
Article 1 

1. The enthalpy storage tank described in the application of MAHLE Behr GmbH & Co. KG 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 enthalpy storage tank shall be determined using the methodology set out in the Annex.
3. The individual eco-innovation code to be entered into type approval documentation to be used for the innovative technology approved through this Implementing Decision shall be ‘18’.
Article 2 
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Done at Brussels, 11 March 2016.
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 enthalpy storage tank technology (EST system), it is necessary to establish the following:


((a)) the testing procedure to be followed for determining the cool-down curves of the baseline vehicle (the vehicle fitted with a deactivated enthalpy storage tank) and the eco-innovation vehicle;
((b)) the testing procedure to be followed for determining the CO2 emission at different engine coolant start temperature;
((c)) the testing procedure to be followed for determining the theoretical temperature of the engine after discharging the EST system;
((d)) the testing procedure to be followed for determining the Hot start benefit;
((e)) the formulae to be used for determining the CO2 savings;
((f)) the formulae to be used for determining the statistical error and significance of the results.

2. 
BTACO2 emission of the vehicle under type approval conditions [g CO2/km]CCO2CO2 savings [g CO2/km]CO2Carbon dioxideCO2 (Tk)Arithmetic mean of the CO2 emissions of the vehicle measured using NEDC cycle, ambient temperature of 14 °C and engine coolant start temperatures Tk [g CO2/km]dengTemperature decay factor of the engine coolant cool down curve [1/h]dESTTemperature decay factor of the EST cool down curve [1/h]ESTEnthalpy Storage TankKEffective ratio of thermal inertias [-]mNumber of measurements of the sampleNEDCNew European Driving CycleNPTengtiNormalised fuel consumption potential at the engine coolant start temperature for the selected parking times ti [-]ptParking time [h]TengTemperature of the engine coolant during parking time [°C]TengmodTheoretical engine coolant temperature after discharging the EST system [°C]TESTTemperature of the EST coolant during parking time [°C]TcoldCold start temperature [°C] which is 14 °CThotHot start temperature [°C] which is the coolant temperature reached at the end of the NEDC cycleSOCState of chargeSVSptShare of parking time distribution [%] as defined in Table 6WFtiWeighting factor for the parking time ti [%] as defined in Table 3

Index ti refers to the selected parking times as defined in Table 1

Index j refers to measurements of the sample

Index k refers to engine coolant start temperatures

3. 
The cool-down curves shall be determined experimentally for the baseline vehicle engine coolant and the eco-innovation vehicle coolant. The same curves shall be applicable for vehicle variants with the same heat capacities, engine bay packaging, engine heat insulation and EST system. The experimental tests shall include continuous measurements of the representative coolant temperatures of the engine coolant and the coolant stored in the EST system by means of thermocouples at a constant ambient temperature of at least 14 °C for 24 h. The engine shall be heated up to the maximum coolant temperature before cut-off by a sufficient number of consecutive NEDC tests. After preconditioning, the ignition shall be switched off and the dash key pulled out. The car's bonnet shall be closed completely. Any artificial ventilation system inside the test cell shall be switched off.

The resulting measured cool-down curves shall be converged by the mathematical approach described by Formula 1 and Formula 2 for the engine and the EST system respectively.
Tengpt=Tcold+Thot−Tcolde−deng×ptTESTpt=Tcold+Thot−Tcolde−dEST×pt
The least squares method shall be used for the fitting of the curves. To do that, at least the temperature measurement data of the first 30 minutes after engine cut-off are not to be considered because of the untypical behaviour of the coolant temperature after switching off the coolant system.

Using Formula 1, the engine temperature at specific parking time conditions (Tengti) should be calculated and given in Table 1.


Selected parking time (ti) t1 t2 t3
pt [h] 2,5 4,5 16,5
Tengti[°C]   

4. 
The emission of CO2 and fuel consumptions of the vehicle have to be measured in accordance with Annex 6 to UN/ECE Regulation No 101 (Method of measuring emission of carbon dioxide and fuel consumption of vehicles powered by an internal combustion engine only). The procedure should be modified accordingly to the following:


1.. the ambient temperature in the test cell shall be below 14 °C;
2.. the 5 engine coolant start temperatures shall be the followings: Tcold, Thot, Tengt1, Tengt2 and Tengt3.

The tests can be performed at any order. It is possible to perform one or two preconditioning NEDC tests between the tests. It shall be ensured and documented that the state of charge (SOC) of the starter battery (for example, using its Controller Area Network signal) after each test is within 5 %.

