
Article 1 
The technology used in the MELCO GXi alternator for category N1 vehicles is approved as an innovative technology within the meaning of Article 12 of Regulation (EU) No 510/2011.
Article 2 

1. A manufacturer may apply for certification of the CO2 savings from one or several 12 Volt (V) efficient alternators intended for use in N1 vehicles, provided that each alternator is a component used solely to charge the vehicle battery and to power the electrical system of the vehicle when its combustion engine is running and complies with either of the following conditions:
(a) where the mass of the 12 V efficient alternator does not exceed the mass of the baseline alternator of 7 kg, the efficiency of the alternator, determined in accordance with the Annex, shall be at least:
((i)) 73,8 % for petrol-fuelled vehicles;
((ii)) 73,4 % for petrol turbo-fuelled vehicles;
((iii)) 74,2 % for diesel-fuelled vehicles;
(b) where the mass of the 12 V efficient alternator exceeds the mass of the baseline alternator of 7 kg, the vehicle fitted with this alternator shall meet the minimum reduction threshold of 1 g CO2/km specified in Article 9(1)(a) of Implementing Regulation (EU) No 427/2014; that reduction shall be determined taking into account the extra mass according to Formula 10 set out in the Annex to this Decision; the extra mass shall be verified and confirmed in the verification report to be submitted to the type approval authority together with the application for certifications.
2. An application for the certification of the savings from one or several efficient alternators shall be accompanied by an independent verification report certifying that the alternator or alternators comply with the conditions set out in paragraph 1, and verifying and confirming the mass of the alternator.
3. The type approval authority shall reject the application for certification if it finds that the alternator or alternators do not comply with the conditions set out in paragraph 1.
Article 3 

1. The reduction in CO2 emissions from the use of an efficient alternator 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 one vehicle version fitted with more than one efficient alternator referred to in Article 2(1), the type approval authority shall determine which of the alternators 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 427/2014.
Article 4 
The eco-innovation code No 24 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 427/2014.
Article 5 
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Done at Brussels, 29 November 2018.
For the Commission
The President
Jean-Claude JUNCKER
ANNEX
1. 
In order to determine the CO2 savings that can be attributed to the use of an efficient alternator in an N1 vehicle, it is necessary to specify the following:


((1)) The testing conditions;
((2)) The test equipment;
((3)) The determination of the efficiency of the efficient alternator and the baseline alternator;
((4)) The calculation of the CO2 savings;
((5)) The calculation of the statistical error.

CCO2CO2 savings [g CO2/km]CO2Carbon dioxideCFConversion factor (l/100 km) - (g CO2/km) [gCO2/l] as defined in Table 3hFrequency as defined in Table 1ICurrent intensity at which the measurement shall be carried out [A]mNumber of measurements of the sampleMTorque [Nm]nRotational frequency [min– 1] as defined in Table 1PPower [W]SηEIStandard deviation of the eco-innovative alternator efficiency [%]S ηEI–Standard deviation of the eco-innovative alternator efficiency mean [%]SCCO2Standard deviation of the total CO2 savings [g CO2/km]UTest voltage at which the measurement shall be carried out [V]vMean driving speed of the New European Driving Cycle (NEDC) [km/h]VPeConsumption of effective power [l/kWh] as defined in Table 2∂ CCO2∂ ηEISensitivity of calculated CO2 savings related to the efficiency of the eco-innovative alternator

ΔDifferenceηBaseline alternator efficiency [%]ηEIEfficient alternator efficiency [%]ηEIi–Mean of the eco-innovative alternator efficiency at operating point i [%]

Index (i) refers to operating point

Index (j) refers to measurement of the sample

EIEco-innovativemMechanicalRWReal-world conditionsTAType approval conditionsBBaseline

2. 
The testing conditions shall fulfil the requirements specified in ISO 8854:2012.

The test equipment shall be in accordance with the specifications set out in ISO 8854:2012.

3. 
The efficiency of the efficient alternator shall be determined in accordance with ISO 8854:2012, with the exception of the elements specified in the present paragraph.

