calculated by Formula 2.
smPp–=∑i=1nmPPi−mPP–2nn−1
Where:

smPp–Standard deviation of the arithmetic mean of the peak power output [W]mPPiMeasurement value of the peak power output [W]mPP–Arithmetic mean of the peak power output [W]nNumber of measurements of the peak power output, which is at least 5

The standard deviation of arithmetic mean of the PV roof peak power output leads to a statistical margin in the CO2 savings sCCO2. This value is to be calculated in accordance with Formula 3.

6. 
It has to be demonstrated for each type, variant and version of a vehicle fitted with the battery charging PV roof that the minimum threshold of 1 gCO2/km is exceeded in a statistically significant way, as specified in Article 9(1) of Implementing Regulation (EU) No 725/2011. As a consequence, Formula 4 is to be used.
MT≤CCO2−sCCO2
Where:

MTMinimum threshold [g CO2/km], which is 1 g CO2/kmsCCO2Statistical margin of the total CO2 savings [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.
