(1)

On 20 September 2019, the manufacturers Bayerische Motoren Werke AG, Daimler AG, FCA Italy S.p.A, Honda Motor Europe Ltd, Hyundai Motor Europe Technical Center GmbH, Jaguar Land Rover LTD, Automobile Citroen, Automobile Peugeot, PSA Automobiles SA, Renault, SEG Automotive Germany GmbH, Volkswagen AG, Volkswagen AG Nutzfahrzeuge and the supplier Valeo Electrification Systems jointly made a request as provided for by Article 12a of Commission Implementing Regulation (EU) No 725/2011 (2) to amend Commission Implementing Decision (EU) 2017/785 (3) in order to extend the approval of the innovative technology to its use in certain not-off-vehicle charging hybrid electric vehicles (NOVC-HEVs) of category M1 and passenger cars capable of running on certain alternative fuels.

(2)

On 1 October 2019, the manufacturers Daimler AG, FCA Italy S.p.A, Hyundai Motor Europe Technical Center GmbH, Jaguar Land Rover LTD, Mitsubishi Electric Corporation, Opel Automobile GmbH-PSA, Automobile Citroen, Automobile Peugeot, PSA Automobiles SA, Renault, SEG Automotive Germany GmbH, Volkswagen AG, Volkswagen AG Nutzfahrzeuge and the supplier Valeo Electrification Systems submitted a joint application for the approval, in accordance with Article 11 of Regulation (EU) 2019/631, as an innovative technology, of the efficient generator function in 12 volt motor-generators for use in certain light commercial vehicles, including certain NOVC-HEVs and light commercial vehicles capable of running on certain alternative fuels.

(3)

A 12 volt motor-generator may operate as either an electric motor converting electrical energy into mechanical energy, or a generator converting mechanical energy into electrical energy, i.e. similarly as an alternator. The technology subject to the amendment request and the application is defined as an efficient generator function of the 12 volt motor-generator.

(4)

Considering that the amendment request and the approval application refer to the same innovative technology and that the same conditions apply for its use in the vehicle categories concerned, it is appropriate to address both the amendment request and the approval application in one single decision.

(5)

The amendment request and the approval application have been assessed in accordance with Article 11 of Regulation (EU) 2019/631, Implementing Regulation (EU) No 725/2011 and Commission Implementing Regulation (EU) No 427/2014 (4) as well as the Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (5) (July 2018 version) (6). Both the request and the application fulfilled the formal requirements; in accordance with Article 11(3) of Regulation (EU) 2019/631, they were notably accompanied by a verification report undertaken by an independent and certified body.

(6)

The efficient generator function of a 12 volt motor-generator has already been approved for use in conventional combustion engine powered passenger cars by Implementing Decision (EU) 2017/785 as an innovative technology capable of reducing CO2 emissions in a way that is only partially covered by the measurements performed as part of the emission test under the New European Driving Cycle set out in Commission Regulation (EC) No 692/2008 (7). The assessment shows that the approved eco-innovation is capable of reducing CO2 emissions under the same conditions also for other vehicle categories.

(7)

More precisely, the applicants have demonstrated that the efficient generator function of a 12 volt motor-generator is capable of reducing CO2 emissions in conventional combustion engine powered light commercial vehicles in the same way as for passenger cars with the same kind of powertrain.

(8)

With regard to NOVC-HEVs of categories M1 and N1 for which uncorrected measured fuel consumption and CO2 emission values may be used in accordance with point 5.3.2 of Annex 8 to Regulation UN/ECE No 101 (8), it is appropriate to consider them equivalent for the purpose of this Decision to conventional combustion engine-powered M1 and N1 vehicles.

(9)

The applicants have demonstrated that the testing methodology set out in Implementing Decision (EU) 2017/785 for testing CO2 savings from the use of the efficient generator function in 12 volt motor-generators in conventional combustion engine powered passenger cars is appropriate for determining such savings from the use of the technology in light commercial vehicles as well as for certain M1 and N1 NOVC-HEVs.

(10)

The applicants have requested that, due to the increasing share of passenger cars and light commercial vehicles capable of running on liquefied petroleum gas (LPG), compressed natural gas (CNG) or E85, the scope of this Decision should include also such vehicles, and that consequently some factors in the testing methodology should be adjusted accordingly.

(11)

Considering the limited availability of E85 on the Union market as a whole, it is, however, not appropriate to distinguish this fuel from petrol for the purpose of the testing methodology.

(12)

With regard to the addition to the testing methodology of a run-in procedure for the motor-generator, the application does not set out with sufficient precision the details for how such run-ins should be performed nor how the run-in effect should be taken into account. Moreover, it is already integral to the testing methodology set out in Implementing Decision (EU) 2017/785 that such effects may be taken into account, where necessary, by the requirement that the efficiency of the generator function of the motor-generator must be measured at least five times. As the efficiency of the generator function of the motor-generator is determined on the basis of the average of the measurement results, any run-in effects, positive or negative, may therefore be adequately taken into account in the final efficiency determination, where necessary by increasing the number of measurements. Against that background, it is not appropriate to complement the testing methodology with an additional specific run-in procedure such as that proposed in the applications

(13)

Taking into account the above considerations, the testing methodology provided for in Implementing Decision (EU) 2017/785, with the addition of some fuel-specific factors, should also be considered appropriate for determining the CO2 savings from the innovative technology fitted in N1 vehicles powered by internal combustion engines, NOVC-HEV M1 and N1 vehicles as well as M1 and N1 vehicles capable of running on certain alternative fuels.

(14)

Manufacturers should have the possibility to apply to a type-approval authority for the certification of CO2 savings from the use of the innovative technology where the conditions laid down in this Decision are met. Manufacturers should for that purpose ensure that the application for certification is accompanied by a verification report from an independent and certified body confirming that the innovative technology complies with the conditions laid down in this Decision and that the savings have been determined in accordance with the testing methodology set out in this Decision.

(15)

In order to facilitate a wider deployment of the innovative technology in new vehicles, a manufacturer should also have the possibility to submit a single application for the certification of the CO2 savings from the efficient generator functions used in several 12 volt motor generators. It is, however, appropriate to ensure that, where that possibility is used, a mechanism is applied that incentivises the deployment of only those motor generators that offer the highest efficiency.

(16)

It is the responsibility of the type-approval authority to verify thoroughly that the conditions for certifying the CO2 savings from the use of an innovative technology as specified in this Decision are met. Where the certification is issued, the responsible type-approval authority should ensure that all elements considered for the certification are recorded in a test report and kept together with the verification report and that this information is made available to the Commission on request.

(17)

For the purpose 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 (9), it is necessary to attribute an individual code to the innovative technology.

(18)

From 2021, manufacturers’ compliance with their specific CO2 emission targets is to be established on the basis of the CO2 emissions determined in accordance with the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) set out in Commission Regulation (EU) 2017/1151 (10). CO2 savings from the innovative technology certified by reference to this Decision may therefore be taken into account for the calculation of manufacturers’ average specific CO2 emissions only for the calendar year 2020,