The measurements shall be conducted at different operating points i, as defined in Table 1. The alternator current intensity is defined as half of the rated current for all operating points. For each speed the voltage and the output current of the alternator are to be kept constant, the voltage at 14,3 V.


Operating pointi Holding time[s] Rotational frequencyni [min– 1] Frequencyhi
1 1 200 1 800 0,25
2 1 200 3 000 0,40
3 600 6 000 0,25
4 300 10 000 0,10

The efficiency shall be calculated in accordance with to Formula 1.
ηEIi=60×Ui×Ii2π×Mi×ni×100
All efficiency measurements are to be performed consecutively at least five (5) times. The average of the measurements at each operating point (ηEIi–) has to be calculated.

The efficiency of the eco-innovative alternator (ηEI) shall be calculated in accordance with Formula 2.
ηEI=∑i=14 hi×ηEIi–
The efficient alternator leads to saved mechanical power under real-world conditions (ΔPmRW) and type approval conditions (ΔPmTA) as defined in Formula 3.
ΔPm=ΔPmRW−ΔPmTA
Where the saved mechanical power under real-world conditions (ΔPmRW) is calculated in accordance with Formula 4 and the saved mechanical power under type-approval conditions (ΔPmTA) in accordance with Formula 5.
ΔPmRW=PRWηB−PRWηEIΔPmTA=PTAηB−PTAηEI
where

PRWPower requirement under ‘real-world’ conditions [W], which is 750WPTAPower requirement under type-approval conditions [W], which is 350WηBEfficiency of the baseline alternator [%], which is 67 %

4. 
The CO2 savings of the efficient alternator are to be calculated with the following formula.
CCO2=ΔPm×VPe×CFv
where

vMean driving speed of the NEDC [km/h], which is 33,58 km/hVPeIs the consumption of effective power specified in the following Table 2
Type of engine Consumption of effective power (VPe)[l/kWh]
Petrol 0,264
Petrol Turbo 0,280
Diesel 0,220CFIs the factor specified in the following Table 3
Type of fuel Conversion factor (l/100 km) - (g CO2/km) (CF)[gCO2/l]
Petrol 2 330
Diesel 2 640

5. 
The statistical errors in the results of the testing methodology caused by the measurements are to be quantified. For each operating point the standard deviation is calculated as defined by the following formula:
S ηEIi–=SηEIim=∑mj=1ηEIij−ηEIi–2mm−1
The standard deviation of the efficiency value of the efficient alternator (SηEI) is calculated in accordance with formula 8:
SηEI=∑i=14hi×SηEIi–2
The standard deviation of the alternator efficiency (SηEI) leads to an error in the CO2 savings (SCCO2). That error is calculated in accordance with formula 9:
SCCO2=∂CCO2∂ηEI×SηEI2=PRW−PTAηEI2×VPe×CFv×SηEI
It has to be demonstrated for each type, variant and version of a vehicle fitted with the efficient alternator that the error in the CO2 savings calculated in accordance with Formula 9 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 427/2014 (see Formula 10).
MT≤CCO2−SCCO2−ΔCO2m
Where:

MTminimum threshold [gCO2/km]CCO2total CO2 saving [gCO2/km]SCCO2standard deviation of the total CO2 saving [gCO2/km]ΔCO2mCO2 correction coefficient due to the positive mass difference between the efficient alternator and the baseline alternator. ΔCO2m is calculated following Table 4:
CO2 correction coefficient due to the extra mass
Petrol (ΔCO2mP) [g CO2/km kg] 0,0277 · Δm
Diesel (ΔCO2mD) [g CO2/km kg] 0,0383 · Δm

In Table 4 Δm is the extra mass due to the installation of the efficient alternator. It is the positive difference between the mass of the efficient alternator and the mass of baseline alternator. The mass of the baseline alternator is 7 kg. On the evaluation of the extra mass the manufacturer must hand over verified documentation to the Type-Approval Authority.

The report shall include:


— Model and mass of the tested alternators
— Description of the bench
— Test results (measured values)
— Calculated results and corresponding formulae

The type approval authority is to certify the CO2 savings based on measurements of the efficient alternator and the baseline alternator 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 427/2014 shall apply.