The complete tests procedure shall be repeated at least three times (i.e. m ≥ 3). Arithmetic means of the CO2 results at each engine coolant start temperatures (Tk) shall be calculated using Formula 3 and given in Table 2.
CO2Tk=∑mj=1CO2Tkjm
where k = 1, 2, …, 5


T1 = Tcold T2 = Thot T3=Tengt1 T4=Tengt2 T5=Tengt3


Engine coolant starting temperature Tk Tcold Thot Tengt1 Tengt2 Tengt3
CO2(Tk) [g CO2/km]     

5. 
Using the test results defined in paragraph 4 and reported in Table 2, the Normalised fuel consumption potential NP(Tengti) at the selected parking time conditions reported in Table 1, shall be calculated using Formula 4.
NPTengti=CO2Tcold−CO2TengtiCO2Tcold−CO2Thot
Then, the theoretical engine coolant temperature after discharging the EST system for the selected parking time conditions Tengmodti, shall be calculated using Formula 5.
Tengmodti=2NPTengti−1×Thot−Tcold+Tcold
The relative ratio of thermal inertias Kti at the selected parking time conditions shall be defined using Formula 6.
Kti=Tengmodti−TengtiTESTti−Tengti
The resulting effective ratio of thermal inertias K is calculated weighting the three results Kti by the share of vehicle stops, as defined by Formula 7.
K=∑i=13Kti×WFti
where

WFtiWeighting factor for the parking time ti [-] as defined in Table 3


WFt1 [%] 63,4
WFt2 [%] 14,0
WFt3 [%] 22,6

The theoretical temperature of the engine after discharging the EST system for the parking time condition pt Tengmodpt shall be calculated using Formula 8.
Tengmodpt=Tengpt+K×TESTpt−Tengpt
The calculation results shall be given in Table 4


pt [h] 0,5 1,5 2,5 3,5 4,5 5,5 6,5 7,5 8,5 9,5 10,5 11,5
Tengmodpt[°C]            
pt [h] 12,5 13,5 14,5 15,5 16,5 17,5 18,5 19,5 20,5 21,5 22,5 23,5
Tengmodpt[°C]            

6. 
The hot start benefit (HSB) of the vehicle fitted with the technology shall be determined experimentally with Formula 9. This value describes the difference of CO2 emissions between a cold start and a hot start NEDC test in relation to the cold start result.
HSB=1−CO2ThotCO2Tcold
7. 
Prior to the launch of the official Type I test to be performed in accordance with Regulation (EC) No 692/2008, the type approval authority shall verify that the coolant temperature, including inside the enthalpy storage tank, is within ± 2 K of the temperature of the room. Where this temperature is not achieved, the methodology for determining the CO2 savings for the EST may not be applied.

The verification may be performed either by a measurement inside the Enthalpy Storage Tank (e.g. by means of a thermocouple), or by turning off the EST system before the conditioning procedure in order not to store heated coolant inside the tank. The temperature inside the enthalpy storage tank shall be recorded in the test report.

The relative CO2 reduction potential ΔCO2pt at different parking times shall be calculated using Formula 10.
ΔCO2pt=1,443×ln Tengmodpt+Thot−2×TcoldTengpt+Thot−2×Tcold×HSB
The calculation results shall be given in Table 5


pt [h] 0,5 1,5 2,5 3,5 4,5 5,5 6,5 7,5 8,5 9,5 10,5 11,5
ΔCO2(pt) [%]            
pt [h] 12,5 13,5 14,5 15,5 16,5 17,5 18,5 19,5 20,5 21,5 22,5 23,5
ΔCO2(pt) [%]            

The CO2 savings weighted by the parking times (pt) shall be calculated using Formula 11.
CCO2=BTA×∑pt=124ΔCO2pt×SVSpt
where:

SVSptShare of parking time distribution [%] as defined in Table 6


pt [h] 0,5 1,5 2,5 3,5 4,5 5,5 6,5 7,5 8,5 9,5 10,5 11,5
SVSpt [%] 36 13 6 4 2 2 1 1 3 4 3 1
pt [h] 12,5 13,5 14,5 15,5 16,5 17,5 18,5 19,5 20,5 21,5 22,5 23,5
SVSpt [%] 1 3 3 2 1 1 1 1 1 1 1 1

8. 
The statistical errors in the outcomes of the testing methodology caused by the measurements are to be quantified. For each test performed at the different engine coolant start temperatures, the standard deviation of the arithmetic mean is calculated as defined by Formula 12.
SCO2Tk=∑mj=1CO2Tkj−CO2Tk2mm−1
where k = 1, 2, …, 5


T1 = Tcold T2 = Thot T3=Tengt1 T4=Tengt2 T5=Tengt3

The standard deviation of the CO2 savings SCCO2 is to be calculated by means of Formula 13.

where

9. 
It has to be demonstrated for each type, variant and version of a vehicle fitted with the EST system that the error in the CO2 savings calculated with Formula 13 is not greater than the difference between the total CO2 savings and the minimum savings threshold specified in Article 9(1) of Regulation (EU) No 725/2011 (see Formula 14).
MT≤CCO2−SCCO2−ΔCO2m
where:

MTMinimum threshold [gCO2/km], which is 1 gCO2/kmΔCO2mCO2 correction coefficient due to the mass increase due to the installation of the EST system. For ΔCO2m the data in Table 7 is to be used.


Type of fuel CO2 correction coefficient due to the extra mass (ΔCO2m)[g CO2/km]
Petrol 0,0277 · Δm
Diesel 0,0383 · Δm

In Table 7 Δm is the extra mass due to the installation of the EST system. It is the mass of the EST system fully charged with the coolant.

10. 
The type approval authority is to certify the CO2 savings based on measurements of the EST system using the test methodology set out in this Annex. Where the CO2 emission savings are below the threshold specified in Article 9(1), the second subparagraph of Article 11(2) of Regulation (EU) No 725/2011 shall apply.
