(fra kommisjonsforordningen)

(1) In accordance with Commission Regulation (EU) 2017/2400, the CO2 emissions and fuel consumption of whole heavy-duty vehicles are to be simulated using a methodology based on the VECTO tool (‘regulatory VECTO procedure’). The CO2 emissions so determined form the basis for assessing manufacturers’ compliance with their annual specific CO2 emissions targets as set out in Regulation (EU) 2019/1242. The effectiveness of those CO2 emissions targets is strongly dependent on the realworld representativeness of the CO2 emissions and electric energy consumption values determined by the VECTO tool, which is to be monitored and assessed by using data from on-board fuel and electric energy consumption monitoring (OBFCM) devices in accordance with Regulation (EU) 2019/1242. 

(2) For that purpose, the information recorded by OBFCM devices should cover the parameters required to accurately determine the representativeness of the regulatory VECTO procedure. That procedure takes into consideration the mission profile, loads, fuel type, and total vehicle mass, and expresses the emissions in grams of CO2 per tonne kilometre to reflect the utility of the heavy-duty vehicles and grams of CO2 per passenger kilometre for interurban buses and coaches. In order to enable this approach, the OBFCM device should record both the overall lifetime fuel and electric energy consumption and lifetime distance driven. It should also record the fuel and electric energy consumption and distance in relation to the vehicle speed and total mass by accumulating these over periodic intervals of vehicle operation. For interurban buses and coaches, to assess the representativeness of the procedure, the comparison should take into consideration the underlying loads and total vehicle mass used in the procedure. 

(3) The quantity of fuel and electric energy used already being determined, and the relevant data already being stored on board of most new vehicles, but the devices presently used to monitor this information not being subject to standardised requirements, basic type-approval requirements with regard to those devices should be laid down to ensure that the data provided by them are accessible and may serve as a harmonised basis for a comparison between the VECTO simulated fuel consumption and emissions and the real-world values determined by the OBFCM device. 

(4) The total mass of vehicles and of their combinations should be determined by an onboard mass monitoring system, as part of the OBFCM device. To allow manufacturers to make use of existing systems and sensors where possible, offering lower costs and robustness, while providing for high accuracy, it is appropriate to allow for the total mass to be determined using indirect methods. 

(5) To assess the mission profiles and payload conditions during the lifetime of the vehicles, thereby reflecting the utility of the heavy-duty vehicles on the road and allowing for a comparison to the simulated conditions, over the lifetime of the vehicle the fuel and electric energy consumption and distance values accumulated over determined intervals should be stored at the end of each interval on the relevant control unit in a format where the parameters are indexed by the average total vehicle mass and the average speed determined for that interval. While the accumulated fuel and electric energy consumption and distance values should be reset at the end of each interval to ensure that only the accumulated values during a single interval are considered, the speed and total mass may be informed by the previous interval as these values are used for indexing the accumulated parameters.

(6) To support the assessment of the regulatory VECTO procedure by providing a better indication of the real-world driving profiles of vehicles on the road, vehicles which are not required to have an on-board mass monitoring system should also record the fuel consumption and distance driven accumulated over intervals of vehicle operation and store this data based only on the average speed determined during that interval. 

(7) As the OBFCM device uses engine parameters to determine the relevant OBFCM parameters, compliance with OBFCM device requirements should be part of the emissions approval under Regulation (EU) 582/2011. To minimise the additional testing burden and thereby simplify the approval procedure, manufacturers should be able to meet compliance requirements by providing a declaration of the conformity to the requirements set out in this Regulation regarding the functionality and accuracy of the OBFCM device. 

(8) To ensure that the data provided by the OBFCM devices remain accurate during the use of the vehicles, while minimizing the additional testing burden, the accuracy of those devices should be monitored whenever fuel consumption is being recorded during existing regulatory testing procedures. These testing procedures should include engine testing procedures where the fuel map is being evaluated, as specified in Annex V to Regulation (EU) 2017/2400, and on-road testing procedures where the fuel and EN 3 EN electric energy consumption, total distance and mass monitoring accuracies can be monitored, as specified in the emissions approval and in-service conformity procedures under Regulation (EU) 582/2011, the verification testing procedure under Regulation 2017/2400 and portable emissions measurement system tests under UN Regulation 49. 

(9) The responsible authority for checking the results regarding the fuel consumption, total distance and total mass during monitoring tests should be the authority that granted the emissions approval, which should receive the necessary data to check the results from the authority or manufacturer performing this test. A recorded OBFCM parameter not falling between the lower and upper accuracy limits during a regulatory test procedure should not influence the outcome of the regulatory testing procedure. 

(10) In the case that the granting authority determines that the recorded OBFCM parameter does not fall between the lower and upper accuracy limits during a test procedure, a statistical test should be performed to verify the accuracy of the fuel consumption and distance travelled, or mass monitoring and determine compliance. The boundary conditions for this statistical test should be similar to the existing verification testing procedure conditions with simplified recording requirements, and with hilly and dynamic conditions to verify the OBMM system operation based on indirect methods, as the trip requirements for this procedure use representative speed distributions for different driving groups, and allow for existing routes and infrastructure to be used by vehicle manufacturers and independent accredited laboratories. 

(11) To simplify the compliance with accuracy requirements and thereby reduce the development burden for manufacturers, for certain fuel types and testing procedures initially only a surveillance of accuracy applies. Where there is a surveillance of accuracy, the accuracy requirements for the declaration of conformity should not apply, and a statistical verification procedure should not be performed when the recorded parameter does not fall between the lower and upper accuracy limits during a test procedure. Even so, the manufacturer should provide the most accurate values that can be achieved by the measurement and calculation system of the vehicle control units. 

(12) The Commission should assess the results of the monitoring tests and evaluate the accuracy requirements for vehicles where a surveillance of accuracy applies. To this extent, the granting approval authorities should provide the results of the monitoring tests in a standardised format upon request of the Commission. 

(13) As the declaration of conformity of the OBFCM device requirements is a condition for the extension of the emissions approval under Regulation (EU) 582/2011, the authority responsible for the emissions approval should be responsible for assessing the results of the monitoring tests and should evaluate the accuracy of the OBFCM based on a statistical testing procedure, where necessary. This requires close cooperation between manufacturers, authorities performing monitoring tests and the authority granting the emissions approval. 

(14) As there is no separate initial type-approval testing for the OBFCM device, and the declaration of conformity of the OBFCM device to the requirements in this Regulation being required for the emissions approval, failure of the statistical testing procedure should lead to remedial measures of the emissions approval. 

(15) Considering the lead-time necessary to develop OBFCM devices, and to develop standardised signals that are not currently available, OBFCM requirements should be set as of 2027, while the real-world representativeness of the CO2 emissions and electric energy consumption values should be monitored and assessed through other means until these standardised signals are available. In that first instance, the requirements of the on-board fuel consumption and on-board mass monitoring should be limited to conventional heavy-duty vehicles with an internal combustion engine. 

(16) The scope of vehicles required to be equipped with OBFCM devices should expand in 2029 to also include all types of heavy-duty vehicles, in line with the timeline of requirements under Regulation (EU) 2024/1257, giving manufacturers enough time to prepare for the application of these new provisions in a harmonised manner. 

(17) The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee for Motor Vehicles established by Regulation (EU) 2018/858 of the European Parliament and of the Council,