1. Cycle allocation scheme

2. State of play
Current cycle allocation scheme may lead to some “breaking points” with regard to the applied cycle phases to the different classes (2+3). This might mislead to special design of vehicles to reduce CO2 emissions and fuel consumption applying different WLTC cycle phases.
Option 1

3. Option 2 Possible alternative 1 Class 3 Class 2 Class 1 70 107* 120 34
L3+M3+H3+ExH3
Class 3
L3+M3+L3
L3+M3+H3
Ver5.1
Ver5.3 34
Power to Mass** Ratio (kW/t)
Class 2
L2+M2+L2
L2+M2+H2
L2+M2+H2+ExH2 22
Class 1
L1+M1+L1
94*
* = v(max) H(2/3) + 10%
**Mass = Kurb Mass
Vehicle Max Speed (km/h)
Maximum speed the vehicle has to drive is derived as follows:
v_max = (v_max. vehicle)*X, X<1.0

4. Possible alternative 2a
70 (71)
120
Option 3
L3+M3+H3+ExH3
Class 3
L3+M3+L3
Ver5.1
Ver5.3 34
Power to Mass** Ratio (kW/t)
Class 2
L2+M2+L2
L2+M2+H2+ExH2 22
Class 1
L1+M1+L1
Vehicle Max Speed (km/h)
* = v(max) H(2/3) + 10%
**Mass = Kurb Mass
Maximum speed the vehicle has to drive is derived as follows:
v_max = (v_max. vehicle)*X, X<1.0 4

5. Possible modelling necessity for decision between different Options
Modelling necessity for decision between Options 2+3:
CO2 emission (in g/km) of a „class 3“ vehicle with 107 km/h max. speed driving either a cycle including
capped ExH (to a speed v_max = 97 km/h; let‘s assume 10% to have a simple value, although the final cap needs to be lower…), or
H-phase (then without cap), meaning a much shorter cycle
Further it would be good to have data on CO2 emission impact of application of the speed cap of v_max = (v_max. vehicle)*X with X=0,95/0,9/0,85 for a vehicle with v_max_veh=132 km/h (or bit more if no modelling possible for 132 km/h).